A method and system for automatically generating key parameters of an urban rail transit route table

Abstract

The application is suitable for the field of rail transit control technology, and relates to a method and system for automatically generating key parameters of an urban rail transit route table, which comprises the following steps: obtaining and preprocessing signal equipment in a station yard diagram, determining route data of a starting signal based on up-down logical topological relations between the signal equipment, and importing a plurality of data tables, each of which comprises parameter calculation data for calculating key parameters of the route; and determining key parameter results of the key parameters of the route corresponding to the starting signal based on the route data of the starting signal and the parameter calculation data corresponding to the route data. The application can liberate data preparation personnel from repetitive and complex work, reduce error probability caused by manual preparation, improve the efficiency of data preparation, and further improve the level of data configuration automation.

Description

Technical Field

[0001] This invention applies to the field of rail transit control technology, specifically, it relates to a method and system for automatically generating key parameters of urban rail transit route tables. Background Technology

[0002] In urban rail transit systems, the calculation and selection rules for key parameters are crucial for ensuring system safety and engineering applications. System design data is mainly divided into input parameters and output parameters. Input parameters are generally fixed in general projects and can be directly reused. However, the key parameters for routes, as output parameters, vary significantly across different projects due to the completely different route data. Currently, the compilation of key parameters for route tables is primarily done manually by configuration personnel based on signal layout diagrams and design input data. Furthermore, some data used in the calculations are only approximate values ​​obtained from the plan view. When the station area is large and the amount of route data is vast, manually compiling key parameters for route tables becomes an extremely arduous task. It is not only time-consuming and labor-intensive, but also prone to omissions and errors, severely impacting data quality. Moreover, the quality of key route parameters directly affects the compilation of interlocking tables, as they serve as the basis for interlocking table configuration. Therefore, it is particularly important to develop an automated method to quickly and accurately generate data, reduce repetitive work and manpower, improve work efficiency, and enhance data reliability. Summary of the Invention

[0003] The purpose of this invention is to address the problems of low efficiency and high error rate in manually compiling key parameters for route tables in urban rail transit systems with large station scale and abundant route data. This invention proposes an automatic method and system for generating key parameters for urban rail transit route tables. By acquiring signal equipment data from the station map, the method determines the route data of the starting signal based on the uplink and downlink logical topology relationships between the signal equipment, and imports multiple data tables containing parameter calculation data for calculating key route parameters. Then, based on the found route data of the starting signal and the corresponding imported parameter calculation data, the key parameters for the starting signal's route are automatically calculated. In other words, by automatically calculating the key parameters for the corresponding signals, data compilers are freed from repetitive and tedious work, reducing the probability of errors caused by manual compilation, improving data compilation efficiency, and further enhancing the automation level of data configuration.

[0004] In a first aspect, the present invention provides a technical solution: a method for automatically generating key parameters of urban rail transit route tables, comprising the following steps:

[0005] S1. Obtain the signal equipment in the station map, perform preprocessing, and determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment. The signal equipment includes the starting signal.

[0006] S2. Import multiple data tables, each containing parameter calculation data for key parameters of the calculation route;

[0007] S3. Based on the route data of the starting signal and the parameter calculation data corresponding to the route data, determine the key parameter results of the route key parameters corresponding to the starting signal. The route key parameters include the approach section, the approach speed limit, and the worst approach gradient.

[0008] Furthermore, the determination of the route data for the originating signal based on the uplink and downlink logical topology relationships between each signaling device includes:

[0009] S11. Based on the uplink and downlink logical topology relationships established by each signal device in the station diagram, construct the logical topology structure between each signal device in the station diagram;

[0010] S12. Obtain all signal lights from the station map with the constructed logical topology, and determine the starting signal light from all signal lights, wherein the starting signal light is a train signal light;

[0011] S13. Search for signal equipment in the direction of the starting signal to find the first terminal signal corresponding to the starting signal, determine the route of the starting signal, and record the route data of the starting signal. The route data includes the starting signal, the terminal signal, the inner section, the inner turnout, and the turnout position.

[0012] S14. If the terminal signal of the starting signal is not found, proceed to step S13 to find the next path of the starting signal.

[0013] Further, the signaling equipment includes sections, switches, and signals. The step of searching for signaling equipment in the direction of the starting signal to find the first terminal signal corresponding to the starting signal and determining the route of the starting signal includes:

[0014] S131. Determine the direction of the starting signal based on the light source orientation of the signal when drawing the station layout diagram;

[0015] S132. Along the direction of the starting signal, the signal equipment is searched in the logical topology using a depth-first search algorithm;

[0016] S133. Determine the device type of the found signal device and perform a corresponding search based on the different device types of the signal device;

[0017] S134. If the equipment type of the signal device is determined to be a section or a turnout, proceed to step S132 and continue searching for the signal device along the direction of the starting signal.

[0018] S135. If it is determined that the equipment type of the signal device is a signal machine, then find the first signal machine that is the same type and in the same direction as the starting signal machine, and take the first signal machine as the terminal signal machine corresponding to the starting signal machine; or if it is determined that the equipment type of the signal device is a signal machine, then find the first second signal machine that is the same type as the starting signal machine, in the opposite direction, and has back-to-back signals, and take the back-to-back signals of the second signal machine as the terminal signal machine corresponding to the starting signal machine.

[0019] S136. Determine the route of the starting signal based on the starting signal and the ending signal.

[0020] Further, if the device type of the signal equipment is determined to be a signal machine, then the first second signal machine of the same type as the starting signal machine, in the opposite direction, and with back-to-back signals, is found, and the back-to-back signals of the second signal machine are taken as the terminal signal machine corresponding to the starting signal machine, including:

[0021] S1351. If the first second signal of the same type as the starting signal and in the opposite direction is found, then it is determined whether the second signal exists as the back-to-back signal.

[0022] S1352. When the second signal has the back-to-back signal, determine whether the back-to-back signal includes a parallel signal and / or a differential signal.

[0023] S1353. If the juxtaposed signal is included, then the juxtaposed signal of the second signal shall be regarded as the terminal signal of the starting signal.

[0024] S1354. If only the differential signal is included, then the differential signal of the second signal is taken as the terminal signal of the starting signal, and the section to which the differential signal belongs belongs to the inner section of the route.

[0025] Furthermore, the import of multiple data tables includes:

[0026] S21. Import the equipment kilometer marker entry table, and configure the non-civil engineering kilometer marker and line number information of the kilometer marker equipment in the equipment kilometer marker entry table to the equipment attributes of the kilometer marker equipment. The signal equipment corresponding to the kilometer marker equipment includes axle counters, turnouts, signal lights, wheel stops, and dynamic beacons.

[0027] S22. Import the system parameter entry table, which includes kilometer marker conversion relationship, turnout speed limit information, permanent speed limit information and gradient information;

[0028] S23. Import the system design data input parameter entry table, which includes vehicle parameters, equipment and line parameters, system fixed parameters, and system general parameters.

[0029] Further, the route includes the train route, and the key parameter result of determining the key parameters of the route corresponding to the starting signal based on the route data of the starting signal and the parameter calculation data corresponding to the route data includes: S31, determining the train route based on the train signal;

[0030] S32. Determine the relationship between the starting signal of the train route and the approach beacon and the warning beacon, and specify the initial approach section length as the current approach section length range. The dynamic beacon includes the approach beacon and the warning beacon.

