Method and system for realizing automatic noise reduction and speed reduction operation of train

Abstract

According to the method and system for achieving automatic noise reduction and speed reduction running of the train, an ATO train automatic running system generates a speed reduction and energy saving running curve, and when an ATS train automatic monitoring system detects that the train is located at a departure station in front of a resident disturbing area and the current time is in the resident disturbing time period, the train is started to run; and the VOBC vehicle-mounted system controls the train to run from the departure station to the parking station according to the speed reduction energy-saving running curve. The speed reduction energy-saving operation curve comprises an operation curve before entering the resident disturbing area, an operation curve passing through the resident disturbing area and an operation curve after leaving the resident disturbing area, the operation curve before entering the resident disturbing area at least comprises a first acceleration operation stage and a coasting stage, and the operation curve passing through the resident disturbing area comprises the step that the train passes through the resident disturbing area at a constant operation speed of the resident disturbing area; the operation curve at least comprises a deceleration operation stage after leaving the resident disturbing area. Speed reduction and noise reduction operation in the resident disturbing area can be automatically achieved, mistakes and omissions caused by manual operation are avoided, the punctuality rate of overall operation of the train is increased while speed reduction and noise reduction are achieved, and comprehensive operation energy consumption is reduced.

Description

Technical Field

[0001] This invention relates to the field of rail transit signal control, and in particular to a method and system for achieving automatic noise reduction and speed reduction operation of trains. Background Technology

[0002] As an important mode of urban transportation, the vibration and noise generated by subway operation are becoming increasingly prominent, affecting the quality of life of residents.

[0003] Currently, noise reduction is mainly achieved through traditional sound barriers, broadband rail damping and vibration reduction devices, optimized track structure, and the use of vibration-damping fasteners. However, these methods are costly to construct, and traditional sound barriers cannot solve the problem of low-frequency noise propagation, nor can they address the impact of vibration noise from underground lines.

[0004] The vehicle also features an active noise-reducing cabin design, but it is not linked to the signaling system. It mainly reduces the noise impact on passengers inside the cabin, has limited improvement on the interference impact on buildings around the line, and slightly increases the vehicle construction cost.

[0005] Currently, to address noise and vibration issues, various railway lines typically employ temporary fixed speed limits via signaling systems. This reduces the negative environmental impact of rail transit by reducing train speeds. However, these temporary speed limits can only be manually set and canceled by train dispatchers at specific times each day. This method has several disadvantages: 1. Frequent manual operations can easily lead to omissions or oversights; 2. Fixed speed limits are safety protection speed limits. If the actual operating speed of the train cannot exceed the safety speed limit, it will cause significant delays and have a significant impact on passenger services. At the same time, in order to make up for the delay time, the system will adjust to the highest operating level, resulting in an increase in overall energy consumption.

[0006] 3. At the same time, adopting fixed temporary speed limit and speed reduction operation will increase traction energy consumption, and while reducing noise, it will not be possible to achieve green energy saving.

[0007] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0008] The purpose of this invention is to provide a method and system for achieving automatic noise reduction and speed reduction operation of trains. This system can automatically reduce speed and noise in noisy areas, avoid errors caused by manual operation, improve the overall punctuality of train operation while reducing speed and noise, and reduce overall operating energy consumption.

[0009] To achieve the above objectives, the present invention provides a method for realizing automatic noise reduction and speed reduction operation of trains, comprising: when a train is detected to be located at a departure platform before a noise-causing area, and the current time is within a noise-causing period, controlling the train to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve; The speed reduction and energy-saving operation curve includes: the operation curve before entering the nuisance area, the operation curve after passing through the nuisance area, and the operation curve after leaving the nuisance area; The pre-entry running curve includes at least: a first acceleration running phase and a coasting phase; in the first acceleration running phase, traction is applied to the train to accelerate the train's speed from 0 to a first speed; in the coasting phase, traction is stopped and the train's speed decreases from the first speed to the running speed of the noise-affected area. The described passage through the nuisance zone includes: applying traction force to the train so that the train passes through the nuisance zone at a constant speed; The operating curve after leaving the disturbance area includes at least the following: a deceleration phase in which braking force is applied to the train to reduce its speed to 0.

[0010] If the distance from the starting point of the disturbance zone to the departure station is greater than the sum of the distance the train travels at maximum traction speed in the first acceleration phase and the distance the train travels in the coasting phase, then the running curve before entering the disturbance zone includes: the first acceleration phase, the first constant speed phase, and the coasting phase. During the first acceleration phase, traction is applied to the train to accelerate its speed from 0 to a first speed, which is the maximum traction speed, and the maximum traction speed is less than the canopy speed limit. During the first uniform speed operation phase, traction force is applied to the train to make it run at a constant speed with maximum traction speed. During the coasting phase, traction is stopped and the train's speed is reduced from maximum traction speed to the operating speed of the noisy area.

[0011] When the train reaches the noise-causing curve coasting entry position S start At this time, it enters the inertial phase; ; Among them, S n-start It is the starting point of the nuisance area. It is the distance required for coasting to reduce speed. It is the maximum traction speed. The speed of the noise pollution zone is 'a', and the coasting deceleration during the coasting phase is 'a='. / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g,S margin It is the system margin. It is the total resistance of the line, F 合 =F1+F2, where F1 is the basic resistance, F1=(A+Bv+CV) 2 )mg, F2 is the additional resistance, F2= (i‰+f curve mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the gradient of the track, f curve It is the additional drag coefficient of the curve.

