Speed limit value determination method and device in urban railway manual driving mode and medium

Abstract

The invention provides a speed limit value determination method and device in a city railway manual driving mode and a medium. The method comprises the following steps: determining a set speed limit value according to a lowest turnout speed limit value and a lowest temporary speed limit value in an operation range of the urban railway; a preset safe braking distance calculation model is constructed according to the displacement of the train in each stage in the process from danger signal observation to emergency braking deceleration in the manual driving mode; a preset safety braking model is built according to the safety braking distance calculation model, and a safety braking parking speed value in the manual driving mode is calculated according to the safety braking model; the set speed limit value is compared with the safety braking parking speed value, the city area speed limit value in the manual driving mode is determined, and the city area speed limit value is the smaller value in the set speed limit value and the safety braking parking speed value. According to the method, the speed limit value capable of ensuring the safety and improving the operation efficiency is obtained through scientific calculation, so that the operation efficiency of the urban railway is improved.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a method, device and medium for determining a speed limit value in a manual driving mode of an urban railroad. Background Art

[0002] Urban rail is a form of rail transit between high-speed rail and urban rail transit. Its main features are large transport capacity, large commuter passenger flow, high service frequency, long average station distance and high operating speed. In order to meet the operation needs of urban rail, its technical standards need to be adjusted according to the functional characteristics of the line, especially in terms of signal technology, which requires both safety and rapid operation.

[0003] In the existing urban rail signal system, the China Train Control System (CTCS) is widely used. The system has multiple driving modes, including automatic driving mode and manual driving mode. In the manual driving mode, the train control on-board equipment only monitors the maximum operating speed of the train, and the specific driving operation is handled by the driver according to the ground conditions. The visual mode, guidance mode and shunting mode in the CTCS-2 and CTCS-3 train control on-board equipment are all manual driving modes, and according to relevant standards, the fixed speed limit in these modes is 40km / h.

[0004] However, the speed limit setting in the existing technology is mainly to ensure the safety of train operation, and does not fully consider the special needs of urban rail. In the operation of urban rail, the fixed 40km / h speed limit is relatively low, resulting in poor operating efficiency, which is difficult to meet the large-volume, rapid, and bus-like operation requirements of urban rail. In order to improve the operating efficiency of urban rail, it is urgent to scientifically quantify the relevant factors that affect the speed limit of the manual driving mode, so as to obtain a reasonable speed limit value that can both ensure safety and improve efficiency. Summary of the invention

[0005] In view of this, an embodiment of the present application provides a method, device and medium for determining a speed limit value in a manual driving mode of an urban railroad, so as to solve the problem in the prior art that the speed limit value leads to a decrease in the operating efficiency of the urban railroad.

[0006] In a first aspect of an embodiment of the present application, a method for determining a speed limit in a manual driving mode of an urban railroad is provided, comprising: determining a set speed limit according to a minimum turnout speed limit and a minimum temporary speed limit within the operating range of the urban railroad; constructing a predetermined safe braking distance calculation model according to the displacement of the train in each stage from observing a danger signal to emergency braking and deceleration in the manual driving mode; constructing a predetermined safe braking model according to the safe braking distance calculation model, and calculating a safe braking stop speed value in the manual driving mode according to the safe braking model; comparing the set speed limit with the safe braking stop speed value to determine the urban speed limit in the manual driving mode, wherein the urban speed limit is the smaller value between the set speed limit and the safe braking stop speed value.

[0007] According to a second aspect of an embodiment of the present application, a device for determining a speed limit in a manual driving mode of an urban railroad is provided, comprising: a determination module, configured to determine a set speed limit value according to a minimum turnout speed limit value and a minimum temporary speed limit value within the operating range of the urban railroad; a construction module, configured to construct a predetermined safe braking distance calculation model according to the displacement of the train in each stage from observing a danger signal to emergency braking and deceleration in the manual driving mode; a calculation module, configured to construct a predetermined safe braking model according to the safe braking distance calculation model, and calculate the safe braking stop speed value in the manual driving mode according to the safe braking model; a comparison module, configured to compare the set speed limit value with the safe braking stop speed value, and determine the urban speed limit value in the manual driving mode, wherein the urban speed limit value is the smaller value between the set speed limit value and the safe braking stop speed value.