[0031] S33. Based on the opposite direction of the starting signal of the train route, find the maximum speed limit and the worst gradient value within the current approach section length range;

[0032] S34. Calculate the latest approach section length based on the maximum speed limit and the worst gradient value;

[0033] S35. Compare the latest approach section length with the current approach section length corresponding to the current approach section length range; S36. If the latest approach section length is equal to the current approach section length, then determine the latest approach section as the approach section of the starting signal's route, and obtain the approach speed limit and worst approach gradient of the approach section of the corresponding route.

[0034] S37. If the latest approach section length is not equal to the current approach section length, then determine whether the route key parameters are obtained by combining the turnout.

[0035] Further, finding the maximum speed limit value within the current approach section length range includes:

[0036] S331. Locate the turnout speed limit information and the permanent speed limit information within the current approach section length range, and obtain the maximum speed limit value. The permanent speed limit information includes the permanent speed limit area.

[0037] S332. Determine the non-overlapping coverage area between the permanent speed limit area and the current approach section length range;

[0038] S333. When there is no non-overlapping coverage area, the recorded maximum speed limit value shall be used as the maximum speed limit value within the current approach section length range.

[0039] S334. When the non-overlapping coverage area exists, the maximum speed limit of the entire train line shall be used as the maximum speed limit within the length range of the currently approaching section.

[0040] Further, finding the worst slope value within the current approximate segment length range includes:

[0041] S335. Locate the slope region within the current approach section length range and record the worst slope value;

[0042] S336. If the worst slope value is greater than or equal to 0, then the worst slope value within the current approach section length range is 0.

[0043] S337. If the worst slope value is less than 0, then the recorded worst slope value shall be used as the worst slope value of the current approaching section length range.

[0044] Furthermore, the step of determining whether the key route parameters are obtained in conjunction with the turnout includes:

[0045] S371. When the turnout is not passed within the current approach section length range, the latest approach section length is used as the search length, and the process proceeds to step S33.

[0046] S372. When the current approach section length is within the range of the turnout side, the distance between the current turnout center and the starting signal of the train route is taken as the current approach section length.

[0047] S373. Determine whether the latest approach segment length is less than or equal to the current approach segment length;

[0048] S374. If the latest approach segment length is less than or equal to the current approach segment length and less than or equal to the difference between the current approach segment length and the train length, discard the approach segment branch and terminate the search of the current branch.

[0049] S375. When the latest approach section length is less than or equal to the current approach section length and greater than the difference between the current approach section length and the train length, the approach section is found and the search of the current branch is terminated. The length of the approach section is the distance between the current turnout point and the starting signal of the train route, the approach speed limit is the lateral speed limit of the turnout, and the worst approach gradient is the worst gradient within the distance range between the current turnout point and the starting signal of the train route.

[0050] S376. After terminating the search of the current branch, repeat steps S33 to S37 above until all approaching section branches of the current train route are found.

[0051] Secondly, the present invention also provides a technical solution: an automatic generation system for key parameters of urban rail transit route tables, the system comprising:

[0052] The route generation module is used to acquire signal equipment from the station map for preprocessing, and to determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment, wherein the signal equipment includes the starting signal.

[0053] The data table import module is used to import multiple data tables, each of which includes parameter calculation data for calculating key route parameters; the key route parameter generation module is used to determine the key parameter results corresponding to the key route parameters of the starting signal based on the route data of the starting signal and the parameter calculation data corresponding to the route data. The key route parameters include approach section, approach speed limit, and worst approach gradient.

[0054] The beneficial effects achieved by this invention are as follows: This invention provides an automatic method for generating key parameters of urban rail transit route tables. By acquiring signal equipment from the station map, determining the route data of the starting signal based on the uplink and downlink logical topology relationships between the signal equipment, and importing multiple data tables including parameter calculation data for calculating key route parameters, the key parameter results for the starting signal can be automatically calculated based on the found route data of the starting signal and the corresponding imported parameter calculation data. This invention, by automatically calculating the key parameter results for the corresponding signal's route, frees data compilers from repetitive and tedious work, reduces the probability of errors caused by manual compilation, improves data compilation efficiency, and further enhances the automation level of data configuration.

[0055] The above description of the invention is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0056] Other features, objects, and advantages of the invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings. The drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0057] Figure 1 This is a flowchart of a method for automatically generating key parameters of an urban rail transit route table according to an embodiment of the present invention;

[0058] Figure 2 This is a detailed flowchart of step S13 provided in an embodiment of the present invention;

[0059] Figure 3 This is a schematic diagram of the parallel signal device provided in an embodiment of the present invention;

[0060] Figure 4 This is a schematic diagram of the differential signal machine provided in an embodiment of the present invention;

[0061] Figure 5 This is a schematic diagram showing the simultaneous existence of a parallel signal and a differential signal provided in an embodiment of the present invention;

[0062] Figure 6 This is a detailed flowchart of step S3 provided in an embodiment of the present invention;

[0063] Figure 7 This is a detailed flowchart of step S37 provided in an embodiment of the present invention;

[0064] Figure 8 This is a schematic diagram illustrating a situation where the approach section of the forward signal is longer than the approach section of the rear signal, according to an embodiment of the present invention.

[0065] Figure 9 This is a schematic diagram of the structure of an automatic generation system for key parameters of urban rail transit route tables provided in an embodiment of the present invention;

[0066] Figure 10 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present invention. Detailed Implementation

[0067] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only one preferred embodiment of this invention and are only used to explain this invention. They do not limit the scope of protection of this invention. All other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0068] Before discussing the exemplary embodiments in more detail, it should be mentioned that some exemplary embodiments are described as processes or methods depicted as flowcharts. Although the flowcharts describe the operations (or steps) as sequential processes, many of the operations (or steps) can be performed in parallel, concurrently, or simultaneously. Furthermore, the order of the operations can be rearranged. The process can be terminated when its operation is completed, but it may also have additional steps not included in the figures; the process may correspond to a method, function, procedure, subroutine, subroutine, etc.

[0069] The terms "first," "second," "third," "fourth," etc. (if present) in the specification and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. It should also be understood that in the various embodiments of the invention, the sequence number of each process does not imply a specific order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the invention.

[0070] It should be understood that in this invention, "multiple" refers to two or more. "And / or" is merely a variable relationship describing the related objects, indicating that three relationships can exist. For example, "and / or B" can represent: A existing alone, A and B existing simultaneously, and B existing alone. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "Contains A, B, and C", "Contains A, B, and C" means that all three A, B, and C are contained; "Contains A, B, or C" means that one of A, B, and C is contained; "Contains A, B, and / or C" means that any one, two, or three of A, B, and C are contained.

[0071] It should be understood that in this invention, "B corresponding to A", "B corresponding to A", "A and B correspond", or "B and A correspond" means that B is associated with A, and B can be determined based on A. Determining B based on A does not mean determining B solely based on A; B can also be determined based on A and / or other information. Matching A and B is defined as a similarity between A and B that is greater than or equal to a preset threshold.

[0072] Example 1

[0073] Please refer to Figure 1 , Figure 1 This is a schematic diagram of a method for automatically generating key parameters of an urban rail transit route table according to an embodiment of the present invention. The method for automatically generating key parameters of an urban rail transit route table specifically includes the following steps:

[0074] S1. Obtain the signal equipment in the station map, perform preprocessing, and determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment. The signal equipment includes the starting signal.