[0012] The train's travel time according to the route before entering the nuisance area is as follows: T1=t 1加速 +t 1匀速 +t 1惰行 ; , ; ; ; ; ; T1 represents the time it takes for the train to follow the designated route before entering the affected area. It is the maximum traction speed. It is the operating speed of the nuisance area, t 1加速 It is the running time of the first accelerated running phase, t 1匀速 It is the running time of the first uniform speed running phase, t 1惰行 This refers to the running time during the coasting phase. S1 is the starting point S of the departure platform and the noise pollution zone. n-start The distance between them This is the distance traveled during the first acceleration phase. It is the distance traveled during the first uniform speed running phase. Here, c1 is the running distance during the coasting phase, a is the acceleration during the first acceleration phase, and a is the coasting deceleration during the coasting phase. The coasting distance is divided into n equal segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then the segments are summed. The initial velocity V is used as the starting point. max Begin lazy walking, V max For the initial first segment, i.e., i=1, V i-1 =V0,V n Let V be the speed that the train needs to reach in the final stage, i.e., i=n. i =V n V i-1 =V n-1 V0=V max V n =V n V i-1 and V iLet be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

[0013] During the first acceleration phase, the train operates according to the highest operating level curve.

[0014] If the distance from the starting point of the disturbance zone to the departure station is less than the sum of the distance the train travels at maximum traction speed during the first acceleration phase and the distance the train travels during the coasting phase, then the running curve before entering the disturbance zone includes: the first acceleration phase and the coasting phase. During the first acceleration phase, traction is applied to the train to accelerate its speed from 0 to a first speed, which is an assumed speed that is less than the maximum traction speed. During the coasting phase, traction is stopped from the train, and the train speed is reduced from the assumed speed to the operating speed of the nuisance area.

[0015] When the train reaches the position for entering the coasting phase of the disturbance curve, it enters the coasting phase. ; Among them, S start It is the position where the noise pollution curve coasts in, S n-start It is the starting point of the nuisance area. It is the distance required for coasting deceleration, and 'a' is the coasting deceleration during the coasting phase, a = / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g,S margin It is the system margin. It is the total resistance of the line, F 合 =F1+F2, where F1 is the basic resistance, F1=(A+Bv+CV) 2 )mg, F2 is the additional resistance, F2= (i‰+f curve mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the gradient of the track, f curve It is the additional drag coefficient of the curve.

[0016] The train's travel time according to the route before entering the nuisance area is as follows: T1=t 1加速 + t 1惰行 ; , ; ; ; Where T1 is the time it takes for the train to travel according to the route before entering the nuisance area, and V... real-max It is an assumed velocity. It is the operating speed of the nuisance area, t 1加速 It is the running time of the first accelerated running phase, t 1惰行 This refers to the running time during the coasting phase. S1 is the starting point S of the departure platform and the noise pollution zone. n-start The distance between them This is the distance traveled during the first acceleration phase. Here, c1 is the running distance during the coasting phase, a is the acceleration during the first acceleration phase, and a is the coasting deceleration during the coasting phase. The coasting distance is divided into n equal segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then the segments are summed. The initial velocity V is used as the starting point. real-max Begin lazy walking, V real-max For the initial first segment, i.e., i=1, V i-1 =V0,V n Let V be the speed that the train needs to reach in the final stage, i.e., i=n. i =V n V i-1 =V n-1 V0=V real-max V n =V n V i-1 and V i Let be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

[0017] The train's travel time according to the route through the nuisance area is as follows: ; in, It refers to the time it takes for the train to travel along the curve that passes through the nuisance area, L n It is the length of the nuisance zone, L n = │S n-end - S n-start │, S n-start It is the starting point of the nuisance zone, S n-end It's the end of the nuisance zone, T rain_Length It is the length of the train, V n It refers to the operating speed of the noisy area.

[0018] When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the station platform is greater than the sum of the distance the train travels at maximum traction speed during the second acceleration phase and the distance the train travels during the deceleration phase, then the running curve after leaving the nuisance zone includes: the second acceleration phase, the second constant speed phase, and the deceleration phase. During the second acceleration phase, traction is applied to the train to accelerate its speed from the speed of operation in the noise-generating zone to a second speed, which is the maximum traction speed, and the maximum traction speed is less than the speed limit of the roof. During the second constant speed operation phase, traction force is applied to the train to make it run at a constant speed with maximum traction speed. During the deceleration phase, braking force is applied to the train to reduce its speed from the maximum traction speed to 0.

[0019] The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 +t 3加速 +t 3匀速 ; ; ; ; ; ; Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It is the maximum traction speed. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. It is the distance traveled during the deceleration phase. This is the running time of the second accelerated running phase. This is the distance traveled during the second acceleration phase. This refers to the running time of the second uniform speed running phase. It is the distance traveled during the second uniform speed running phase. b represents the acceleration during the second acceleration phase, and b represents the deceleration during the deceleration phase.

[0020] When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the parking platform is less than the sum of the distance the train travels at maximum traction speed during the second acceleration phase and the distance the train travels during the deceleration phase, and the distance between the front of the train and the parking platform is greater than the distance the train travels during the deceleration phase, then the running curve after leaving the nuisance zone includes: the second acceleration phase and the deceleration phase. During the second acceleration phase, traction is applied to the train to accelerate its speed from the speed of operation in the noisy area to a second speed, which is an assumed speed that is less than the maximum traction speed. During the deceleration phase, braking force is applied to the train to reduce its speed from the assumed speed to 0.

[0021] The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 +t 3加速 ; ; ; ; ; ; Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It is an assumed velocity. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. It is the distance traveled during the deceleration phase. This is the running time of the second accelerated running phase. This is the distance traveled during the second acceleration phase. b represents the acceleration during the second acceleration phase, and b represents the deceleration during the deceleration phase.

