Train screening method for TACS, and system, device and storage medium

Abstract

A train screening method for a TACS. By means of automatic train screening and manual train screening, a train occupancy state of a line section is confirmed. For a mainline section, automatic train screening is performed by means of a communication train (S103); and for a non-mainline section, manual train screening is performed by means of a local operator pressing button to perform confirmation and a center performing scheduling and authorization. Thus, the number of wayside devices of a system, and the construction costs and the maintenance workload are greatly reduced, the periods of old line transformation and new line construction are shortened, the competitiveness and flexibility of the system are improved. Further provided are a system using the train screening method for a TACS, and an electronic device and a storage medium.

Description

A train screening method, system, device and storage medium for a TACS system Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a train screening method, system, equipment and storage medium of a TACS system. Background Art

[0002] Compared with the traditional CBTC system, the Train Autonomous Operation System (TACS system) based on vehicle-to-vehicle communication is "train-centric" and the train independently calculates mobile authorization. The essence of the TACS system is to transplant the trackside core control functions of the traditional CBTC system to the train, optimize the system architecture, and at the same time reduce the number of trackside equipment, significantly reducing the workload of equipment maintenance.

[0003] However, since the TACS system does not use traditional secondary detection equipment for train occupancy detection, the TACS system lacks an effective way to safely and reliably obtain the occupancy status of trains on the line section. Therefore, in the TACS system, how to screen trains on the line is a huge challenge.

[0004] In traditional CBTC systems, the screening of downgraded or non-communication trains relies heavily on track occupancy detection. The primary methods for detecting track occupancy include track circuits and axle counting based on electromagnetic induction technology. However, the installation of these secondary detection devices is complex, requiring extensive cabling and resulting in high construction and maintenance costs. Furthermore, the secondary detection devices are prone to failure, resulting in incomplete screening.

[0005] A search revealed Chinese patent publication number CN114454923A, which discloses a train screening method and system based on an autonomous operation control mode. The method comprises the following steps: the onboard equipment of the current train obtains axle counter status information from the switch controller; the onboard equipment of the current train obtains the location information of other trains from the onboard equipment of other trains and the switch controller; and the onboard equipment of the current train completes the screening of the current train by combining the axle counter status information with the location information of other trains. To address the current problem that the train screening and judgment function in urban rail transit involves multiple equipment links and slow information transmission and judgment speed, resulting in reduced efficiency for moving block tracking after the train is screened, this method redistributes functions, implements a combination of multiple mechanisms, reduces communication transmission, improves the autonomous judgment and control capabilities of the onboard equipment, and can also be used in the train autonomous operation control mode. However, existing patents still rely on axle counters for train screening. Therefore, in the TACS system, how to design a train screening technology that does not rely on traditional secondary detection equipment has become a technical problem that needs to be solved.

[0006] Summary of the Invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a train screening method, system, equipment and storage medium of a TACS system.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to a first aspect of the present invention, a train screening method for a TACS system is provided, which realizes the confirmation of the train occupancy status of line sections by automatic train screening and manual train screening. For the mainline section, automatic train screening is performed by a communication train, and for the non-mainline section, manual train screening is performed by a local operator button confirmation plus central dispatch authorization.

[0010] As a preferred technical solution, the non-mainline section includes a crossover line, a storage line or a vehicle depot area.

[0011] As a preferred technical solution, the method specifically comprises the following steps:

[0012] Step S101: After the trackside resource manager WRC is powered on or restarted, the WRC is powered on and unlocked through a WRC initialization command;

[0013] Step S102: WRC determines the train occupancy status of all line sections. If there is no unknown train occupancy status in the line section, the line screening is considered successful. Otherwise, step S103 is executed.

[0014] Step S103, perform automatic train screening and execute step S104;

[0015] Step S104: After the automatic train screening of the line is completed, it is determined whether there is still an unknown train occupying the section. If so, step S105 is executed; otherwise, the line screening is considered successful.

[0016] Step S105: Perform manual train screening.

[0017] As a preferred technical solution, the power-on unlocking of the WRC in step S101 is used to ensure the normal operation of the WRC, to perform normal intrusion detection, and to monitor the illegal entry of trains into the signal area during line section screening.