[0075] S2. Import multiple data tables, each containing parameter calculation data for key parameters of the calculation route;

[0076] S3. Based on the route data of the starting signal and the parameter calculation data corresponding to the route data, determine the key parameter results of the route key parameters corresponding to the starting signal. The route key parameters include the approach section, the approach speed limit, and the worst approach gradient.

[0077] Specifically, the aforementioned station layout plan can be drawn based on the urban rail transit plan, and each signaling device in the drawn plan has relevant configuration attributes. The signaling devices include sections, turnouts, and signals. The preprocessing of the signaling devices can include defining sections as having their left end for uphill and right end for downhill traffic, based on a predefined principle that the left side of the station layout is for uphill and the right side for downhill traffic; and specifying that signals facing left are uphill signals and signals facing right are downhill signals.

[0078] More specifically, the route data for determining the starting signal based on the uplink and downlink logical topology relationships between various signaling devices can refer to finding the first signal in the same direction as the starting signal, based on the uplink and downlink logical topology relationships established when the signaling devices are automatically connected during the drawing of the station map, and recording the sections, switches, and switch positions traversed during the search for the first signal in the same direction as the starting signal. The starting signal can be any signal on the station map, and the route data for the starting signal includes the starting signal, the first signal found in the same direction, and all recorded data.

[0079] More specifically, the above-mentioned import of multiple data tables includes the Equipment Kilometer Marker Entry Table, System Parameter Entry Table, and System Design Data Input Parameter Entry Table. These tables contain various parameter calculation data used to calculate key route parameters. The non-civil engineering kilometer marker information and line number information of the kilometer marker equipment configured in the Equipment Kilometer Marker Entry Table are assigned to the corresponding signal attributes, which can be used to calculate the section length. The kilometer marker equipment includes axle counters, turnouts, insulated joints, track end points, wheel stops, and dynamic beacons, among other signaling equipment. The section length is generally the absolute value of the difference in kilometer marker values ​​between the signaling equipment at the left and right (up and down) endpoints of the section.

[0080] The system parameter input table mainly includes kilometer marker conversion relationship configuration, turnout speed limit information, permanent speed limit information, and gradient information. The kilometer marker conversion relationship configuration specifies the mapping relationship between different kilometer marker systems at the same location, used to calculate the section length when crossing different kilometer marker systems. The turnout speed limit information configures the forward and lateral speed limits of the turnout. The permanent speed limit information includes the permanent speed limit area, and the permanent speed limit information configuration includes the kilometer marker at the starting point, the kilometer marker at the ending point, the speed limit value, and the track number. The gradient information mainly configures the kilometer marker at the starting point, the kilometer marker at the ending point, the gradient, and the track number. By importing the system parameter table, the system will automatically calculate the section length of the route corresponding to the starting signal, the section offset of the dynamic beacon, the section and its offset of the starting / ending point of the permanent speed limit area, the section and its offset of the starting / ending point of the gradient area, and the forward and lateral speed limits of the assigned turnouts, as well as other basic information used for calculating key route parameters. For example, to calculate the length of a section that crosses different kilometer systems, the formula is: RK1+200.000=SDK0+100.000, where RK and SDK are different kilometer systems, the unit before the plus sign is in kilometers, and the unit after the plus sign is in hours and meters. RK1+200.000 is 1200 meters after conversion.

[0081] As one possible implementation, the system parameter entry table can also include chain break information. This chain break information is configured with long / short chain information to correct the segment length. The specific configuration format is: chain break start kilometer marker, chain break end kilometer marker, line number name, and chain break type. The chain break type includes long chain or short chain. Analyzing the chain break information, when a chain break exists within a segment, the chain break length must be considered. If it's a long chain, the chain break length must be added; if it's a short chain, the chain break length must be subtracted. For example, if the kilometer markers of the signal equipment at the left and right endpoints of segment A are SDK1+200.00 and SDK1+500.00 respectively, the length calculated based on the kilometer markers is (1×1000+500)-(1×1000+200)=300. Since there is a chain break of length 60, and it's a short chain, the final calculated segment length is 300-60=240. It is possible that for some signal equipment, the offset of the section location is based on the distance from the kilometer marker of the signal equipment / the starting kilometer marker / the ending kilometer marker of the equipment to the kilometer marker of the signal equipment at the left (upward) endpoint of the section, while also considering whether there is a break in the chain between the two kilometer markers.

[0082] The aforementioned system design data input parameter entry table mainly includes vehicle parameters, equipment and route parameters, system fixed parameters, and system general parameters. The parameter information in each of these tables can be used to calculate key route parameters. After importing, each parameter information is converted into configuration information and stored in memory. When calculating key route parameters, vehicle parameters, equipment and route parameters, system fixed parameters, and system general parameters are required, they are directly read from memory.

[0083] More specifically, after importing the calculation data of each parameter and the route data of the starting signal, the parameter calculation data of the corresponding route data can be read from the imported data based on the route data of the starting signal, and the specific key parameter results of the route of the starting signal can be obtained. Among them, the key parameters of the route include approach section, approach speed limit, worst approach gradient, worst route gradient, route length, etc.

[0084] In this embodiment of the invention, by acquiring the signal equipment in the station diagram, the route data of the starting signal is determined based on the uplink and downlink logical topology relationships between the signal equipment. Multiple data tables, including parameter calculation data for calculating key route parameters, are imported. Then, based on the found route data of the starting signal and the corresponding imported parameter calculation data, the key parameter results for the starting signal's route are automatically calculated. This invention, by automatically calculating the key parameter results for the corresponding signal's route parameters, frees data compilers from repetitive and tedious work, reduces the probability of errors caused by manual compilation, improves data compilation efficiency, and further enhances the automation level of data configuration.

[0085] Furthermore, in step S1 above, determining the route data of the originating signal based on the uplink and downlink logical topology relationship between each signal device specifically includes:

[0086] S11. Based on the uplink and downlink logical topology relationships established by each signal device in the station diagram, construct the logical topology structure between each signal device in the station diagram;

[0087] S12. Obtain all signal lights from the station map with the constructed logical topology, and determine the starting signal light from all signal lights, wherein the starting signal light is a train signal light;

[0088] S13. Search for signal equipment in the direction of the starting signal to find the first terminal signal corresponding to the starting signal, determine the route of the starting signal, and record the route data of the starting signal. The route data includes the starting signal, the terminal signal, the inner section, the inner turnout, and the turnout position.

[0089] S14. If the terminal signal of the starting signal is not found, proceed to step S13 to find the next path of the starting signal.

[0090] Specifically, based on the up-and-down logical topology relationships established during the automatic connection of signaling equipment such as sections, signals, and switches in the station map, a logical topology structure between each signaling device can be constructed. Then, all signals are retrieved from the station map within the constructed logical topology structure, and the starting signal is determined from all signals. The starting signal is any train signal. Since the routes required in the route table are primarily train routes, it is necessary to filter out train route information from all existing routes. Because the signal types have already been configured when drawing the station map, it is only necessary to filter out routes where the starting signal is a train signal. The signal type includes either a train signal or a shunting signal.

[0091] More specifically, the search for signal equipment can be performed along the direction of the starting signal to find the first terminal signal corresponding to the starting signal. The terminal signal can include signals of the same type and direction as the starting signal. After finding the terminal signal, the route can be determined based on the starting and terminal signals. Then, the starting signal, terminal signal, inner section, inner turnout, and turnout position are recorded, and the current search stops. The inner section refers to a section within the route, and the inner turnout refers to a turnout within the route. After terminating the search, the search is backtracked to the position where the current search path began, and other route searches continue until all routes with the current signal as the starting signal are found.