[0008] According to a third aspect of an embodiment of the present application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the above method are implemented when the processor executes the computer program.

[0009] According to a fourth aspect of an embodiment of the present application, a computer-readable storage medium is provided, which stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0010] At least one of the above technical solutions adopted in the embodiments of the present application can achieve the following beneficial effects:

[0011] The set speed limit is determined according to the lowest turnout speed limit and the lowest temporary speed limit within the operating range of the urban railroad; a predetermined safe braking distance calculation model is constructed according to the displacement of the train in each stage from observing danger signals to emergency braking deceleration in the manual driving mode; a predetermined safe braking model is constructed according to the safe braking distance calculation model, and the safe braking stop speed value in the manual driving mode is calculated according to the safe braking model; the set speed limit is compared with the safe braking stop speed value to determine the urban speed limit in the manual driving mode, wherein the urban speed limit is the smaller value between the set speed limit and the safe braking stop speed value. This application obtains a speed limit value that can both ensure safety and improve operating efficiency through scientific calculation, thereby improving the operating efficiency of the urban railroad. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0013] Figure 1 It is a flow chart of a method for determining a speed limit value in a manual driving mode of an urban railroad provided in an embodiment of the present application;

[0014] Figure 2 is a schematic diagram of a safety braking model provided in an embodiment of the present application;

[0015] Figure 3 It is a structural schematic diagram of a speed limit value determination device in a manual driving mode of an urban railroad provided in an embodiment of the present application;

[0016] Figure 4 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0017] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present application. However, it should be clear to those skilled in the art that the present application may also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present application.

[0018] As a type of rail transit between high-speed rail and urban rail transit, urban rail undertakes a relatively special commuting task. Compared with high-speed rail, urban rail requires a higher service frequency and a larger proportion of commuter passenger flow, so it emphasizes efficiency and high-frequency operation. Compared with urban rail transit, urban rail has a longer distance between stations and a faster train speed. This feature between the two makes the signal technology requirements of urban rail take into account both the safety of high-speed rail and the operating efficiency of urban rail transit.

[0019] At present, China's high-speed railways uniformly adopt the China Train Control System (CTCS), whose onboard equipment has different driving modes. These driving modes include automatic driving mode and manual driving mode, the latter of which relies on the driver to drive the train according to real-time conditions. The manual driving modes in the CTCS system's Level 2 and Level 3 train control onboard equipment, such as visual mode, guidance mode and shunting mode, all have fixed speed limits to ensure safety. In these modes, the onboard equipment only monitors the maximum operating speed of the train, and the specific driving operations are adjusted by the driver according to the on-site conditions.

[0020] According to the current technical specifications, the fixed speed limit of the visual mode, guidance mode and shunting mode of CTCS-2 and CTCS-3 train control onboard equipment is 40km / h. This speed limit is mainly considered in the safety of railway operation, especially in the case of manual operation. Due to the lack of comprehensive automated control, low-speed operation can reduce the risk of accidents caused by human operating errors.

[0021] The rapid and bus-like operation requirements of the urban rail system have put forward higher requirements for operation efficiency. However, under the existing manual driving mode, the fixed speed limit is 40km / h, which is relatively low and limits the operation efficiency of the train, and cannot meet the requirements of large-volume and efficient operation of the urban rail. In other words, although the existing speed limit can ensure safety, it affects the overall operation speed and commuting efficiency, especially in the urban rail scenario that requires frequent dispatching and rapid response.

[0022] Therefore, how to increase the speed limit in manual driving mode to ensure the safety of train operation and meet the needs of urban rail for rapid and bus-like operation has become a technical problem that needs to be solved urgently. The key to solving this problem lies in scientifically and quantitatively analyzing the factors that affect the speed limit of train control onboard equipment and deriving a speed limit value that can ensure safety and improve operating efficiency.