[0022] When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the station platform is less than the distance the train travels during the deceleration phase, then the travel curve after leaving the nuisance zone includes the deceleration phase. During the deceleration phase, braking force is applied to the train to reduce its speed from the operating speed in the noisy area to 0.

[0023] The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 ; ; ; Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. 'b' represents the distance traveled during the deceleration phase, and 'b' represents the deceleration rate during the deceleration phase.

[0024] The train travels according to the route curve that passes through the nuisance area. For a fixed value, the total travel time T of the train from the departure platform to the stopping platform. totalFor fixed values, the time T1 during which the train travels according to the operating curve before entering the nuisance area and the time T3 during which the train travels according to the operating curve after leaving the nuisance area are adjusted to satisfy: T1 + T n +T3≈T total .

[0025] When a train is detected to be located at a departure platform before a noise-generating zone, and the current time is within a noise-generating period, a noise-generating marker is set on the train, and the train with the noise-generating marker is controlled to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve.

[0026] When a train operating according to the speed reduction and energy-saving operation curve arrives at the station, the noise-causing signs on the train are removed, and the train with the noise-causing signs removed is controlled to operate according to the normal operation curve.

[0027] The present invention also provides a system for realizing automatic noise reduction and speed reduction operation of trains, used to implement the aforementioned method for realizing automatic noise reduction and speed reduction operation of trains, the system comprising: The ATS (Automatic Train Monitoring System) is used to continuously detect train location information and determine whether the current time is within a period of disturbance to residents. The VOBC onboard system is used to control trains to run according to a speed reduction and energy-saving operation curve. The ATO (Automatic Train Operation) system is used to generate speed-reducing energy-saving operation curves.

[0028] When the ATS (Automatic Train Monitoring System) detects that a train is located at a departure platform before a nuisance zone and the current time is within a nuisance period, it sends a signal to the VOBC (Vehicle-on-board) system to set a "nuisance flag". The VOBC system sets a nuisance flag on the train and controls the train with the nuisance flag to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve.

[0029] After the ATS (Automatic Train Monitoring System) detects that a train operating according to the speed reduction and energy-saving operation curve has arrived at the station, it sends a signal to the VOBC (Vehicle-on-board system) to clear the "nuisance marker". The VOBC system then clears the nuisance marker on the train and controls the train to operate according to the normal operation curve.

[0030] The present invention has the following beneficial effects: 1. Compared to existing methods that rely on manually setting fixed speed limits, leading to trains increasing their operational standards to catch up, this invention designs and simulates energy-saving optimization curves for noise reduction zones. This achieves speed and noise reduction while maximizing train punctuality within the noise reduction zone, thereby controlling the overall travel time and operation between stations in areas prone to disturbance. Figure 1To avoid increased energy consumption in subsequent intervals due to the adoption of higher operating levels for point tracking, and to optimize the problem of increased operating energy consumption caused by the increase in operating levels.

[0031] 2. Before entering the noise reduction zone, the train increases its operating speed to compensate for the time loss caused by the subsequent speed reduction when passing through the noise reduction zone. By increasing the operating speed before the noise-affected area, the travel time in that section is reduced, thus ensuring the punctuality of the overall travel time between stations. The use of coasting control when passing through the noise-affected area achieves energy saving. This can improve the situation of arriving late and allow for faster adjustment and restoration of the timetable between subsequent stations on the line, reducing the duration of full-load operation at the highest operating level and effectively ensuring the travel time between two stations.

[0032] 3. All operations are completed automatically by the system without human intervention, thus avoiding errors that may be caused by manual operation. Attached Figure Description

[0033] Figure 1 This is a flowchart of a method for achieving automatic noise reduction and speed reduction operation of a train according to an embodiment of the present invention.

[0034] Figure 2 This is a schematic diagram of the train's speed reduction and energy-saving operation curves in Scenario 1, specifically curve P1 before the train enters the noise-generating area and curve P2 after the train passes through the noise-generating area.

[0035] Figure 3 This is a schematic diagram of the train's speed reduction and energy-saving operation curves in Scenario 2, specifically curve P1 before the train enters the noise-generating area and curve P2 after the train passes through the noise-generating area.

[0036] Figure 4 This is a schematic diagram of curve P3 after the train leaves the noise-affected area, representing the speed reduction and energy-saving operation curve. Detailed Implementation

[0037] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. The advantages and features of the present invention will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of the present invention. Please refer to the drawings to make the objectives, features, and advantages of the present invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by the present invention, should still fall within the scope of the technical content disclosed in the present invention.

[0038] This invention utilizes ATS (Automatic Train Supervision) to track train location. By cooperating with the Vehicle On-Board Controller (VOBC) system, the ATS enables automatic noise reduction and speed reduction operation of the train. The system defines noise reduction zones and noise reduction operation time periods to ensure that the train automatically reduces speed within the noise reduction zone during the corresponding time period, without the need for dispatchers to manually set or cancel them.

[0039] This invention leverages the global information provided by the Automatic Train Monitoring System (ATS) and intervenes in advance by adding a "nuisance flag" interface code to the software application layer of the ATS and VOBC onboard system. The ATS monitors the train's detailed location, and when the train approaches the starting point of the noise reduction zone, it checks the system time. If the system time falls within the nuisance period, it sends a "nuisance flag" to the approaching train in the corresponding area. Based on this flag, the VOBC onboard system initiates a speed reduction and energy-saving operation curve, comprehensively optimizing energy-saving and environmental protection strategies under the speed reduction condition. If the train is not in the nuisance period or has already passed through the noise reduction zone, the ATS sends a message to the VOBC onboard system to clear the "nuisance flag".