[0092] If, during the search, no signal of the same direction and type is found at the line boundary (the end of the line), it indicates that the route to the current starting signal does not exist, and the route search for the current starting signal is terminated.

[0093] In this embodiment, by first determining the starting signal and then finding the first terminal signal corresponding to the starting signal, the route of the starting signal can be found, thereby obtaining the route data corresponding to each route. Based on the route data and the imported parameter calculation data, the key parameters of the starting signal's route can be calculated.

[0094] Furthermore, combined Figure 2 As shown, step S13 specifically includes:

[0095] S131. Determine the direction of the starting signal based on the light source orientation of the signal when drawing the station layout diagram;

[0096] S132. Along the direction of the starting signal, the signal equipment is searched in the logical topology using a depth-first search algorithm;

[0097] S133. Determine the device type of the found signal device and perform a corresponding search based on the different device types of the signal device;

[0098] S134. If the equipment type of the signal device is determined to be a section or a turnout, proceed to step S132 and continue searching for the signal device along the direction of the starting signal.

[0099] S135. If it is determined that the equipment type of the signal device is a signal machine, then find the first signal machine that is the same type and in the same direction as the starting signal machine, and take the first signal machine as the terminal signal machine corresponding to the starting signal machine; or if it is determined that the equipment type of the signal device is a signal machine, then find the first second signal machine that is the same type as the starting signal machine, in the opposite direction, and has back-to-back signals, and take the back-to-back signals of the second signal machine as the terminal signal machine corresponding to the starting signal machine.

[0100] S136. Determine the route of the starting signal based on the starting signal and the ending signal.

[0101] Depth-First Search (DFS) is a graph traversal algorithm that searches the tree branches as deeply as possible by traversing the tree's nodes along its depth. When all edges containing a node have been searched, or when a node no longer meets certain conditions during the search, the search backtracks to the starting node of the edge containing that node and continues. This process is repeated until all nodes have been visited.

[0102] Specifically, the direction of the starting signal can be determined based on the light source orientation of the signals in the uplink and downlink logical topology. Then, along the direction of the starting signal, a depth-first search algorithm is used to search for signal devices in the logical topology to find the first terminal signal corresponding to the starting signal. The terminal signal is also the train signal. To determine whether it can be used as a terminal signal, the device type of each found signal device needs to be judged to determine whether it is a signal.

[0103] More specifically, different operations are performed for different types of signaling equipment. When the signaling equipment is a section or turnout, proceed to step S132 and continue searching for other signaling equipment along the direction of the starting signal. When the signaling equipment is a signal, further search can be conducted for the corresponding terminal signal of the starting signal, and it is first determined whether the type of the found signal is consistent with that of the starting signal; if they are inconsistent, return to step S132 above to continue searching. If a signal of the same type and in the same direction or of the same type but in opposite directions and with back-to-back signals is found, it indicates that a route exists, and the terminal signal is then found. The terminal signal includes a first signal of the same type and in the same direction as the starting signal, and a second signal of the same type but in opposite directions and with back-to-back signals. The first and second signals are merely for differentiation. Back-to-back signals include juxtaposed signals and differential signals. The characteristic of a juxtaposed signal is that two signals of the same type are in opposite directions and located at the same dividing point, such as... Figure 3 The diagram illustrates the second signal S1 and the parallel signal X1. The characteristics of a differential signal are: two signals of the same type operating in opposite directions and located on the same section, i.e., belonging to the same section (the section behind the signal pole), such as... Figure 4 As shown, the second signal S1 and the differential signal X2 are described.

[0104] More specifically, if the first signal is found, it indicates the existence of a route, and the first signal is designated as the terminal signal of the route to the starting signal. If the second signal is found, it also indicates the existence of a route, and the back-to-back signal of the second signal is designated as the terminal signal of the route to the starting signal. After finding the route to the starting signal, the route data is recorded.

[0105] In this embodiment, a depth-first search algorithm is used to automatically locate signal devices based on the direction of the starting signal, which can find all routes to the starting signal in the logical topology, improving route finding efficiency. Furthermore, designating back-to-back signals corresponding to signals of the same type and direction as the starting signal, or signals of the same type but opposite direction and with back-to-back connections, as the terminal signal ensures that no route to the starting signal is missed.

[0106] Further, in step S135 above, if the device type of the signal equipment is determined to be a signal machine, then finding the first second signal machine of the same type as the starting signal machine, in the opposite direction, and having back-to-back signals, and taking the back-to-back signals of the second signal machine as the terminal signal machine corresponding to the starting signal machine, includes:

[0107] S1351. If the first second signal of the same type as the starting signal and in the opposite direction is found, then it is determined whether the second signal exists as the back-to-back signal.

[0108] S1352. When the second signal has the back-to-back signal, determine whether the back-to-back signal includes a parallel signal and / or a differential signal.

[0109] S1353. If the juxtaposed signal is included, then the juxtaposed signal of the second signal shall be regarded as the terminal signal of the starting signal.

[0110] S1354. If only the differential signal is included, then the differential signal of the second signal is taken as the terminal signal of the starting signal, and the section to which the differential signal belongs belongs to the inner section of the route.

[0111] Specifically, to determine if a route exists, during the search for the second signal, when the first signal found is of the same type as the starting signal but in the opposite direction, it is necessary to first determine if there are back-to-back signals. If there are back-to-back signals, it indicates that a route exists. If there are no back-to-back signals, the process returns to step S132 to continue searching for signal equipment.

[0112] Combination Figure 5 As shown, when a second signal simultaneously has both a parallel signal and a differential signal, when searching for signal S1 from left to right, if differential signal X2 is prioritized, the final searched route segment will have one more segment T2 than the actual segment. However, if parallel signal X1 is prioritized, the final searched route segment will satisfy the actual situation and will not have an extra segment. Therefore, in this embodiment, considering that a signal may simultaneously have both a parallel signal and a differential signal, in the case of back-to-back signals, the type of the back-to-back signals can be determined first to identify whether the second signal has a parallel signal and / or a differential signal. In this embodiment, when a parallel signal is detected in the second signal, the parallel signal of the second signal is obtained as the terminal signal of the route; when the second signal only has a differential signal, the differential signal of the second signal is taken as the terminal signal of the route of the starting signal, and the segment to which the differential signal belongs is taken as part of the segment inside the route.

[0113] In this embodiment, by performing type determination on back-to-back signals, first determining whether there is a parallel signal for the second signal, and then determining whether there is a differential signal, it is possible to search for sections that meet the requirements within the route, thereby improving the accuracy of section search within the route.

[0114] Furthermore, combined Figure 6 As shown, step S3 above specifically includes:

[0115] S31. Determine the train route based on the train signal;

[0116] S32. Determine the relationship between the starting signal of the train route and the approach beacon and the warning beacon, and specify the initial approach section length as the current approach section length range. The dynamic beacon includes the approach beacon and the warning beacon.

[0117] S33. Based on the opposite direction of the starting signal of the train route, find the maximum speed limit and the worst gradient value within the current approach section length range;

[0118] S34. Calculate the latest approach section length based on the maximum speed limit and the worst gradient value;

[0119] S35. Compare the latest approach section length with the current approach section length corresponding to the current approach section length range; S36. If the latest approach section length is equal to the current approach section length, then determine the latest approach section as the approach section of the starting signal's route, and obtain the approach speed limit and worst approach gradient of the approach section of the corresponding route.