[0018] As a preferred technical solution, the WRC in step S102 sends the train occupancy status of the entire line section to the ATS for display.

[0019] As a preferred technical solution, the specific process of automatic train screening in step S103 is as follows:

[0020] Step S1031, WRC calculates whether there is an unknown train occupying the line and provides the unknown train occupancy information to ATS;

[0021] Step S1032: The ATS displays information about the line section occupied by the unknown train to the dispatch terminal;

[0022] Step S1033: The dispatch terminal decides to send the train screening operation task to the train controller xTC based on the displayed occupancy information;

[0023] Step S1034, ATS sends the selected running tasks to xTC;

[0024] Step S1035, xTC applies for line resources according to the received task;

[0025] Step S1036: WRC allocates line resources to xTC;

[0026] Step S1037: xTC calculates the mobile authorization operation path and sends it to ATS;

[0027] Step S1038, the ATS displays the running path resource information to the dispatch terminal;

[0028] Step S1039: The dispatching terminal authorizes the driver to manually drive the train based on the resources applied for by the train and perform line section screening;

[0029] Step S10310: The driver manually drives the train according to the dispatching instruction;

[0030] Step S10311: xTC provides location information to WRC in real time based on its own location;

[0031] Step S10312: WRC screens the route segments based on the location information provided by xTC.

[0032] In step S10313, ATS confirms whether the line section has completed the screening process based on the screening results.

[0033] As a preferred technical solution, in step S10312, when the automatic screening conditions of the section or automatic screening area through which the train physically passes are met, it is considered that there is no unknown train occupying the corresponding section.

[0034] As a preferred technical solution, the specific process of manual train screening in step S105 is as follows:

[0035] Step S1051, WRC calculates whether there is an unknown train occupying the line and provides the unknown train occupancy information to ATS;

[0036] Step S1052: The ATS displays information about the line section occupied by the unknown train to the dispatch terminal;

[0037] Step S1053: The dispatch terminal authorizes and notifies the local operator to manually confirm whether there is an unknown train in the line section based on the displayed occupancy information;

[0038] Step S1054: When the local operator confirms that there is no unknown train occupying the manual screening area and no unknown train entering, he presses the trackside confirmation button;

[0039] Step S1055: OC collects the filter button information and sends it to WRC;

[0040] Step S1056: After the WRC collects the manual screening button, it sends a confirmation message of providing the manual screening area to the ATS;

[0041] Step S1057: ATS prompts the dispatch terminal to perform manual screening and confirmation on the interface;

[0042] Step S1058: The dispatch terminal confirms on the ATS interface;

[0043] Step S1059, ATS sends scheduling confirmation information to WRC;

[0044] Step S10510, WRC completes the screening process of the manual screening area;

[0045] Step S10511, ATS displays a screening success message;

[0046] Step S10512: The dispatch terminal confirms that the screening is successfully completed.

[0047] As an optimal technical solution, when the length of the crossover does not meet the requirements for configuration as an automatic screening area, the corresponding switch section will be configured as a manual screening area, and manual confirmation will be performed to determine whether there is an unknown train in the section.

[0048] According to a second aspect of the present invention, a system for the train screening method of the TACS system is provided, the system comprising a trackside resource manager WRC, a train controller xTC, a target controller OC, an automatic train monitoring system ATS, an intelligent operation and maintenance system IOM, a train intrusion detection system TID and a screening button CZB;

[0049] The trackside resource manager WRC is respectively communicated with the train controller xTC, the target controller OC, the train automatic monitoring system ATS, and the intelligent operation and maintenance system IOM. The target controller OC is respectively communicated with the train intrusion detection system TID and the screening button CZB. The train automatic monitoring system ATS is communicated with the train controller xTC.

[0050] As an optimal technical solution, the ATS sends the line screening operation task to the train controller xTC according to the needs of train screening, and the train controller xTC applies for resources from the trackside resource manager WRC; the WRC transmits the line section occupancy display to the ATS, and the ATS sends the scheduling manual screening command to the WRC.

