A train automatic cruising control method, system, device and train

Abstract

The application discloses a kind of train automatic cruise control method, system, device and train, it is related to the field of automatic driving, including when train meets automatic driving condition, prompting driver to enter automatic driving mode, automatic driving condition includes train does not occur the fault of influence train operation;The actual running speed of train at the current time is obtained;According to actual running speed and the limited speed of train, adjust the actual running speed of train at next time.If train does not appear the fault of influence operation, enter automatic driving mode, avoid due to the fault of not influencing train operation, leading to poor automatic driving stability, while using control actual running speed lower than limit speed in the process of controlling train operation, and the difference of limit speed is in preset range, can more accurately control train speed, avoid safety problem due to speed is too high, also avoid speed is too low to influence actual operation plan.

Description

Technical Field

[0001] This invention relates to the field of automatic driving, and in particular to a control method, system, device, and train for automatic train cruise. Background Technology

[0002] As automatic train operation technology matures, drivers control the train to maintain a constant speed by setting a target speed using a controller lever. However, this constant speed operation requires frequent manual adjustments by the driver, hindering overall energy efficiency and resulting in energy waste. Furthermore, in automatic train operation, the ATO (Automatic Train Operation) system stops automatically if a malfunction occurs, requiring manual driving and compromising the stability of the automatic train operation. Summary of the Invention

[0003] The purpose of this invention is to provide a control method, system, device, and train for automatic train cruise, which avoids poor stability of automatic driving due to faults that do not affect train operation, can control train speed more accurately, avoid safety problems caused by excessive speed, and avoid affecting the actual operation plan by excessive speed.

[0004] To solve the above-mentioned technical problems, the present invention provides a control method for automatic train cruise, comprising:

[0005] When the train meets the conditions for automatic driving, the driver is prompted to enter automatic driving mode. The conditions for automatic driving include that the train has not experienced any malfunctions that affect its operation.

[0006] Obtain the actual operating speed of the train at the current moment;

[0007] The actual operating speed of the train at the next moment is adjusted according to the actual operating speed and the train's speed limit. The actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range.

[0008] On the other hand, before prompting the driver to enter automatic driving mode when the train meets the conditions for automatic driving, it also includes:

[0009] The train's malfunctions are pre-classified into malfunctions that affect the train's operation and malfunctions that do not affect the train's operation;

[0010] Among them, faults that affect the operation of the train include failure to lower the pantograph or failure of the main circuit breaker of the vehicle, while faults that do not affect the operation of the train include air conditioning failure or lighting failure.

[0011] On the other hand, before prompting the driver to enter automatic driving mode when the train meets the conditions for automatic driving, it also includes:

[0012] Obtain relevant data on train operation;

[0013] The operation-related data also includes the status of the automatic train protection system, the operation permission of the automatic train protection system, whether the automatic driving mode is activated, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle adds emergency braking and whether the braking is isolated.

[0014] When the train meets the following conditions: no faults affecting the operation of the train occur, the automatic protection system is in a fully monitored state, the automatic protection system is allowed to operate, the automatic driving mode is activated, the traction brake handle is in the zero position, the automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not add emergency braking and the holding brake is not isolated, the train is determined to meet the automatic driving conditions.

[0015] On the other hand, after acquiring the train's operation-related data, it also includes:

[0016] When the train does not meet the automatic driving conditions, the driver is prompted to exit the automatic driving mode;

[0017] If a confirmation signal is received from the driver within a preset time, the driver will enter driving mode.

[0018] If no confirmation signal is received from the driver within a preset time, the train will be braked.

[0019] On the other hand, obtaining the actual operating speed of the train at the current moment includes:

[0020] The system receives the actual operating speed of the train at the current moment, calculated by the train's speed sensor, from the automatic train protection system.

[0021] On the other hand, adjusting the train's actual operating speed at the next moment based on the actual operating speed and the train's speed limit, wherein the train's actual operating speed at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range, includes:

[0022] Determine the speed limit output by the automatic train protection system for the next moment;

[0023] Strategies for determining the train's speed at the next moment;

[0024] The strategy includes a default strategy, an acceleration strategy, or a deceleration strategy. The difference between the train's current speed and the speed limit is the largest in the acceleration strategy and the smallest in the deceleration strategy.

[0025] The actual operating speed of the train at the next moment is adjusted based on the difference between the limit speed at the next moment and the train's operating speed at the next moment, according to the strategy requirements.