[0040] In embodiments of the present invention, such as Figure 1 As shown, a method for achieving automatic noise reduction and speed reduction operation of trains is provided, comprising the following steps: Step S1: Configure the "Speed ​​Reduction Energy Saving Operation Curve" in the VOBC onboard system, configure the "Disturbance Time Period" in the ATS Automatic Train Monitoring System, and define the "Disturbance Identifier" in the interface between the ATS Automatic Train Monitoring System and the VOBC onboard system (add the "Disturbance Identifier" interface code).

[0041] Step S2: Determine whether the communication status between the ATS (Automatic Train Monitoring System) and the VOBC (Vehicle Onboard System) is normal. If the status is normal, proceed to step S3; if the status is abnormal, proceed to step S9.

[0042] Step S3: The ATS (Automatic Train Monitoring System) continuously detects train location information and monitors in real time whether the current time is within the "disturbing period".

[0043] Step S4: The ATS (Automatic Train Supervision) system determines whether there is a train located at a departure platform before the "nuisance zone" section and the current time is within the "nuisance time period". If yes, proceed to step S5; otherwise, proceed to step S9.

[0044] Step S5: The ATS (Automatic Train Supervision) system sends a first signal to the VOBC (Vehicle-to-Board) system. The first signal is a signal to set a "nuisance flag". After receiving the first signal, the VOBC system sets a "nuisance flag" on the train that is about to enter the "nuisance zone". (In this embodiment, the interface code bit set by the "nuisance flag" is a 1-byte bit in the ATS-VOBC application layer interface message. The interface offline data configuration of all ATS interface data is fixedly burned into the memory of the ATO system of each train.) Then proceed to step S6.

[0045] Step S6: The VOBC onboard system controls the train with the "nuisance indicator" to run according to the "speed reduction and energy saving operation curve", and proceeds to step S7.

[0046] Step S7: The ATS (Automatic Train Monitoring System) determines whether the train with the "nuisance flag" has reached the next station. If yes, proceed to step S8; otherwise, continue with step S6.

[0047] Step S8: The ATS (Automatic Train Monitoring System) sends a second signal to the VOBC (Vehicle-to-Train Circular) system. The second signal is to clear the "nuisance flag" signal. After receiving the second signal, the VOBC system clears the flag from the train that has already reached the next station and proceeds to step S9.

[0048] Step S9: The VOBC onboard system controls the train that has cleared the "nuisance sign" and resumes normal operation.

[0049] The method for generating a speed reduction and energy-saving operation curve by the ATO (Automatic Train Operation) system specifically includes the following steps: Based on the actual engineering conditions, a speed-reduction energy-saving operation curve is calculated using a simulation model, such as... Figures 2-4 As shown, based on the length L of the nuisance area n To set the starting point S of the nuisance zone n-start End of the nuisance area S n-end The operating speed of the nuisance area is V. n And the noise pollution curve coasting into position S start The curves will need to be calculated based on specific simulations of different line conditions during the engineering application phase and adjusted according to the on-site commissioning and operation.

[0050] The speed reduction and energy-saving operation curves include curve P1 before the train enters the nuisance area, curve P2 when the train passes through the nuisance area, and curve P3 after the train leaves the nuisance area.

[0051] Step S1.1: Calculate the curve P1 before the train enters the nuisance area.

[0052] The curve before the noise pollution zone is divided into two scenarios. For example... Figure 2As shown, Scenario 1 depicts a train accelerating to V at the highest operating level. max (The speed limit is typically 7-8 km / h from the canopy of the ATP (Automatic Train Protection) system), and maintain V max Constant speed to coasting curve into position S start Then coast down to the operating speed V in the nuisance zone. n .like Figure 3 As shown, scenario 2 is the train accelerating to V. real-max The disturbance curve coasts into position S. start Coasting down to the speed V of the noise-causing zone n .

[0053] Taking scenario 1 as an example, such as Figure 2 As shown, if the starting point S of the nuisance area n-start The distance from the departure platform is sufficient to allow the train to accelerate to its maximum traction speed V before entering the noisy area, operating at the highest level. max Then coast down to the operating speed V in the nuisance zone n (i.e. S) 1加速 +S 1匀速 +S 1惰行 If the speed is ≤S1), then the train will run according to the highest operating level curve before entering the nuisance zone. Before entering the nuisance zone, the train will accelerate to the maximum traction speed V before entering the nuisance zone. max constant speed and coasting deceleration to the speed V in the nuisance zone n Three stages.

[0054] For the curve P1 before the train enters the noise-generating area, the key value to calculate lies in finding the coasting entry position S of the noise-generating curve. start This ensures that after passing this location, the train can reduce its speed through coasting to maintain the operating speed V required for the noisy area. n When using cruise control to pass through a noisy area, it's necessary to work backwards using the "speed-distance relationship during coasting," as follows: Step 1: Calculate the speed-distance relationship during the train's coasting phase.

[0055] When a train coasts, it is mainly affected by the total resistance of the track (basic resistance + additional resistance), and the kinematic equations are derived based on "net external force = mass × acceleration": in, It is the total resistance (N) of the line, including the basic resistance F1 and the additional resistance F2, that is =F1+F2, where m is the total mass of the train (kg), provided by the engineering track vehicles, and a is the train's coasting deceleration (unit: m / s²). 2 (The negative sign indicates deceleration).

[0056] Step 2: Calculate the total resistance of the line.