[0051] As a preferred technical solution, the local operator confirms whether the section exists in the unknown train by pressing the screening button CZB and sends it to the target controller OC; the OC sends the button information to the WRC.

[0052] As a preferred technical solution, the train intrusion detection system TID detects whether a train illegally intrudes into the signal area.

[0053] As a preferred technical solution, the intelligent operation and maintenance system IOM displays the working status of the TACS equipment.

[0054] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0055] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0056] Compared with the prior art, the present invention has the following advantages:

[0057] 1) The present invention eliminates the need for secondary detection equipment such as axle counters or track circuits, and instead completes the screening of entire line sections through automatic screening by communication trains and manual confirmation. This eliminates the reliance on traditional secondary detection equipment, significantly reduces the number of trackside equipment in the system, construction costs, and maintenance workload, shortens the cycle for old line reconstruction and new line construction, and improves the competitiveness and flexibility of the system.

[0058] 2) The present invention includes both automatic and manual train screening methods. For the main line, rapid automatic screening is performed using a communication train. For complex special sections such as crossovers, storage lines, or vehicle depots, rapid train screening can be performed using a combination of local operator button confirmation and central dispatch authorization. The complementary nature of these two methods facilitates train screening in all sections of the line, ensuring the diversity and ease of operation of the TACS system's train screening methods.

[0059] 3) The present invention has designed a train illegal intrusion detection system to ensure that when the WRC is working normally, if a train illegally enters the signal area, it can be detected by the system, so as to know whether there is an unknown train intruding on the line; when it is confirmed that there is no illegal train intruding on the line, when the train is restarted or the line section blockade is cancelled, when the train recovers its position, the system can automatically complete the train screening based on the position information of the trains on all lines, without the need for manual screening operations, thereby ensuring the train screening efficiency of the TACS system and giving the TACS system a fast fault recovery capability. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 is a structural diagram of the TACS system used for train screening;

[0061] FIG2 is a schematic diagram of the workflow of the train screening method of the TACS system;

[0062] Figure 3-1 is a schematic diagram of the layout of the automatic screening area of ​​the TACS system;

[0063] Figure 3-2 is a schematic diagram of the layout of the automatic screening area of ​​the TACS system;

[0064] Figure 3-3 is a schematic diagram of the layout of the automatic screening area of ​​the TACS system;

[0065] Figure 4 is a layout diagram of the manual screening area of ​​the TACS system;

[0066] Figure 5 is a schematic diagram of the TACS system train screening interface information;

[0067] Figure 6-1 is a schematic diagram of the TACS system's automatic train screening workflow;

[0068] Figure 6-2 is a schematic diagram of the manual screening workflow of trains in the TACS system. DETAILED DESCRIPTION

[0069] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0070] The TACS system uses both automatic and manual train screening to confirm the train occupancy status of line sections. After the WRC is successfully powered on, it is unlocked via the WRC initialization command to ensure normal operation and intrusion detection. During the line section screening period, the system monitors trains illegally entering the signal area. The system then determines whether to perform automatic train screening based on the line section occupancy status provided by the WRC. After the automatic screening is complete, if there are still unknown trains occupying certain sections, manual screening is required to complete the train screening process for all line sections.

[0071] As shown in FIG2 , the present invention specifically includes the following steps:

[0072] Step S101: After the trackside resource manager WRC is powered on or restarted, the WRC is powered on and unlocked through a WRC initialization command;

[0073] Step S102: WRC determines the train occupancy status of all line sections. If there is no unknown train occupancy status in the line section, the line screening is considered successful. Otherwise, step S103 is executed.

[0074] Step S103, perform automatic train screening and execute step S104;

[0075] Step S104: After the automatic train screening of the line is completed, it is determined whether there is still an unknown train occupying the section. If so, step S105 is executed; otherwise, the line screening is considered successful.

[0076] Step S105: Perform manual train screening.