[0026] On the other hand, adjusting the train's actual operating speed at the next moment based on the actual operating speed and the train's speed limit includes:

[0027] Obtain the working efficiency of each traction system;

[0028] When the traction system of the train is operating at a preset efficiency and the output traction force meets the requirements of the train operating at the actual operating speed of the train at the next moment, the traction system that should be in a working state is determined.

[0029] The traction system that should be in operation is activated, while the remaining traction systems are deactivated.

[0030] To solve the above-mentioned technical problems, the present invention also provides a control system for automatic train cruise, comprising:

[0031] The prompting unit is used to prompt the driver to enter the automatic driving mode when the train meets the automatic driving conditions, wherein the automatic driving conditions include that the train has not experienced any malfunctions that affect the operation of the train;

[0032] The speed acquisition unit is used to acquire the actual operating speed of the train at the current moment;

[0033] The speed adjustment unit is used to adjust the actual operating speed of the train at the next moment according to the actual operating speed and the train's speed limit, wherein the actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range.

[0034] To solve the above-mentioned technical problems, the present invention also provides a control device for automatic train cruise, comprising:

[0035] Memory, used to store computer programs;

[0036] A processor is used to execute the computer program to implement the steps of the above-described train automatic cruise control method.

[0037] To solve the above-mentioned technical problems, the present invention also provides a train, including the above-mentioned train automatic cruise control device.

[0038] This application provides a control method, system, device, and train for automatic train cruise control, relating to the field of automatic driving. The method includes prompting the driver to enter automatic driving mode when the train meets automatic driving conditions, including the absence of any malfunction affecting train operation; obtaining the train's actual operating speed at the current moment; and adjusting the train's actual operating speed for the next moment based on the actual operating speed and the train's speed limit. If no malfunction affecting train operation occurs, the train enters automatic driving mode, avoiding poor stability of automatic driving due to malfunctions that do not affect train operation. Furthermore, by controlling the actual operating speed to be lower than the speed limit, and ensuring the difference between the speed limit and the speed limit is within a preset range, more precise speed control can be achieved, preventing safety issues caused by excessive speed and avoiding disruptions to the actual operation plan by excessively low speed. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1 A flowchart of a train automatic cruise control method provided by the present invention;

[0041] Figure 2 A schematic diagram of a train structure provided by the present invention;

[0042] Figure 3 A schematic diagram of an automatic cruise system for a train provided by the present invention;

[0043] Figure 4 A schematic diagram of another automatic cruise system for trains provided by the present invention;

[0044] Figure 5 A speed diagram illustrating automatic cruise control of a train provided by the present invention;

[0045] Figure 6 A schematic diagram of the structure of a train automatic cruise control system provided by the present invention;

[0046] Figure 7 This is a schematic diagram of the structure of a train automatic cruise control device provided by the present invention. Detailed Implementation

[0047] The core of this invention is to provide a control method, system, device, and train for automatic train cruise, which avoids poor stability of automatic driving due to faults that do not affect train operation, can control train speed more accurately, avoid safety problems caused by excessive speed, and avoid affecting the actual operation plan by excessive speed.

[0048] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0049] Figure 1 A flowchart of a train automatic cruise control method provided by the present invention. Figure 2 This invention provides a schematic diagram of a train structure, and the control method for automatic cruise of the train includes:

[0050] S11: When the train meets the conditions for automatic driving, prompt the driver to enter automatic driving mode. The conditions for automatic driving include that no malfunction has occurred that affects the operation of the train.

[0051] Automatic cruise control is currently widely used in autonomous vehicles. Some high-speed trains and urban rail trains are equipped with automatic driving systems, and automatic operation within a section is achieved by the ATO system. For trains without automatic driving systems, the driver sets a constant speed target speed by operating the controller handle to achieve constant speed operation within a section. However, the driver needs to manually adjust the constant speed target speed frequently during the section operation, which makes it difficult to achieve comprehensive energy-saving operation and causes a certain amount of energy waste.

[0052] Trains equipped with automatic driving systems use the ATO (Automatic Train Operation) system to achieve control functions such as automatic departure from stations, automatic operation between sections, and automatic stopping at stations. When the ATO system malfunctions or the train is not equipped with an ATO system, automatic operation between sections cannot be achieved. The vehicle network control system obtains line operation plan information from the ATP (Automatic Train Protection) system, and plans the operation curve based on availability, energy saving, and punctuality as indicators. This enables the train to automatically cruise during section operation, reducing the impact of driver differences and alleviating the driver's workload.