[0057] Basic resistance: F1 = (A + Bv + CV) 2 )mg; Where A, B, and C are the basic resistance coefficients of the train, typically set as A≈0.008~0.012, B≈0.0005~0.001, and C≈0.00001~0.00003 for subway trains; V is the instantaneous speed of the train (m / s); and g is the acceleration due to gravity (9.81 m / s²). 2 ); Additional resistance (line gradient, curves, etc.): F2 = (i‰ + f) curve )mg; Where i‰ is the line gradient (N / kN), positive for uphill and negative for downhill. For example, a gradient of 10‰ generates an additional resistance of 10N / kN. curve This is the additional drag coefficient of the curve (N / kN), when the curve radius R ≥ 800m, f curve When ≈0.5, R<400m, f curve ≈1.5.

[0058] Step 3: Reverse the noise pollution curve and coast to position S start .

[0059] During the coasting phase, the train's maximum traction speed V before entering the nuisance area... max The speed is reduced to the noise-causing zone speed Vn. By integrating, the acceleration is converted into a "speed-distance" relationship, and finally the noise-causing curve is derived, allowing the vehicle to coast into the noise-causing zone at position S. start : Among them, S n-start This is the starting point mileage coordinate (in meters, provided by the line operator) of the nuisance area. This is the distance (in meters) required for coasting deceleration. The coasting deceleration a varies with the velocity V, a = / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g),S margin This is the system margin (in meters, to avoid signal transmission delays that prevent timely speed reduction to the speed required to disturb residents; it can be defined as 50-100 meters).

[0060] Further evaluate the curve's inter-station operating time, where V max The goal is to compensate for the lost time due to reduced speeds in areas that cause disturbance to residents.

[0061] Before entering the noise pollution zone, the train operates according to the highest operating level curve. The process before entering the noise pollution zone is divided into three stages: acceleration to the maximum traction speed V before entering the noise pollution zone. max At maximum traction speed Vmax Uniform speed operation, and from the maximum traction speed V max Decelerate to speed V in the nuisance zone n The specific running time and running distance are as follows: , ; ; ; ; ; Therefore, the train's travel time before entering the nuisance area is: T1=t 1加速 +t 1匀速 +t 1惰行 ; Among them, t 1加速 It accelerates to the maximum traction speed V max The required time, t 1匀速 With the maximum traction speed V max The time required for uniform motion, t 1惰行 From the maximum traction speed V max Decelerate to speed V in the nuisance zone n The time required It accelerates to the maximum traction speed V max Distance traveled From the maximum traction speed V max Decelerate to speed V in the nuisance zone n Distance traveled Here, 'a' represents acceleration, and 'a' represents coasting deceleration. Since the resistance during coasting deceleration is not constant, the coasting distance is divided into n segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then these segments are summed. The initial velocity V is then used to determine the final velocity. max Begin lazy walking, V max For the initial first segment, i.e., i=1 (V i-1 =V0), V n The final speed the train needs to reach is i = n (V i =V n V i-1 =V n-1 V0=V max V n =V n V i-1 and V i Let be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

[0062] like Figure 3As shown, in scenario 2, if the starting point S of the nuisance area... n-start Close to the departure platform (i.e., S) 1加速 +S 1惰行 >S1), within this distance range, the train cannot accelerate to its maximum traction speed V. max At that time, the train will accelerate to the assumed speed V. real-max Then, coasting begins directly, with the train traveling a fixed distance of S1 in both stages, i.e.: When the assumed velocity V is obtained real-max Then, the train's travel time T1 before entering the nuisance area was calculated.

[0063] Step S1.2: Calculate the curve P2 of the train passing through the nuisance area.

[0064] When a train passes through a noise-affected area at a constant speed, it is necessary to consider the train's tail leaving the noise-affected area before it begins to enter the area and then curves. In other words, the range of the noise-affected area should take into account the train length.

[0065] The operating distance and operating time for the nuisance area are as follows: S n = L n +T rain_Length ; ; Among them, S n L is the distance traveled from the nuisance area. n It is the length of the nuisance area, T rain_Length It is the length of the train. It is based on the operating hours of the noisy area.

[0066] Step S1.3: Calculate the curve P3 after the train leaves the disturbed area.

[0067] For the curve after entering the nuisance zone, when the running time T1 before entering the nuisance zone and the running time T after passing through the nuisance zone are calculated... n Then, it is necessary to combine T1 and T n and the total inter-station travel time T total The remaining running distance S3 after leaving the nuisance area is used to calculate the running time T3 after leaving the nuisance area, and T1+T is used as the formula. n +T3 should be placed as close to T as possible. total Design for the goal.

[0068] For curves after leaving the nuisance area, the main types are platform stops and inter-station operations. If the distance between the nuisance area and the platform area is relatively short, platform stops should be considered directly, usually with constant deceleration. For platform stops, due to passenger comfort and the requirement that the final safe speed limit is 0 km / h, the system should strictly control the system with the final safe speed limit of 0 km / h, usually with constant deceleration.

[0069] If the disturbance zone is a long distance from the platform area, a checkpoint should be set up at the point where the train leaves the disturbance zone to check for deviations between the train's running time and the scheduled time. To make up for the time lost due to slowdown in the disturbance zone as much as possible, the train speed should be brought up to the maximum traction speed V as soon as possible between stations after leaving the disturbance zone. max Meanwhile, with a fixed running time T3 after leaving the nuisance area, the coasting time should be increased as much as possible to reduce energy loss during the braking phase.

[0070] like Figure 4 As shown, after leaving the noise-generating area, the train typically decelerates at a constant speed and stops between stations. The process after leaving the noise-generating area generally involves three stages: accelerating to the maximum traction speed V. max At maximum traction speed V max The specific running time and distance for the constant speed operation and the constant deceleration to the stop are as follows: ; ; ; ; ; ; Therefore, the train's travel time after leaving the noisy area is: T3 = t 3恒定 +t 3加速 +t 3匀速 ; in, It is the time required to decelerate at a constant speed until the vehicle comes to a stop. It is the distance traveled by constantly decelerating to a stop. It accelerates to the maximum traction speed V max Time required It accelerates to the maximum traction speed V max The running distance, With the maximum traction speed V max The time of constant speed running, With the maximum traction speed V max The distance traveled at a constant speed b is acceleration, and b is deceleration (m / s²). 2 Typically, a velocity of 0.5~0.6 m / s is used. 2 ).