[0120] S37. If the latest approach section length is not equal to the current approach section length, then determine whether the route key parameters are obtained by combining the turnout.

[0121] Since the route table requires routes to be train routes, it is necessary to filter out train routes. Considering that the approach speed limit and worst approach gradient are the main basis for the key parameters of each route, the numerical accuracy of the approach speed limit and worst approach gradient will affect the results of the key parameters. Furthermore, the acquisition of the approach speed limit and worst approach gradient depends on the approach section; therefore, the calculation of the approach section is particularly important. Specifically, first, determine the relationship between the starting signal of the train route and the approach beacon and warning beacon in the dynamic beacon system, and specify the initial approach section length as the starting calculation search range (the current approach section length range). The process of specifying the initial approach section length includes the following cases:

[0122] When the starting signal of a train route has no approach beacon, the search range is the length of the section to which the starting signal belongs, which is the initial approach section length. When the starting signal of a train route has both an approach beacon and a warning beacon, the search range is the length between the starting signal and the warning beacon, which is the initial approach section length. When the starting signal of a train route has an approach beacon but no warning beacon, and there is no situation where the approach beacon of the starting signal of the previous route also serves as the warning beacon of the starting signal of the current route, the search range is the length of the section to which the starting signal belongs, which is the initial approach section length. When the starting signal of a train route has an approach beacon but no warning beacon, but there is a situation where the approach beacon of the starting signal of the previous route also serves as the warning beacon of the starting signal of the current route, the search range is the length of the previous route, which is the initial approach section length.

[0123] More specifically, after determining the initial approach section length as the current approach section length range, within this range, based on the opposite direction of the starting signal of the train route, the maximum speed limit and worst gradient value are searched. This is mainly divided into two cases: when the calculated approach section branch does not pass through a turnout or only passes through a turnout in the straight direction, the obtained maximum approach speed limit is the maximum speed limit within the current approach section length range; when the calculated approach section branch passes through a turnout in the lateral direction, the obtained maximum approach speed limit is the turnout lateral speed limit.

[0124] More specifically, the approach section length is calculated based on the obtained maximum speed limit and worst approach gradient values ​​to obtain the latest approach section length, which is then compared with the current approach section length corresponding to the current approach section length range. If the latest approach section length equals the current approach section length, the route key parameters, including the approach section, approach speed limit, and worst approach gradient, are obtained, and the current search terminates. If the new approach section length does not equal the current approach section length, the route key parameters are further determined in conjunction with the turnout.

[0125] In this embodiment, when there are multiple speed limit areas or gradient areas in a section of the station map, the above method can obtain more accurate maximum speed limit values ​​and worst gradient values. This allows for more accurate key parameter result values ​​to be obtained after the route key parameter calculation based on the maximum speed limit values ​​and worst gradient values, thereby improving the accuracy and reliability of the data.

[0126] Further, in step S33 above, finding the maximum speed limit value within the current approach section length range includes:

[0127] S331. Locate the turnout speed limit information and the permanent speed limit information within the current approach section length range, and obtain the maximum speed limit value. The permanent speed limit information includes the permanent speed limit area.

[0128] S332. Determine the non-overlapping coverage area between the permanent speed limit area and the current approach section length range;

[0129] S333. When there is no non-overlapping coverage area, the recorded maximum speed limit value shall be used as the maximum speed limit value within the current approach section length range.

[0130] S334. When the non-overlapping coverage area exists, the maximum speed limit of the entire train line shall be used as the maximum speed limit within the length range of the currently approaching section.

[0131] Specifically, to find the maximum speed limit within the current approach section length, first identify the turnout straight-line speed limit and permanent speed limit areas within the current approach section length and record the maximum speed limit value. Then, identify the non-overlapping coverage area between the permanent speed limit area and the current approach section length. If there is no non-overlapping coverage area, that is, when the non-overlapping coverage area is 0, the speed limit value found and recorded above is the maximum speed limit value; if there is a non-overlapping coverage area, that is, the non-overlapping coverage area is not 0, then the maximum speed limit value of the entire line is used as the maximum speed limit value within the current approach section length.

[0132] Further, in step S33 above, finding the worst slope value within the current approach section length range includes:

[0133] S335. Locate the slope region within the current approach section length range and record the worst slope value;

[0134] S336. If the worst slope value is greater than or equal to 0, then the worst slope value within the current approach section length range is 0.

[0135] S337. If the worst slope value is less than 0, then the recorded worst slope value shall be used as the worst slope value of the current approaching section length range.

[0136] Specifically, to find the worst slope value within the current approach segment length range, first identify the slope area within the current approach segment length range and record the worst slope value. If the worst slope value is greater than or equal to 0, then the worst slope value within the current approach segment length range is 0; if the worst slope value is less than 0, then the slope value found and recorded above is the worst slope value within the current approach segment length range. It should be noted that when a slope area is uphill in the upward direction, it is downhill when processing in the downward direction, and the corresponding slope value needs to be converted.

[0137] Furthermore, combined Figure 7As shown, in step S37 above, the step of further determining whether the key route parameters are obtained in conjunction with the turnout includes:

[0138] S371. When the turnout is not passed within the current approach section length range, the latest approach section length is used as the search length, and the process proceeds to step S33.

[0139] S372. When the current approach section length is within the range of the turnout side, the distance between the current turnout center and the starting signal of the train route is taken as the current approach section length.

[0140] S373. Determine whether the latest approach segment length is less than or equal to the current approach segment length;

[0141] S374. If the latest approach segment length is less than or equal to the current approach segment length and less than or equal to the difference between the current approach segment length and the train length, discard the approach segment branch and terminate the search of the current branch.

[0142] S375. When the latest approach section length is less than or equal to the current approach section length and greater than the difference between the current approach section length and the train length, the approach section is found and the search of the current branch is terminated. The length of the approach section is the distance between the current turnout point and the starting signal of the train route, the approach speed limit is the lateral speed limit of the turnout, and the worst approach gradient is the worst gradient within the distance range between the current turnout point and the starting signal of the train route.

[0143] S376. After terminating the search of the current branch, repeat steps S33 to S37 above until all approaching section branches of the current train route are found.

[0144] Specifically, if the latest approach section length is not equal to the current approach section length, it is necessary to further determine whether the key route parameters are obtained by considering the turnout. First, if the current approach section length does not pass through the turnout lateral direction, the latest approach section length is used as the search length, and the process proceeds to step S33. If the current approach section length passes through the turnout lateral direction, considering that the latest approach section length may fall within the range between the current turnout center and the starting signal of the train route, it is necessary to consider the distance between the current turnout center and the starting signal of the train route and the magnitude of the latest approach section length. The specific analysis is as follows:

[0145] The current approach section length refers to the distance between the current turnout point and the starting signal of the train route. When the latest approach section length is greater than the distance between the current turnout point and the starting signal of the train route, the latest approach section length is used as the search length, and the process returns to step S33. When the latest approach section length is less than or equal to the distance between the current turnout point and the starting signal of the train route, and less than or equal to the distance between the current turnout point and the starting signal of the train route minus the train length, the currently calculated approach section branch is considered to overlap with the approach section branch directly passing through the turnout. Therefore, the approach section branch is discarded, and the search for the current branch is terminated. When the latest approach section length is less than or equal to the distance between the current turnout point and the starting signal of the train route but greater than the distance between the current turnout point and the starting signal of the train route minus the train length, a approach section is found, and the search for the current branch is terminated. At this point, the approach section length is the distance between the current turnout point and the starting signal of the train route; the approach speed limit is the lateral speed limit of the turnout; and the worst approach gradient is the worst gradient within the distance range between the current turnout point and the starting signal of the train route. After terminating the search for the current branch, the search for other branches continues by backtracking to the position where the approach section branch was entered. Steps S33 to S37 are repeated until all approach section branches of the current train route are found.