[0053] Currently, ATO (Automatic Train Operation) systems face challenges in achieving inter-vehicle operation, including frequent abnormal exits of automatic driving and the need for driver intervention in troubleshooting. When a vehicle-side malfunction occurs, ATO automatically exits abnormally. For example, malfunctions that only slightly affect the vehicle's continued operation (such as air conditioning or lighting failures) result in poor availability of automatic driving. Therefore, in this application, automatic driving is still permitted when no malfunctions affecting train operation occur.

[0054] S12: Obtain the actual operating speed of the train at the current moment;

[0055] S13: Adjust the actual operating speed of the train at the next moment according to the actual operating speed and the train's speed limit. The actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range.

[0056] Considering the need to operate below the speed limits required by ATP, the actual speed at the next moment must be adjusted based on the current actual train speed and the speed limit at the next moment. Specifically, the speed limit at each moment is adjusted according to actual operation and is not a constant value.

[0057] Based on the above embodiments:

[0058] In some embodiments, before prompting the driver to enter automatic driving mode when the train meets the automatic driving conditions, the method further includes:

[0059] Train malfunctions are pre-classified into those that affect train operation and those that do not.

[0060] Among them, faults that affect train operation include failure to lower the pantograph or failure of the main circuit breaker of the vehicle, while faults that do not affect train operation include air conditioning or lighting failures.

[0061] Faults such as air conditioning or lighting will not affect train operation, but will only affect the passenger experience. Of course, air conditioning or lighting faults can be troubleshooted or resolved during operation without disengaging the automatic driving module, and the ATO can continue to control the train automatically.

[0062] However, if the pantograph fails to lower or the main circuit breaker malfunctions, the train's power supply will be affected, which will have a significant impact on the actual operation of the train. Therefore, the conditions for automatic driving will not be met in this case.

[0063] By categorizing faults into those that affect train operation and those that do not based on actual operation, it becomes easier to select the appropriate faults to meet the conditions for automatic driving.

[0064] In some embodiments, before prompting the driver to enter automatic driving mode when the train meets the automatic driving conditions, the method further includes:

[0065] Obtain relevant data on train operation;

[0066] The operational data also includes the status of the automatic train protection system, the operating permission of the automatic train protection system, whether the automatic driving mode is activated, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle adds emergency braking and whether the braking is isolated.

[0067] When the train meets the following conditions: no faults affecting train operation occur, the automatic protection system is in full monitoring status, the automatic protection system is allowed to operate, the automatic driving mode is activated, the traction brake handle is in the zero position, the automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not add emergency braking or the holding brake is not isolated, the train is determined to meet the automatic driving conditions.

[0068] The Automatic Train Operation (ATO) system is a device that controls the automatic operation of a train. It consists of onboard and ground-based equipment. Under the protection of the Automatic Train Protection (ATP) system, it receives information such as the ground operation plan and train position, and obtains the ATP's driving permission and safety monitoring mode (FS mode) to achieve automatic train operation and speed adjustment. Therefore, automatic train operation is considered complete only when there are no malfunctions affecting train operation, the ATO system is in full monitoring mode, the ATO system is permitted to operate, automatic train operation mode is activated, the traction brake lever is in the zero position, the ATO system is not outputting emergency braking, the traction braking force meets the driving requirements, and no additional emergency braking or brake isolation is applied.

[0069] In some embodiments, after acquiring train operation-related data, the method further includes:

[0070] When the train does not meet the conditions for automatic driving, the driver is prompted to exit automatic driving mode;

[0071] If a confirmation signal is received from the driver within a preset time, the driver will enter driving mode.

[0072] If no confirmation signal is received from the driver within a preset time, the train will be braked.

[0073] The HMI (Human Machine Interface) is set up for automatic cruise control. When the network system detects that the following conditions are met, it prompts the driver to confirm that the vehicle can enter automatic cruise control mode. If the driver does not confirm within 5 seconds, an audible and visual reminder will be given. If any of the above conditions are not met, the mode will exit and the driver will be prompted. If the driver confirms within 5 seconds, the vehicle will be taken over by the driver; otherwise, the standard brake will be applied to bring the vehicle to a stop.