[0071] After the train leaves the nuisance area, there may be a nuisance area at the destination S. n-end Closer to the station platform (i.e., S3 < S) 3加速 +S 3恒定 +S 3均速Within this distance range, the train cannot accelerate to its maximum traction speed V. max At that time, in order to make up for the time lost due to slow-down operation in the noise-causing area to the greatest extent possible, even if the train cannot accelerate to V... max The train will also use maximum traction acceleration. Accelerate to the assumed speed V real-max Then, it decelerates at a constant deceleration b until it stops at 0 km / h. (Passing through...) When the assumed velocity V is obtained from this... real-max Then, according to the assumed velocity V real-max Controlling train operation.

[0072] During project implementation, t is calculated. 3恒定 +t 3加速 +t 3匀速 The time difference between the train's travel time T3 after leaving the nuisance area and the actual travel time T3 can be determined by adjusting the deceleration b and V. max Adjustments were made to maximize the value of deceleration b while maintaining or approaching the T3 standard to conserve inter-station running time, thereby reducing braking time, increasing the time to maintain uniform speed, and reducing overall energy consumption.

[0073] After the simulation of the speed reduction and energy-saving operation curve is completed, the speed reduction and energy-saving operation curve is burned into the VOBC on-board system. At the same time, the "disturbing time period" is configured in the ATS system, and the "disturbing flag" is defined in the ATS and VOBC interface. The VOBC on-board system automatically calls the "speed reduction and energy-saving operation curve" according to the activation status of the "disturbing flag" triggered by the ATS system, and records the train's on-time performance and energy consumption under the curve. At the same time, the on-time performance and energy consumption of the train's "normal operation curve" and "temporary speed limit operation curve" are recorded. Based on the comparison results, the simulated "speed reduction and energy-saving operation curve" is adjusted and optimized to ensure that the "speed reduction and energy-saving operation curve" meets the requirements of high on-time performance and low energy consumption, forming the final "speed reduction and energy-saving operation curve" configuration.

[0074] like Figures 2-4 As shown, taking a train traveling from station A to station B as an example, when the train leaves station A, the ATS system informs the VOBC system of the status of the "disturbance marker" for that section: If activated, the onboard system automatically controls the train according to the "speed reduction and energy-saving operation curve" to achieve the goals of speed reduction, noise reduction, green energy saving, and reduced arrival delays. When the train reaches Station B, the ATS system automatically clears the "nuisance flag" and the train resumes operation in the "normal operation curve" mode.

[0075] If it is inactive, the onboard system maintains the train in the "normal operation curve" mode.

[0076] The present invention also provides a system for realizing automatic noise reduction and speed reduction operation of trains, comprising: In this embodiment, the ATS (Automatic Train Monitoring System) can be deployed in the control center or at the station. The ATS continuously monitors train positioning information and determines whether the current time is within a "nuisance period". When the ATS detects that a train is located at a departure platform before the "nuisance zone" and the current time is within a "nuisance period", it sends a signal to the VOBC (Vehicle-on-board system) to set a "nuisance flag". In this embodiment, the VOBC on-board system is deployed on the train's on-board hardware platform. When the VOBC on-board system receives the signal to set the "nuisance flag", it controls the train to run according to the speed reduction and energy-saving operation curve.

[0077] In this embodiment, the ATO (Automatic Train Operation) system is deployed on the train's onboard hardware platform and is used to generate speed-reducing energy-saving operation curves.

[0078] This invention establishes a simulation model of the actual railway line scenario and train based on the "starting and ending points of the nuisance zone" and "operating speed in the nuisance zone" provided by the owner. The starting and ending points of the nuisance zone and the operating speed in the nuisance zone are used as ATO control reference points. At a given running time (T... total T n To set the time, adjust T1 and T3, and control T1+T. n +T3 is close to T total Under constraints such as improving punctuality, "operating speed in noisy areas," and train kinematic equations, the operating conditions during operation are rationally distributed to achieve the minimum energy consumption.

[0079] Based on the simulation model, it was calculated that under the influence of track resistance, the train can reduce its speed to the "running speed in the nuisance zone" (i.e., the "entry position for the nuisance curve coasting") during the coasting state. This ensures that the train can pass through the nuisance zone at a constant speed after coasting and reducing its speed, which can shorten the running time before entering the nuisance zone and balance the problem of increased section running time caused by the reduced running speed in the nuisance zone.

[0080] After passing through a noise-affected area, if the distance between stations is short, the train will continue to coast and use a single braking maneuver to stop at the station. For stations with long distances between stations, after cruising at a constant speed through the noise-affected area, the train will continue to adjust and control maximum traction, cruising, coasting, and single braking based on the speed limits of the subsequent lines using a simulation model. This will control energy consumption through cruising and coasting while ensuring consistency between the overall travel time between stations and the normal operating curve.

[0081] 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. Unless otherwise specified, 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 said element.