[0146] By using the maximum speed limit and worst gradient values ​​of the approach section obtained above, along with the attribute configuration of the signal equipment on the station map, and combined with the input parameter configuration, the key parameters of the route can be calculated, or the key parameter results of other key parameters of the route regarding the starting signal can be obtained. The key parameters of the route corresponding to all approach section branches are finally output to an Excel file. The Excel sheet mainly includes 38 fields such as route name, starting signal, ending signal, route length, approach speed limit, maximum route speed limit, and worst approach gradient, which will not be described in detail here.

[0147] In this embodiment, for cases where the latest approach section length is not equal to the current approach section length, the analysis is continued in conjunction with the turnout. Since the accuracy of the approach speed limit and worst approach gradient in the key route parameters depends on the accuracy of the approach section, the calculation accuracy and reliability of the key route parameters can be improved by further searching for the approach section.

[0148] Alternatively, as one possible implementation, combining Figure 8As shown, the approach section of the preceding signal is longer than that of the following signal. The approach section of signal S0105 is longer than that of signal S0101, not only completely covering the approach section of signal S0101 but also covering several sections more than signal S0101. When a train approaches signal S0101 at the speed limit in section T0, if signal S0101 is closed at this time, the train can be guaranteed to stop before signal S0101. Therefore, the approach section of the route starting from signal S0105 does not need to include T0, and the axle counting point at the entrance of the approach section of the preceding signal (signal S0105) should not exceed the axle counting point at the entrance of the approach section of the first signal behind (signal S0101). Similarly, if the approach section of the signal preceding signal S0105 is also longer than its approach section, the same principle applies. Therefore, to ensure the accuracy of the key route parameters obtained in the current scenario, routes existing in the above scenario need to be sorted, and key parameter information should be generated first. In the example above, the route-related parameters for signal S0101 as the starting signal should be generated first, and then the route for signal S0105 as the starting signal should be processed. This generation order can ensure the accuracy of the approach section information of signal S0105, thereby ensuring the accuracy of other parameters.

[0149] As another possible implementation, for complex station layouts such as circular stations, route sequencing becomes even more crucial when the aforementioned scenarios exist. To address this, a directed graph representing the relationship between the terminal and starting signals of a route can be constructed, and route sequencing can then be performed based on the processing of this directed graph.

[0150] The directed graph construction and processing process is as follows: 1. When the approach section of the preceding signal is longer than that of the following signal, construct a directed graph using the following signal as the route terminal and the starting signal as nodes. Edges in the directed graph point from the terminal signal to the starting signal, and the in-degree of each node is the number of routes originating from that signal. 2. Sequentially extract the signals corresponding to nodes with an in-degree of zero, and simultaneously decrement the in-degree of connected nodes by one, until the number of remaining nodes in the directed graph is zero. 3. Based on the obtained signal order, sort the routes originating from those signals. Routes corresponding to signals not in the above order only need to be placed after the above order. Generate key parameter information for the routes based on the above route order. In step one above, the situation where the approach section of the forward signal is longer than that of the rear signal is usually discovered during manual review of the key parameters of the initially generated route table. If data needs to be generated using the current rule, the forward signal attribute needs to be set to indicate that the processing of this route requires the use of this rule, so that the system can correctly process the route in this situation.

[0151] Example 2

[0152] Please refer to Figure 9 , Figure 9 This is a schematic diagram of the structure of an automatic generation system for key parameters of urban rail transit route tables provided in an embodiment of the present invention. An automatic generation system M90 for key parameters of urban rail transit route tables includes:

[0153] The route generation module M901 is used to acquire the signal equipment in the station map for preprocessing, and determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment, wherein the signal equipment includes the starting signal.

[0154] The data table import module M902 is used to import multiple data tables, each of which includes parameter calculation data for key parameters of the calculation route.

[0155] The route key parameter generation module M903 is used to determine the key parameter results corresponding to the route key parameters of the starting signal based on the route data of the starting signal and the parameter calculation data corresponding to the route data. The route key parameters include approach section, approach speed limit and worst approach gradient.

[0156] Optionally, the route generation module M901 includes:

[0157] The relationship construction submodule M9011 is used to construct the logical topology structure between each signal device in the station diagram based on the uplink and downlink logical topology relationship established by each signal device in the station diagram;

[0158] Select submodule M9012 to obtain all signals in the station map with the constructed logical topology, and determine the starting signal from all signals, wherein the starting signal is a train signal;

[0159] The first search submodule M9013 is used to search for signal equipment in the direction of the starting signal, find the first terminal signal corresponding to the starting signal, determine the route of the starting signal, and record the route data of the starting signal. The route data includes the starting signal, the terminal signal, the inner section, the inner turnout, and the turnout position.

[0160] The second search submodule M9014 is used to proceed to step S13 to search for the next path of the starting signal if the terminal signal of the starting signal is not found.

[0161] Furthermore, the signaling equipment includes sections, switches, and signals; the first search submodule M9013 is specifically used for:

[0162] The direction of the starting signal is determined based on the orientation of the signal's light source when drawing the station layout plan;

[0163] Along the direction of the starting signal, a depth-first search algorithm is used to search for signal devices in the logical topology; the type of the found signal devices is determined, and a corresponding search is performed based on the different device types;

[0164] If the signal equipment type is determined to be a section or turnout, continue to search for signal equipment in the logical topology using a depth-first search algorithm along the direction of the starting signal.

[0165] If the device type of the signal equipment is determined to be a signal machine, then the first signal machine of the same type and direction as the starting signal machine is found, and the first signal machine is taken as the terminal signal machine corresponding to the starting signal machine. Alternatively, if the device type of the signal equipment is determined to be a signal machine, then the first second signal machine of the same type as the starting signal machine, in the opposite direction and with back-to-back signals is found, and the back-to-back signals of the second signal machine are taken as the terminal signal machine corresponding to the starting signal machine.

[0166] The route of the starting signal is determined based on the starting signal and the ending signal.

[0167] Furthermore, the first search submodule M9013 is specifically used for:

[0168] If the first second signal of the same type as the starting signal and in the opposite direction is found, then it is determined whether the second signal exists as the back-to-back signal.

[0169] If the second signal has the back-to-back signal, then determine whether the back-to-back signal includes a parallel signal and / or a differential signal;

[0170] If the juxtaposed signal is included, then the juxtaposed signal of the second signal is taken as the terminal signal of the starting signal;

[0171] If only the differential signal is included, then the differential signal of the second signal is taken as the terminal signal of the starting signal, and the section to which the differential signal belongs belongs to the inner section of the route.

[0172] Furthermore, the data table import module M902 is specifically used for:

[0173] Import the equipment kilometer marker entry table, and configure the non-civil engineering kilometer marker and line number information of the kilometer marker equipment in the equipment kilometer marker entry table to the equipment attributes of the kilometer marker equipment. The signal equipment corresponding to the kilometer marker equipment includes axle counters, turnouts, signal lights, wheel stops, and dynamic beacons.