[0077] As shown in Figure 3-1, the track section connected to the car block can be configured as an automatic screening area. When the distance L between the minimum head of the communication train T1 and the car block is less than the minimum vehicle length of the line, the track section can be automatically screened out; as shown in Figure 3-2, for the signal boundary, if a train illegal intrusion detection device is arranged, then when the switch reverse track section is less than the minimum vehicle length of the line, the section can be configured as an automatic screening area. When the communication train T1 passes through the switch P1, the track section of the reverse switch P1 can be automatically screened out; as shown in Figure 3-3, when the length of a single crossover is less than the minimum vehicle length of the line + the length of the side rush area, the crossover track section can be configured as an automatic screening area. When the communication train T1 passes through the switch P3 and the train T2 passes through the switch P5, the crossover track section can be automatically screened out.

[0078] As shown in Figure 4, when the length of the crossover does not meet the requirements for configuration as an automatic screening area, in order to quickly screen the trains in the line section, the switch section can be configured as a manual screening area, and manual confirmation is performed to determine whether there are unknown trains in the section.

[0079] The schematic diagram of the manual screening interface information of the TACS system train is shown in Figure 5, which mainly involves the interfaces between the subsystems such as the trackside resource manager WRC, the train controller xTC, the target controller OC, the automatic train monitoring system ATS, the intelligent operation and maintenance system IOM, the train intrusion detection system TID, and the screening button CZB. When the system is successfully powered on, the ATS sends the line screening operation task to the train controller xTC according to the needs of train screening. The train controller xTC applies for resources from the trackside resource manager WRC. The WRC transmits the line section occupancy display to the ATS, and the ATS sends the dispatcher's manual screening command to the WRC. The local operator confirms whether there is an unknown train in the section through the screening button CZB and sends it to the target controller OC. The OC sends the button information to the WRC. The train intrusion detection system detects whether there is a train illegally intruding into the signal area. The intelligent operation and maintenance system IOM can display the working status of the TACS equipment. Through information interaction between the subsystems, the TACS system can realize train screening.

[0080] The train screening interface information of the TACS system is shown in Table 1:

[0081] Table 1

[0082] The automatic train screening workflow of the TACS system is shown in Figure 6-1. The automatic screening workflow is as follows:

[0083] Step S1031, WRC calculates whether there is an unknown train occupying the line and provides the unknown train occupancy information to ATS;

[0084] Step S1032: The ATS displays information about the line section occupied by the unknown train to the dispatch terminal;

[0085] Step S1033: The dispatch terminal decides to send the train screening operation task to the train controller xTC based on the displayed occupancy information;

[0086] Step S1034, ATS sends the selected running tasks to xTC;

[0087] Step S1035, xTC applies for line resources according to the received task;

[0088] Step S1036: WRC allocates line resources to xTC;

[0089] Step S1037: xTC calculates the mobile authorization operation path and sends it to ATS;

[0090] Step S1038, the ATS displays the running path resource information to the dispatch terminal;

[0091] Step S1039: The dispatching terminal authorizes the driver to manually drive the train based on the resources applied for by the train and perform line section screening;

[0092] Step S10310: The driver manually drives the train according to the dispatching instruction;

[0093] Step S10311: xTC provides location information to WRC in real time based on its own location;

[0094] In step S10312, the WRC screens the line sections based on the location information provided by the xTC. If the train physically passes through a section or the automatic screening area meets the automatic screening conditions, it is considered that there is no unknown train occupying the corresponding section.

[0095] In step S10313, ATS confirms whether the line section has completed the screening process based on the screening results.

[0096] The automatic train screening workflow of the TACS system is shown in Figure 6-2. The manual screening workflow is as follows:

[0097] Step S1051, WRC calculates whether there is an unknown train occupying the line and provides the unknown train occupancy information to ATS;

[0098] Step S1052: The ATS displays information about the line section occupied by the unknown train to the dispatch terminal;

[0099] Step S1053: The dispatch terminal authorizes and notifies the local operator to manually confirm whether there is an unknown train in the line section based on the displayed occupancy information;

[0100] Step S1054: When the local operator confirms that there is no unknown train occupying the manual screening area and no unknown train entering, he presses the trackside confirmation button;

[0101] Step S1055: OC collects the filter button information and sends it to WRC;

[0102] Step S1056: After the WRC collects the manual screening button, it sends a confirmation message of providing the manual screening area to the ATS;

[0103] Step S1057: ATS prompts the dispatch terminal to perform manual screening and confirmation on the interface;

[0104] Step S1058: The dispatch terminal confirms on the ATS interface;

[0105] Step S1059, ATS sends scheduling confirmation information to WRC;

[0106] Step S10510, WRC completes the screening process of the manual screening area;

[0107] Step S10511, ATS displays a screening success message;

[0108] Step S10512: The dispatch terminal confirms that the screening is successfully completed.