[0082] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0083] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0084] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0085] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for achieving automatic noise reduction and speed reduction operation of trains, characterized in that, Includes: When a train is detected to be located at a departure platform before a disturbance zone, and the current time is within a disturbance period, the train is controlled to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve; The speed reduction and energy-saving operation curve includes: the operation curve before entering the nuisance area, the operation curve after passing through the nuisance area, and the operation curve after leaving the nuisance area; The pre-entry running curve includes at least: a first acceleration running phase and a coasting phase; in the first acceleration running phase, traction is applied to the train, causing the train speed to accelerate from 0 to a first speed; in the coasting phase, traction is stopped, and the train speed decreases from the first speed to the running speed of the noise-generating zone; the time for the train to run according to the pre-entry running curve is T1. The passage through the nuisance zone curve includes: applying traction to the train to make it pass through the nuisance zone at a constant speed; the time for the train to travel according to the passage through the nuisance zone curve is T. n ; The operating curve after leaving the disturbance area includes at least the following: a deceleration phase in which braking force is applied to the train to reduce its speed to 0; the time for the train to follow the operating curve after leaving the disturbance area is T3. The train travels according to the route curve that passes through the nuisance area. For a fixed value, the total travel time T of the train from the departure platform to the stopping platform. total For fixed values, the time T1 during which the train travels according to the operating curve before entering the nuisance area and the time T3 during which the train travels according to the operating curve after leaving the nuisance area are adjusted to satisfy: T1 + T n +T3≈T total .

2. The method for achieving automatic noise reduction and speed reduction operation of trains as described in claim 1, characterized in that, If the distance from the starting point of the disturbance zone to the departure station is greater than the sum of the distance the train travels at maximum traction speed in the first acceleration phase and the distance the train travels in the coasting phase, then the running curve before entering the disturbance zone includes: the first acceleration phase, the first constant speed phase, and the coasting phase. During the first acceleration phase, traction is applied to the train to accelerate its speed from 0 to a first speed, which is the maximum traction speed, and the maximum traction speed is less than the canopy speed limit. During the first uniform speed operation phase, traction force is applied to the train to make it run at a constant speed with maximum traction speed. During the coasting phase, traction is stopped and the train's speed is reduced from maximum traction speed to the operating speed of the noisy area.

3. The method for achieving automatic noise reduction and speed reduction operation of trains as described in claim 2, characterized in that, When the train reaches the noise-causing curve coasting entry position S start At this time, it enters the inertial phase; ； Among them, S n-start It is the starting point of the nuisance area. It is the distance required for coasting to reduce speed. It is the maximum traction speed. The speed of the noise pollution zone is 'a', and the coasting deceleration during the coasting phase is 'a='. / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g,S margin It is the system margin. It is the total resistance of the line, F 合 =F1+F2, where F1 is the basic resistance, F1=(A+Bv+CV) 2 )mg, F2 is the additional resistance, F2= (i‰+f curve mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the gradient of the track, f curve It is the additional drag coefficient of the curve.

4. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 3, characterized in that, The train's travel time according to the route before entering the nuisance area is as follows: T1=t 1加速 +t 1匀速 +t 1惰行 ; ， ； ； ； ； ； T1 represents the time it takes for the train to follow the designated route before entering the affected area. It is the maximum traction speed. It is the operating speed of the nuisance area, t 1加速 It is the running time of the first accelerated running phase, t 1匀速 It is the running time of the first uniform speed running phase, t 1惰行 This refers to the running time during the coasting phase. S1 is the starting point S of the departure platform and the noise pollution zone. n-start The distance between them This is the distance traveled during the first acceleration phase. It is the distance traveled during the first uniform speed running phase. Here, c1 is the running distance during the coasting phase, a is the acceleration during the first acceleration phase, and a is the coasting deceleration during the coasting phase. The coasting distance is divided into n equal segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then the segments are summed. The initial velocity V is used as the starting point. max Begin lazy walking, V max For the initial first segment, i.e., i=1, V i-1 =V0,V n Let V be the speed that the train needs to reach in the final stage, i.e., i=n. i =V n , V i-1 =V n-1 V0=V max , V n =V n , V i-1 and V i Let be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

5. The method for achieving automatic noise reduction and speed reduction operation of trains as described in claim 2, characterized in that, During the first acceleration phase, the train operates according to the highest operating level curve.

6. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 2, characterized in that, If the distance from the starting point of the disturbance zone to the departure station is less than the sum of the distance the train travels at maximum traction speed during the first acceleration phase and the distance the train travels during the coasting phase, then the running curve before entering the disturbance zone includes: the first acceleration phase and the coasting phase. During the first acceleration phase, traction is applied to the train to accelerate its speed from 0 to a first speed, which is an assumed speed that is less than the maximum traction speed. During the coasting phase, traction is stopped from the train, and the train speed is reduced from the assumed speed to the operating speed of the nuisance area.

7. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 6, characterized in that, When the train reaches the position for entering the coasting phase of the disturbance curve, it enters the coasting phase. ； Among them, S start It is the position where the noise pollution curve coasts in, S n-start It is the starting point of the nuisance area. It is the distance required for coasting deceleration, and 'a' is the coasting deceleration during the coasting phase, a = / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g,S margin It is the system margin. It is the total resistance of the line, F 合 =F1+F2, where F1 is the basic resistance, F1=(A+Bv+CV) 2 )mg, F2 is the additional resistance, F2= (i‰+f curve mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the gradient of the track, f curve It is the additional drag coefficient of the curve.

8. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 7, characterized in that, The train's travel time according to the route before entering the nuisance area is as follows: T1=t 1加速 + t 1惰行 ; ， ； ； ； Where T1 is the time it takes for the train to travel according to the route before entering the nuisance area, and V... real-max It is an assumed velocity. It is the operating speed of the nuisance area, t 1加速 It is the running time of the first accelerated running phase, t 1惰行 This refers to the running time during the coasting phase. S1 is the starting point S of the departure platform and the noise pollution zone. n-start The distance between them This is the distance traveled during the first acceleration phase. Here, c1 is the running distance during the coasting phase, a is the acceleration during the first acceleration phase, and a is the coasting deceleration during the coasting phase. The coasting distance is divided into n equal segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then the segments are summed. The initial velocity V is used as the starting point. real-max Begin lazy walking, V real-max For the initial first segment, i.e., i=1, V i-1 =V0,V n Let V be the speed that the train needs to reach in the final stage, i.e., i=n. i =V n , V i-1 =V n-1 V0=V real-max , V n =V n , V i-1 and V i Let be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

9. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 1, characterized in that, The train's travel time according to the route through the nuisance area is as follows: ； in, It is the time it takes for the train to travel along the curve that passes through the nuisance area, L n It is the length of the nuisance zone, L n = │S n-end -S n-start │, S n-start It is the starting point of the nuisance zone, S n-end It's the end of the nuisance zone, T rain_Length It is the length of the train, V n It refers to the operating speed of the noisy area.

10. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 1, characterized in that, When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the station platform is greater than the sum of the distance the train travels at maximum traction speed during the second acceleration phase and the distance the train travels during the deceleration phase, then the running curve after leaving the nuisance zone includes: the second acceleration phase, the second constant speed phase, and the deceleration phase. During the second acceleration phase, traction is applied to the train to accelerate its speed from the speed of operation in the noise-generating zone to a second speed, which is the maximum traction speed, and the maximum traction speed is less than the speed limit of the roof. During the second constant speed operation phase, traction force is applied to the train to make it run at a constant speed with maximum traction speed. During the deceleration phase, braking force is applied to the train to reduce its speed from the maximum traction speed to 0.

11. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 10, characterized in that, The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 +t 3加速 +t 3匀速 ; ； ； ； ； ； Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It is the maximum traction speed. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. It is the distance traveled during the deceleration phase. This is the running time of the second accelerated running phase. This is the distance traveled during the second acceleration phase. This refers to the running time of the second uniform speed running phase. It is the distance traveled during the second uniform speed running phase. b represents the acceleration during the second acceleration phase, and b represents the deceleration during the deceleration phase.

12. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 10, characterized in that, When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the parking platform is less than the sum of the distance the train travels at maximum traction speed during the second acceleration phase and the distance the train travels during the deceleration phase, and the distance between the front of the train and the parking platform is greater than the distance the train travels during the deceleration phase, then the running curve after leaving the nuisance zone includes: the second acceleration phase and the deceleration phase. During the second acceleration phase, traction is applied to the train to accelerate its speed from the speed of operation in the noisy area to a second speed, which is an assumed speed that is less than the maximum traction speed. During the deceleration phase, braking force is applied to the train to reduce its speed from the assumed speed to 0.

13. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 12, characterized in that, The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 +t 3加速 ; ； ； ； ； ； Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It is an assumed velocity. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. It is the distance traveled during the deceleration phase. This is the running time of the second accelerated running phase. This is the distance traveled during the second acceleration phase. b represents the acceleration during the second acceleration phase, and b represents the deceleration during the deceleration phase.

14. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 12, characterized in that, When the rear of the train is at the end of the nuisance zone, if the distance between the front of the train and the station platform is less than the distance the train travels during the deceleration phase, then the travel curve after leaving the nuisance zone includes the deceleration phase. During the deceleration phase, braking force is applied to the train to reduce its speed from the operating speed in the noisy area to 0.

15. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 14, characterized in that, The train's travel time according to the route after leaving the nuisance area is as follows: T3 = t 3恒定 ; ； ； Where T3 is the time it takes for the train to travel along the designated curve after leaving the nuisance area, and S3 is the distance between the front of the train and the station platform when the rear of the train is at the end of the nuisance area. It's the operating speed of the nuisance area. This refers to the running time during the deceleration phase. 'b' represents the distance traveled during the deceleration phase, and 'b' represents the deceleration rate during the deceleration phase.

16. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 1, characterized in that, When a train is detected to be located at a departure platform before a noise-generating zone, and the current time is within a noise-generating period, a noise-generating marker is set on the train, and the train with the noise-generating marker is controlled to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve.

17. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 16, characterized in that, When a train operating according to the speed reduction and energy-saving operation curve arrives at the station, the noise-causing signs on the train are removed, and the train with the noise-causing signs removed is controlled to operate according to the normal operation curve.

18. A system for achieving automatic noise reduction and speed reduction operation of a train, used to implement the method for achieving automatic noise reduction and speed reduction operation of a train as described in any one of claims 1-17, characterized in that, The system includes: The ATS (Automatic Train Monitoring System) is used to continuously detect train location information and determine whether the current time is within a period of disturbance to residents. The VOBC onboard system is used to control trains to run according to a speed reduction and energy-saving operation curve. The ATO (Automatic Train Operation) system is used to generate speed-reducing energy-saving operation curves.

19. The system for achieving automatic noise reduction and speed reduction operation of trains as described in claim 18, characterized in that, When the ATS (Automatic Train Monitoring System) detects that a train is located at a departure platform before a nuisance zone and the current time is within a nuisance period, it sends a signal to the VOBC (Vehicle-on-board) system to set a "nuisance flag". The VOBC system sets a nuisance flag on the train and controls the train with the nuisance flag to run from the departure platform to the stopping platform according to a speed reduction and energy-saving operation curve.

20. The system for achieving automatic noise reduction and speed reduction operation of trains as described in claim 18, characterized in that, After the ATS (Automatic Train Monitoring System) detects that a train operating according to the speed reduction and energy-saving operation curve has arrived at the station, it sends a signal to the VOBC (Vehicle-on-board system) to clear the "nuisance marker". The VOBC system then clears the nuisance marker on the train and controls the train to operate according to the normal operation curve.

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