[0174] Import the system parameter entry table, which includes kilometer marker conversion relationships, turnout speed limit information, permanent speed limit information, and gradient information;

[0175] Import the system design data input parameter entry table, which includes vehicle parameters, equipment and line parameters, system fixed parameters, and system general parameters.

[0176] Furthermore, the route includes the train route, and the route key parameter generation module M903 includes:

[0177] The filtering submodule M9031 is used to determine the train route based on the train signal;

[0178] The range selection submodule M9032 is used to determine the relationship between the starting signal of the train route and the approach beacon and the warning beacon, and to specify the initial approach section length as the current approach section length range. The dynamic beacon includes the approach beacon and the warning beacon.

[0179] The lookup submodule M9033 is used to look up the maximum speed limit and the worst gradient value within the current approach section length range based on the opposite direction of the starting signal of the train route.

[0180] The calculation submodule M9034 is used to calculate the latest approach section length based on the maximum speed limit value and the worst gradient value; the comparison submodule M9035 is used to compare the latest approach section length with the current approach section length corresponding to the current approach section length range.

[0181] The determination submodule M9036 is used to determine the latest approach section as the approach section of the route of the starting signal if the latest approach section length is equal to the current approach section length, and to obtain the approach speed limit and worst approach gradient of the approach section of the corresponding route.

[0182] The analysis submodule M9037 is used to determine whether to obtain the route key parameters in conjunction with the turnout if the latest approach section length is not equal to the current approach section length.

[0183] Further, locate submodule M9033, specifically used for:

[0184] Find the turnout speed limit information and the permanent speed limit information within the current approach section length range, and obtain the maximum speed limit value. The permanent speed limit information includes the permanent speed limit area.

[0185] Determine the non-overlapping coverage area between the permanent speed limit area and the length range of the currently approaching section;

[0186] When there is no non-overlapping coverage area, the recorded maximum speed limit value will be used as the maximum speed limit value within the current approach segment length range;

[0187] When the non-overlapping coverage area exists, the maximum speed limit of the entire train line will be used as the maximum speed limit within the length range of the currently approaching section.

[0188] Furthermore, the search for submodule M9033 is specifically used for:

[0189] Locate the slope region within the current approximate section length range and record the worst slope value;

[0190] If the worst slope value is greater than or equal to 0, then the worst slope value within the current approach section length range is 0;

[0191] If the worst slope value is less than 0, then the recorded worst slope value will be used as the worst slope value within the current approximate section length range.

[0192] Furthermore, the analysis submodule M9037 is specifically used for:

[0193] When the current approach section length does not pass through the turnout side, the latest approach section length is used as the search length, and the operation is reversed based on the starting signal of the train route to find the maximum speed limit and worst gradient value within the current approach section length.

[0194] When the train passes through the turnout side within the current approach section length, the distance between the current turnout center and the starting signal of the train route is taken as the current approach section length.

[0195] Determine whether the latest approach segment length is less than or equal to the current approach segment length;

[0196] If the latest approach segment length is less than or equal to the current approach segment length and less than or equal to the difference between the current approach segment length and the train length, discard the approach segment branch and terminate the search for the current branch;

[0197] When the latest approach section length is less than or equal to the current approach section length and greater than the difference between the current approach section length and the train length, the approach section is found and the search of the current branch is terminated. The length of the approach section is the distance between the current turnout point and the starting signal of the train route, the approach speed limit is the lateral speed limit of the turnout, and the worst approach gradient is the worst gradient within the distance range between the current turnout point and the starting signal of the train route.

[0198] After terminating the search for the current branch, repeat the above steps until all adjacent section branches of the current train route are found.

[0199] The automatic generation system for key parameters of urban rail transit route tables provided in this invention can realize all the processes in the above-mentioned automatic generation method for key parameters of urban rail transit route tables, and can achieve the same beneficial effects. To avoid repetition, it will not be described again here.

[0200] This invention also provides a computer device, please refer to... Figure 10 , Figure 10 This is a schematic diagram of the structure of a computer device provided in an embodiment of the present invention. The computer device D100 includes: a processor D1001, a memory D1002, and a computer program stored in the memory D1002 and executable on the processor D1001. The processor D1001 calls the computer program stored in the memory D1002 to execute various steps in the automatic generation method for key parameters of urban rail transit route tables provided in this embodiment of the present invention.

[0201] The computer device D100 provided in this embodiment of the invention can implement the steps in the method for automatically generating key parameters of urban rail transit route tables as described in the above embodiments, and can achieve the same technical effect. Refer to the description in the above embodiments, which will not be repeated here.

[0202] This invention also provides a computer-readable storage medium storing a computer program. When executed by a processor, the computer program implements the various processes and steps in the method for automatically generating key parameters of an urban rail transit route table provided in this invention, and achieves the same technical effect. To avoid repetition, it will not be described again here.

[0203] It should be noted that those skilled in the art will understand that the electronic device in the embodiments of the present invention is a device capable of automatically performing numerical calculations and / or information processing according to pre-set or stored instructions. Its hardware includes, but is not limited to, microprocessors, application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), digital signal processors (DSPs), embedded devices, etc. The electronic device can be a desktop computer, laptop, handheld computer, or cloud server, etc. The electronic device can facilitate human-computer interaction through a keyboard, mouse, remote control, touchpad, or voice control device.

[0204] It should be noted that readable storage media include flash memory, hard disks, multimedia cards, card-type memories (e.g., SD or DX memory), random access memory (RAM), static random access memory (SRAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), programmable read-only memory (PROM), magnetic memory, magnetic disks, optical disks, etc. In some embodiments, the memory can be an internal storage unit of an electronic device, such as the hard disk or RAM of the electronic device. In other embodiments, the memory can also be an external storage device of the electronic device, such as a plug-in hard disk, smart media card (SMC), secure digital (SD) card, flash card, etc., equipped on the electronic device. Of course, the memory can also include both internal storage units and external storage devices of the electronic device. In this embodiment, the memory is typically used to store operating devices and various application software installed on the electronic device, such as program code for an automatic generation method of key parameters of an urban rail transit route table. In addition, the memory can also be used to temporarily store various types of data that have been output or will be output.

[0205] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The program can be stored in a computer-readable storage medium. When executed, the program can include the processes of various embodiments of the above-described method for automatically generating key parameters of urban rail transit route tables. The storage medium can be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0206] The specific embodiments described above are preferred embodiments of the method for automatically generating key parameters of urban rail transit route tables according to the present invention, and are not intended to limit the specific scope of the present invention. The scope of the present invention includes but is not limited to the specific embodiments described above. All equivalent changes made in accordance with the shape and structure of the present invention are within the protection scope of the present invention.