[0074] Figure 3 A schematic diagram of an automatic cruise system for a train provided by the present invention;

[0075] Figure 4 A schematic diagram of another automatic cruise system for trains provided by the present invention;

[0076] In some embodiments, obtaining the actual operating speed of the train at the current moment includes:

[0077] The system receives the train's actual operating speed at the current moment, calculated by the train's speed sensor from the automatic train protection system.

[0078] In automatic cruise mode, the central controller ICCU of the on-board network system compares the actual train speed with the maximum permissible speed and target speed given by ATP, and automatically controls the traction and braking of the train according to the track conditions, so that the train always controls the speed in each section within the section and minimizes the switching between traction, coasting and braking.

[0079] The automatic cruise process executed by the ICCU system is a closed-loop feedback control process, the basic principle of which is shown in the figure below. The ground system speed measurement unit sends the train's actual position information to the ICCU via ATP. The reference input for the feedback loop is derived from ATP data and operational control data, and the ICCU provides data output to the traction and braking control equipment.

[0080] Figure 5 A speed diagram illustrating automatic cruise control of a train provided by the present invention;

[0081] In some embodiments, adjusting the actual operating speed of the train at the next moment based on the actual operating speed and the train's speed limit, wherein the actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range, includes:

[0082] Determine the speed limit output by the automatic train protection system for the next moment;

[0083] Strategies for determining the train's speed at the next moment;

[0084] The strategies include the default strategy, the speed-up strategy, and the speed-down strategy. The difference between the train's current speed and the speed limit is the largest in the speed-up strategy and the smallest in the speed-down strategy.

[0085] The actual operating speed of the train at the next moment is adjusted based on the difference between the limit speed at the next moment and the train's operating speed at the next moment.

[0086] The network system obtains line information through ATP and combines it with the real-time status of the vehicle to complete the automatic cruise mode control. When it is unable to obtain line information such as operation plan, train position, and temporary speed limit, the network system automatically selects the default strategy from the pre-selected driving strategies to control the train. At the same time, the driver can also select a preset strategy through the HMI screen.

[0087] This application provides a pre-selectable driving strategy setting as follows:

[0088] Strategy 1: Speed ​​5 km / h below the ATP curve, which is the default strategy;

[0089] Strategy 2: Speed ​​2 km / h below the ATP curve, a speed-up strategy;

[0090] Strategy 3: Drive at a speed 8 km / h below the ATP curve, which is a slowing-down strategy;

[0091] When the ICCU controls the train to reach the cruise zone, feedback control will be implemented to ensure the train speed follows the planned target speed. Different control levels will be output based on the difference between the current speed and the target speed, as well as the deviation trend. When the train enters the acceleration zone, it switches to acceleration mode; when it enters the deceleration zone, braking will be applied. In automatic cruise mode, the train's actual operating speed curve fluctuates within a small speed range below the ATP-limited speed curve, allowing the train to operate close to the ATP-limited speed. This maximizes train operating efficiency, reduces energy consumption, and minimizes the number of times the train switches between traction, coasting, and braking states.

[0092] In some embodiments, adjusting the actual operating speed of the train at the next moment based on the actual operating speed and the train's speed limit includes:

[0093] Obtain the working efficiency of each traction system;

[0094] When the train's traction system is operating at its preset efficiency and the output traction force meets the train's actual operating speed at the next moment, determine the traction system that should be in operation.

[0095] The control should activate the traction system that is in operation, and deactivate the remaining traction systems.

[0096] Related technologies cannot rely on vehicle characteristics for vehicle operation control. For example, if the vehicle experiences an electric braking failure (electric braking is prioritized when braking is applied, but if it is insufficient, air braking is needed to supplement it; due to the electric braking failure, the electric braking capacity decreases, increasing the need for supplemental air braking; air braking relies on brake pads rubbing against the brake disc, leading to increased brake disc wear), the vehicle's external characteristics will deviate. Due to the fixed nature of the signal-controlled vehicle method (not receiving real-time vehicle status), it is impossible to adjust the strategy according to the vehicle's status. Furthermore, the signal system prioritizes operational efficiency and meeting the timetable, with little consideration given to economic indicators such as energy consumption, and the optimal operating curve of the traction system is not incorporated into the automatic operation control process.

[0097] This application aims to improve the usability of autonomous driving and to carry out energy-saving control based on the real-time characteristics of vehicles by designing an automatic cruise mode function for rail trains.