[0023] In view of the problems existing in the prior art, the present application provides a method for determining the speed limit value in the manual driving mode of the urban railroad. In the technical solution of the present application, the setting of the speed limit value Vurban in the manual driving mode of the urban railroad is based on two core parameters: Vsetting and Vdistance, where Vurban takes the smaller value of the two, that is, Vurban=min{Vsetting, Vdistance}.

[0024] The V setting is based on the minimum speed limit value in the operation of the urban rail transit, which is determined by the following method:

[0025] V minimum turnout speed limit: The minimum speed limit for trains passing through the turnout area in the urban rail line. Turnouts are key equipment in the track. Due to their complex structure and the track switching process when trains pass through, the turnout usually limits the train speed to ensure the safety of operation. V minimum turnout speed limit is the minimum speed limit for this area.

[0026] V Minimum Temporary Speed ​​Limit: During the operation of the urban rail, in certain special circumstances (such as maintenance or sudden line problems, etc.), the train may be subject to temporary speed limits. V Minimum Temporary Speed ​​Limit refers to the minimum temporary speed limit that may occur under specific circumstances within the scope of the urban rail operation.

[0027] The final value of V setting is the smaller value of V minimum turnout speed limit and V minimum temporary speed limit: V setting = min{V minimum turnout speed limit, V minimum temporary speed limit}. This setting can ensure that the train will not exceed the minimum safety speed of key safety areas (such as turnouts or restricted lines) under any circumstances when running on the urban rail.

[0028] Furthermore, the V distance is based on the speed at which the driver can safely brake to a stop in manual driving mode, i.e., the maximum safe speed at which the driver can manually stop the train within a safe distance in an emergency. The calculation of the V distance takes into account the following factors:

[0029] Driver reaction time: When the driver sees a signal ahead or senses a dangerous situation, it takes a certain amount of time to react. During this time, the train is still moving at its current speed, so the distance traveled during this reaction time must be taken into account.

[0030] Traction cut-off time: the time from when the driver takes the brake to when the train actually cuts off the traction power. During this period of time, the train is still moving forward under the action of inertia.

[0031] Emergency brake initialization time: After traction is removed, the train enters the emergency brake process, and the initialization of the emergency brake requires a certain reaction time. During this period, the speed of the train will gradually decrease.

[0032] Deceleration during emergency braking: When emergency braking begins, the speed of the train will decrease at a certain deceleration. The magnitude of the deceleration directly affects the distance required for the train to finally stop.

[0033] Line gradient: The gradient of the line on which the train runs also affects the braking distance. If the train runs on a downhill section, the braking distance will be relatively increased; on the contrary, if it runs on an uphill section, the braking distance will be shortened.

[0034] Based on the above parameters, the braking distance of the train is calculated through the emergency braking model, and finally the V distance is obtained. This speed value ensures that the driver can stop the train safely within the set safety distance in an emergency in manual driving mode.

[0035] Furthermore, once Vsetting and Vdistance are obtained, the final speed limit value Vcity in the manual driving mode of the urban railroad takes the smaller value of the two values: Vcity=min{Vsetting, Vdistance}. The setting method of the speed limit value ensures that in the operation of the urban railroad, it not only meets the safety requirements of the line design for turnouts, temporary speed limits, etc., but also ensures that the driver can operate at a safe speed in the manual driving mode to avoid dangerous situations caused by excessive speed.

[0036] To sum up, this application proposes a scientific and reasonable method for determining the speed limit value under the manual driving mode of urban railway by combining the turnout speed limit, temporary speed limit and the safety braking requirements under manual driving of the driver, which not only ensures the safety of train operation but also improves the operation efficiency.

[0037] The contents of the technical solution of the present application are described in detail below with reference to the accompanying drawings and specific embodiments.