[0109] The above is an introduction to the method embodiment. The following further illustrates the solution of the present invention through a system embodiment.

[0110] As shown in Figure 1, the train autonomous operation system (TACS) based on vehicle-to-vehicle communication mainly includes the trackside resource manager WRC, the trackside train controller WTC, the target controller OC, the automatic train monitoring system ATS, the onboard controller CC, the intelligent operation and maintenance system IOM, and the train intrusion detection system TID. The ATS subsystem of the automatic train monitoring system is responsible for supervising and controlling train operations, and has functions such as train tracking operation, alarm and event reporting, operation adjustment, and operation control. The trackside resource manager WRC is responsible for line resource allocation and recovery, and train line section occupancy management. The trackside train controller WTC is mainly responsible for managing and tracking faulty trains, taking over faulty trains to apply for and release resources, and interacting with adjacent trains. The target controller OC mainly realizes the status collection and drive of trackside equipment, including collecting the status of manual screening buttons on the trackside. The onboard controller CC requests and releases line resources according to the plan, actively controls the train, and realizes the train safety protection function and the train automatic driving function. The train intrusion detection system TID is mainly used to detect whether there are trains illegally intruding the signal area at the entrance of the TACS signal area. The intelligent operation and maintenance system IOM is mainly responsible for monitoring the working status of the equipment and providing alarms to maintenance personnel.

[0111] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0112] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0113] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0114] The processing unit performs the various methods and processes described above, such as methods S101 to S105. For example, in some embodiments, methods S101 to S105 may be implemented as a computer software program, which is 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 a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S101 to S105 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S101 to S105 by any other appropriate means (e.g., by means of firmware).

[0115] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0116] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0117] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0118] 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 such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A train screening method for a TACS system, characterized in that, This method realizes the confirmation of the train occupancy status of the line section through automatic train screening and manual train screening. For the main line section, automatic train screening is carried out through communication trains, and for the non-main line section, manual train screening is carried out by means of local operator button confirmation plus central dispatching authorization.

2. The train screening method of a TACS system according to claim 1, characterized in that The non-main line section includes crossover tracks, storage tracks or depot areas.

3. The train screening method of a TACS system according to claim 1, characterized in that, The method specifically includes the following steps: Step S101, after the trackside resource manager WRC is powered on or restarted, the WRC is unlocked from power-on through the WRC initialization command. Step S102, the WRC judges the train occupancy status of the whole line section. If there is no unknown train occupancy status in the line section, it is considered that the line screening is successful; otherwise, step S103 is executed. Step S103, perform automatic train screening and execute step S104. Step S104, after the automatic train screening of the line is completed, judge whether there is still an unknown train occupancy section. If so, execute step S105; otherwise, it is considered that the line screening is successful. Step S105, perform manual train screening.

4. The train screening method of a TACS system according to claim 3, characterized in that The unlocking of the WRC from power-on in step S101 is used to ensure the normal operation of the WRC, enable normal intrusion detection, and monitor the situation of trains illegally entering the signal area during the line section screening.

5. The train screening method of a TACS system according to claim 3, characterized in that, In step S102, the WRC sends the train occupancy status of the whole line section to the ATS for display.