[0098] For example, a train has four traction systems. Operating the traction systems at 90% efficiency is more energy-efficient, but if all four systems are operating, each will operate at 50% efficiency. In this case, one traction system can be shut down, allowing the remaining three to operate simultaneously, thus approaching 90% efficiency.

[0099] Figure 6 This is a schematic diagram of a train automatic cruise control system provided by the present invention. The train automatic cruise control system includes:

[0100] The prompting unit 61 is used to prompt the driver to enter the automatic driving mode when the train meets the automatic driving conditions. The automatic driving conditions include that no faults affecting the operation of the train have occurred.

[0101] Speed ​​acquisition unit 62 is used to acquire the actual running speed of the train at the current moment;

[0102] The speed adjustment unit 63 is used to adjust the actual operating speed of the train at the next moment according to the actual operating speed and the train's speed limit. The actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range.

[0103] Based on the above embodiments, it also includes:

[0104] The fault classification unit is used to pre-classify train faults into faults that affect train operation and faults that do not affect train operation.

[0105] Among them, faults that affect train operation include failure to lower the pantograph or failure of the main circuit breaker of the vehicle, while faults that do not affect train operation include air conditioning or lighting failures.

[0106] The operation-related data acquisition unit is used to acquire train operation-related data;

[0107] The operational data also includes the status of the automatic train protection system, the operating permission of the automatic train protection system, whether the automatic driving mode is activated, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle adds emergency braking and whether the braking is isolated.

[0108] The automatic driving condition determination unit is used to determine that the train meets the automatic driving conditions when the train does not experience any faults that affect train operation, the automatic protection system is in a fully monitored state, the automatic protection system is allowed to operate, the automatic driving mode is activated, the traction brake handle is in the zero position, the automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not add emergency braking and the holding brake is not isolated.

[0109] The prompting unit is used to prompt the driver to exit the automatic driving mode when the train does not meet the conditions for automatic driving.

[0110] The first mode switching unit is used to enter the driver driving mode if a confirmation signal sent by the driver is received within a preset time.

[0111] The second mode switching unit is used to control the train to brake if no confirmation signal is received from the driver within a preset time.

[0112] The speed acquisition unit 62 is specifically used to receive the actual operating speed of the train at the current moment, calculated by the train's automatic protection system based on the train's speed sensor.

[0113] The limit speed acquisition unit is used to determine the limit speed output by the automatic train protection system at the next moment.

[0114] The strategy determination unit is used to determine the strategy for the train's running speed at the next moment.

[0115] The strategies include the default strategy, the speed-up strategy, and the speed-down strategy. The difference between the train's current speed and the speed limit is the largest in the speed-up strategy and the smallest in the speed-down strategy.

[0116] The speed adjustment unit 63 is specifically used to adjust the actual running speed of the train at the next moment based on the difference between the limit speed at the next moment and the strategy requirement of the train's running speed at the next moment.

[0117] The work efficiency acquisition unit is used to acquire the work efficiency of each traction system;

[0118] The traction system determination unit is used to determine the traction system that should be in working state when the train's traction system is operating at a preset efficiency and the output traction force meets the train's actual operating speed at the next moment.

[0119] The traction system control unit is used to control the traction system to operate when it should be in operation, and to shut down the remaining traction systems.

[0120] Figure 7 This is a schematic diagram of a control device for automatic train cruise provided by the present invention. The control device for automatic train cruise includes:

[0121] Memory 71 is used to store computer programs;

[0122] The processor 72 is used to execute computer programs to implement the steps of the above-described train automatic cruise control method.

[0123] Please refer to the above embodiments for a description of the train automatic cruise control device provided in this application, and it will not be repeated here.

[0124] Figure 2 This is a schematic diagram of a train structure provided by the present invention. The train includes the aforementioned automatic cruise control device.

[0125] The train described in this application is based on the above embodiments and will not be repeated here.