Claims

1. A method for automatically generating key parameters of urban rail transit route tables, characterized in that, Includes the following steps: S1. Obtain the signal equipment in the station map, perform preprocessing, and determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment. The signal equipment includes the starting signal. S2. Import multiple data tables, each containing parameter calculation data for key parameters of the calculation route; S3. Based on the route data of the starting signal and the parameter calculation data corresponding to the route data, determine the key parameter results corresponding to the route key parameters of the starting signal. The route key parameters include approach section, approach speed limit and worst approach gradient. The method for determining the route data of the originating signal based on the uplink and downlink logical topology relationships between various signal devices includes: S11. Based on the uplink and downlink logical topology relationships established by each signal device in the station diagram, construct the logical topology structure between each signal device in the station diagram; S12. Obtain all signal lights from the station map with the constructed logical topology, and determine the starting signal light from all signal lights, wherein the starting signal light is a train signal light; S13. Search for signal equipment in the direction of the starting signal to find the first terminal signal corresponding to the starting signal, determine the route of the starting signal, and record the route data of the starting signal. The route data includes the starting signal, the terminal signal, the inner section, the inner turnout, and the turnout position. S14. If the terminal signal of the starting signal is not found, proceed to step S13 to find the next path of the starting signal. The route includes the train route. The key parameter results for determining the key route parameters corresponding to the starting signal, based on the route data from the starting signal and the parameter calculation data corresponding to the route data, include: S31. Determine the train route based on the train signal; S32. Determine the relationship between the starting signal of the train route and the approach beacon and the warning beacon, and specify the initial approach section length as the current approach section length range. The dynamic beacon includes the approach beacon and the warning beacon. S33. Based on the opposite direction of the starting signal of the train route, find the maximum speed limit and the worst gradient value within the current approach section length range; S34. Calculate the latest approach section length based on the maximum speed limit and the worst gradient value; S35. Compare the latest approach segment length with the current approach segment length corresponding to the current approach segment length range; S36. If the latest approach section length is equal to the current approach section length, then the latest approach section is determined as the approach section of the route of the starting signal, and the approach speed limit and worst approach gradient of the approach section of the corresponding route are obtained. S37. If the latest approach section length is not equal to the current approach section length, then determine whether the route key parameters are obtained by combining the turnout.

2. The method for automatically generating key parameters of urban rail transit route tables as described in claim 1, characterized in that, The signaling equipment includes sections, turnouts, and signals. The step of searching for signaling equipment in the direction of the starting signal to find the first terminal signal corresponding to the starting signal and determining the route of the starting signal includes: S131. Determine the direction of the starting signal based on the light source orientation of the signal when drawing the station layout diagram; S132. Along the direction of the starting signal, the signal equipment is searched in the logical topology using a depth-first search algorithm; S133. Determine the device type of the found signal device and perform a corresponding search based on the different device types of the signal device; S134. If the equipment type of the signal device is determined to be a section or a turnout, proceed to step S132 and continue searching for the signal device along the direction of the starting signal. S135. If it is determined that the equipment type of the signal device is a signal machine, then find the first signal machine that is the same type and in the same direction as the starting signal machine, and take the first signal machine as the terminal signal machine corresponding to the starting signal machine; or if it is determined that the equipment type of the signal device is a signal machine, then find the first second signal machine that is the same type as the starting signal machine, in the opposite direction, and has back-to-back signals, and take the back-to-back signals of the second signal machine as the terminal signal machine corresponding to the starting signal machine. S136. Determine the route of the starting signal based on the starting signal and the ending signal.

3. The method for automatically generating key parameters of urban rail transit route tables as described in claim 2, characterized in that, If the device type of the signal equipment is determined to be a signal machine, then the first second signal machine of the same type as the starting signal machine, in the opposite direction, and with back-to-back signals, is found, and the back-to-back signals of the second signal machine are taken as the terminal signal machine corresponding to the starting signal machine, including: S1351. If the first second signal of the same type as the starting signal and in the opposite direction is found, then it is determined whether the second signal exists as the back-to-back signal. S1352. When the second signal has the back-to-back signal, determine whether the back-to-back signal includes a parallel signal and / or a differential signal. S1353. If the juxtaposed signal is included, then the juxtaposed signal of the second signal shall be regarded as the terminal signal of the starting signal. S1354. If only the differential signal is included, then the differential signal of the second signal is taken as the terminal signal of the starting signal, and the section to which the differential signal belongs belongs to the inner section of the route.

4. The method for automatically generating key parameters of urban rail transit route tables as described in claim 3, characterized in that, The import of multiple data tables includes: S21. Import the equipment kilometer marker entry table, and configure the non-civil engineering kilometer marker and line number information of the kilometer marker equipment in the equipment kilometer marker entry table to the equipment attributes of the kilometer marker equipment. The signal equipment corresponding to the kilometer marker equipment includes axle counters, turnouts, signal lights, wheel stops, and dynamic beacons. S22. Import the system parameter entry table, which includes kilometer marker conversion relationship, turnout speed limit information, permanent speed limit information and gradient information; S23. Import the system design data input parameter entry table, which includes vehicle parameters, equipment and line parameters, system fixed parameters, and system general parameters.

5. The method for automatically generating key parameters of urban rail transit route tables as described in claim 4, characterized in that, The process of finding the maximum speed limit within the current approach section length range includes: S331. Locate the turnout speed limit information and the permanent speed limit information within the current approach section length range, and obtain the maximum speed limit value. The permanent speed limit information includes the permanent speed limit area. S332. Determine the non-overlapping coverage area between the permanent speed limit area and the current approach section length range; S333. When there is no non-overlapping coverage area, the recorded maximum speed limit value shall be used as the maximum speed limit value within the current approach section length range. S334. When the non-overlapping coverage area exists, the maximum speed limit of the entire train line shall be used as the maximum speed limit within the length range of the currently approaching section.

6. The method for automatically generating key parameters of urban rail transit route tables as described in claim 4, characterized in that, The process of finding the worst slope value within the current approximate section length range includes: S335. Locate the slope region within the current approach section length range and record the worst slope value; S336. If the worst slope value is greater than or equal to 0, then the worst slope value within the current approach section length range is 0. S337. If the worst slope value is less than 0, then the recorded worst slope value shall be used as the worst slope value of the current approaching section length range.

7. The method for automatically generating key parameters of urban rail transit route tables as described in claim 4, characterized in that, The process of determining whether the key route parameters are obtained by combining the turnout includes: S371. When the turnout is not passed within the current approach section length range, the latest approach section length is used as the search length, and the process proceeds to step S33. S372. When the current approach section length is within the range of the turnout side, the distance between the current turnout center and the starting signal of the train route is taken as the current approach section length. S373. Determine whether the latest approach segment length is less than or equal to the current approach segment length; S374. If the latest approach segment length is less than or equal to the current approach segment length and less than or equal to the difference between the current approach segment length and the train length, discard the approach segment branch and terminate the search of the current branch. S375. When the latest approach section length is less than or equal to the current approach section length and greater than the difference between the current approach section length and the train length, the approach section is found and the search of the current branch is terminated. The length of the approach section is the distance between the current turnout point and the starting signal of the train route, the approach speed limit is the lateral speed limit of the turnout, and the worst approach gradient is the worst gradient within the distance range between the current turnout point and the starting signal of the train route. S376. After terminating the search of the current branch, repeat steps S33 to S37 above until all approaching section branches of the current train route are found.

8. An automatic generation system for key parameters of urban rail transit route tables, applicable to the automatic generation method for key parameters of urban rail transit route tables as described in any one of claims 1-7, characterized in that, The system includes: The route generation module is used to acquire signal equipment from the station map for preprocessing, and to determine the route data of the starting signal based on the uplink and downlink logical topology relationship between each signal equipment, wherein the signal equipment includes the starting signal. The data table import module is used to import multiple data tables, each of which includes parameter calculation data for key parameters of the calculation route. The route key parameter generation module is used to determine the key parameter results corresponding to the route key parameters of the starting signal based on the route data of the starting signal and the parameter calculation data corresponding to the route data. The route key parameters include approach section, approach speed limit and worst approach gradient.

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