6. The train screening method of a TACS system according to claim 3, wherein The specific process of the automatic train screening in step S103 is as follows: Step S1031, the WRC calculates that there is an unknown train occupancy on the line and provides the unknown train occupancy information to the ATS. Step S1032, the ATS displays the information of the line section with unknown train occupancy to the dispatching terminal. Step S1033, the dispatching terminal decides to send the operation task of train screening to the train controller xTC according to the displayed occupancy information. Step S1034, the ATS sends the operation task of screening to the xTC. Step S1035, the xTC applies for line resources according to the received task. Step S1036, the WRC allocates line resources to the xTC. Step S1037, the xTC calculates the moving authorization operation path and sends it to the ATS. Step S1038, the ATS displays the operation path resource information to the dispatching terminal. Step S1039, the dispatching terminal authorizes the driver to manually drive the train according to the resources applied for by the train to perform line section screening. Step S10310, the driver manually drives the train according to the dispatching instruction. Step S10311, the xTC provides the position information to the WRC in real time according to its own position. Step S10312, the WRC screens the line section according to the position information provided by the xTC. Step S10313, the ATS confirms whether the line section has completed the screening process according to the screening result.

7. The train screening method of a TACS system according to claim 6, characterized in that, In step S10312, when the section passed by the physical position of the train or the automatic screening conditions of the automatic screening area are met, it is considered that there is no unknown train occupancy in the corresponding section.

8. The train screening method of a TACS system according to claim 3, characterized in that, The specific process of the manual train screening in step S105 is as follows: Step S1051, the WRC calculates that there is an unknown train occupancy on the line and provides the unknown train occupancy information to the ATS; Step S1052, the ATS displays the unknown train occupancy line section information to the dispatching terminal; Step S1053, the dispatching terminal authorizes and notifies the local operator to manually confirm whether there is an unknown train in the line section according to the displayed occupancy information; Step S1054, when the local operator confirms that there is no unknown train occupancy and no unknown train enters the manual screening area, press the trackside confirmation button; Step S1055, the OC collects the screening button information and sends it to the WRC; Step S1056, after the WRC collects the manual screening button, it sends the manual screening area confirmation information to the ATS; Step S1057, the ATS prompts the dispatching terminal to perform manual screening confirmation on the interface; Step S1058, the dispatching terminal confirms on the ATS interface; Step S1059, the ATS sends the dispatching confirmation information to the WRC; Step S10510, the WRC completes the screening process of the manual screening area; Step S10511, the ATS displays the screening success information; Step S10512, the dispatching terminal confirms the successful completion of the screening.

9. The train screening method of a TACS system according to claim 2, characterized in that, When the length of the crossover does not meet the requirements for configuring the automatic screening area, the corresponding turnout section is configured as the manual screening area, and the local operator is required to manually confirm whether there is an unknown train in this section.

10. A system for a train screening method for the TACS system according to claim 1, characterized in that, The system includes a Wayside Resource Controller (WRC), a Train Controller (xTC), an Object Controller (OC), an Automatic Train Supervision (ATS) system, an Intelligent Operation and Maintenance (IOM) system, a Train Intrusion Detection (TID) system, and a screening button (CZB); The Wayside Resource Controller (WRC) is respectively communicatively connected to the Train Controller (xTC), the Object Controller (OC), the Automatic Train Supervision (ATS) system, and the Intelligent Operation and Maintenance (IOM) system. The Object Controller (OC) is respectively communicatively connected to the Train Intrusion Detection (TID) system and the screening button (CZB). The Automatic Train Supervision (ATS) system is communicatively connected to the Train Controller (xTC).

11. The system according to claim 10, wherein The ATS sends the line screening operation task to the Train Controller (xTC) according to the train screening requirements. The Train Controller (xTC) applies for resources from the Wayside Resource Controller (WRC). The WRC transmits the line section occupancy display to the ATS, and the ATS sends the dispatching manual screening command to the WRC.

12. The system according to claim 10, wherein The local operator uses the screening button (CZB) to confirm whether there is an unknown train in the section and sends it to the Object Controller (OC). The OC sends the button information to the WRC.

13. The system according to claim 10, wherein The Train Intrusion Detection (TID) system detects whether there is an illegal intrusion of a train into the signal area.

14. The system according to claim 10, wherein The Intelligent Operation and Maintenance (IOM) system displays the working status of the TACS equipment.

15. An electronic device, comprising a memory and a processor, wherein a computer program is stored on the memory, characterized in that, When the processor executes the program, it implements the method according to any one of claims 1 to 9.

16. 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 according to any one of claims 1 to 9.

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