[0126] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0127] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0128] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for automatic train cruise, characterized in that, include: When the train meets the conditions for automatic driving, the driver is prompted to enter automatic driving mode. The conditions for automatic driving include that the train has not experienced any malfunctions that affect its operation. Obtain the actual operating speed of the train at the current moment; The actual operating speed of the train at the next moment is adjusted according to the actual operating speed and the train's speed limit. The actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range. Before prompting the driver to enter automatic driving mode when the train meets the conditions for automatic driving, the following also applies: The train's malfunctions are pre-classified into malfunctions that affect the train's operation and malfunctions that do not affect the train's operation; Among them, faults that affect the operation of the train include failure to lower the pantograph or failure of the main circuit breaker of the vehicle, while faults that do not affect the operation of the train include air conditioning failure or lighting failure. Adjusting the train's actual operating speed at the next moment based on the actual operating speed and the train's speed limit, wherein the train's actual operating speed at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range, including: Determine the speed limit output by the automatic train protection system for the next moment; Strategies for determining the train's speed at the next moment; The strategy includes a default strategy, an acceleration strategy, or a deceleration strategy. The difference between the train's current speed and the speed limit is the largest in the acceleration strategy and the smallest in the deceleration strategy. The actual operating speed of the train at the next moment is adjusted based on the difference between the limit speed at the next moment and the train's operating speed at the next moment, according to the strategy requirements.

2. The control method for automatic train cruise as described in claim 1, characterized in that, Before prompting the driver to enter automatic driving mode when the train meets the conditions for automatic driving, the following also applies: Obtain relevant data on train operation; The operation-related data also includes the status of the automatic train protection system, the operation permission of the automatic train protection system, whether the automatic driving mode is activated, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle adds emergency braking and whether the braking is isolated. When the train meets the following conditions: no faults affecting the operation of the train occur, the automatic protection system is in a fully monitored state, the automatic protection system is allowed to operate, the automatic driving mode is activated, the traction brake handle is in the zero position, the automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not add emergency braking and the holding brake is not isolated, the train is determined to meet the automatic driving conditions.

3. The control method for automatic train cruise as described in claim 2, characterized in that, After obtaining the train's operation-related data, the following is also included: When the train does not meet the automatic driving conditions, the driver is prompted to exit the automatic driving mode; If a confirmation signal is received from the driver within a preset time, the driver will enter driving mode. If no confirmation signal is received from the driver within a preset time, the train will be braked.

4. The control method for automatic train cruise as described in claim 1, characterized in that, Obtaining the actual operating speed of the train at the current moment includes: The system receives the actual operating speed of the train at the current moment, calculated by the train's speed sensor, from the automatic train protection system.

5. The control method for automatic train cruise as described in any one of claims 1 to 4, characterized in that, Adjusting the train's actual operating speed at the next moment based on the actual operating speed and the train's speed limit includes: Obtain the working efficiency of each traction system; When the traction system of the train is operating at a preset efficiency and the output traction force meets the requirements of the train operating at the actual operating speed of the train at the next moment, the traction system that should be in a working state is determined. The traction system that should be in operation is activated, while the remaining traction systems are deactivated.

6. A control system for automatic train cruise, characterized in that, include: The prompting unit is used to prompt the driver to enter the automatic driving mode when the train meets the automatic driving conditions, wherein the automatic driving conditions include that the train has not experienced any malfunctions that affect the operation of the train; The speed acquisition unit is used to acquire the actual operating speed of the train at the current moment; A speed adjustment unit is used to adjust the actual operating speed of the train at the next moment according to the actual operating speed and the train's speed limit, wherein the actual operating speed of the train at the next moment is less than the speed limit and the difference between the two speed limits is within a preset range; Also includes: The fault classification unit is used to pre-classify the faults of the train into faults that affect the operation of the train and faults that do not affect the operation of the train. Among them, faults that affect the operation of the train include failure to lower the pantograph or failure of the main circuit breaker of the vehicle, while faults that do not affect the operation of the train include air conditioning failure or lighting failure. The limit speed acquisition unit is used to determine the limit speed output by the automatic train protection system at the next moment. The strategy determination unit is used to determine the strategy for the train's running speed at the next moment. The strategy includes a default strategy, an acceleration strategy, or a deceleration strategy. The difference between the train's current speed and the speed limit is the largest in the acceleration strategy and the smallest in the deceleration strategy. The speed adjustment unit is specifically used to adjust the actual operating speed of the train at the next moment based on the difference data between the limit speed at the next moment and the train's operating speed at the next moment, according to the strategy requirement.

7. A control device for automatic train cruise, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the control method for automatic train cruise as described in any one of claims 1 to 5.

8. A train, characterized in that, Includes the train automatic cruise control device as described in claim 7.

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