[0038] Figure 1 1 is a flow chart of a method for determining a speed limit value in a manual driving mode of a regional railway provided in an embodiment of the present application. Figure 1 As shown, the method for determining the speed limit value in the manual driving mode of the urban railroad may specifically include:

[0039] S101, determining a set speed limit value according to a minimum turnout speed limit value and a minimum temporary speed limit value within the operation range of the urban railroad;

[0040] S102, constructing a predetermined safe braking distance calculation model according to the displacement of the train in each stage from observing the danger signal to emergency braking deceleration in the manual driving mode;

[0041] S103, constructing a predetermined safety braking model according to the safety braking distance calculation model, and calculating a safety braking speed value in a manual driving mode according to the safety braking model;

[0042] S104, comparing the set speed limit value with the safety brake stop speed value to determine the urban speed limit value in the manual driving mode, wherein the urban speed limit value is the smaller value between the set speed limit value and the safety brake stop speed value.

[0043] In some embodiments, the set speed limit value is determined according to the minimum turnout speed limit value and the minimum temporary speed limit value within the operation range of the urban railroad, including:

[0044] The minimum turnout speed limit value and the minimum temporary speed limit value within the operating range of the urban railroad are obtained, and the smaller value of the minimum turnout speed limit value and the minimum temporary speed limit value within the operating range of the urban railroad is determined as the set speed limit value.

[0045] Specifically, first, the minimum turnout speed limit value and the minimum temporary speed limit value within the operating range of the urban railroad are obtained.

[0046] V Minimum turnout speed limit refers to the minimum speed limit set for the train to ensure safe operation when passing through the turnout area. Due to the structural complexity of the track switching at the turnout, the train needs to control its speed when passing through the turnout to prevent the train from getting into danger during the track switching process. Therefore, each urban railway will set a specific minimum speed limit for its turnout area.

[0047] V Minimum temporary speed limit refers to the minimum speed limit temporarily set during the operation of the urban rail for specific reasons (such as line construction, equipment maintenance or emergency situations). Temporary speed limits generally appear under special working conditions, such as line maintenance or other emergencies. These speed limits are temporarily set, but they must still be strictly followed when trains pass through these sections.

[0048] Next, the two speed limit values ​​are compared, and the smaller value of the two is taken as the set speed limit value Vset in the manual driving mode of the urban rail. For example, the calculation method of Vset is as follows: Vset = min{Vminimum turnout speed limit value, Vminimum temporary speed limit value}. This method ensures that during the operation of the urban rail, whether the train passes through the turnout area or is in the temporary speed limit section, it can follow the most stringent speed limit requirements to ensure the safety of train operation.

[0049] For example, in one example, first, the system obtains the minimum turnout speed limit value Vminimum turnout speed limit value within the current urban rail operation range, which is set in advance based on the turnout design requirements in the train operation line. At the same time, the system also obtains the possible minimum temporary speed limit value Vminimum temporary speed limit value, which is issued by the control center of the urban rail according to specific circumstances.

[0050] Once the system obtains the above two speed limit values, it compares them and takes the smaller value as the set speed limit value V. This step ensures that the train can follow the most stringent speed limit requirements in different operating scenarios. Even if the temporary speed limit value is low, it can ensure safety in special circumstances.

[0051] The calculated V setting is applied to the speed limit control of the train. When the train enters the manual driving mode, the driver will operate according to the set speed limit value to ensure that the train's running speed does not exceed the speed limit, so as to ensure the safe operation of the train in the turnout or temporary speed limit section.

[0052] Through the method of the above embodiment, it is ensured that when the urban rail is in manual driving mode, even if it encounters a switch area or a temporary speed limit area, the train can still follow the most stringent safety speed limit to avoid safety hazards caused by excessive speed.

[0053] In some embodiments, before constructing a predetermined safe braking distance calculation model according to the displacement of the train in each stage from observing the danger signal to emergency braking deceleration in the manual driving mode, the method further includes:

[0054] Based on the safety braking requirements of the train in manual driving mode, determine the displacement of each stage from observing danger signals to emergency braking and deceleration;

[0055] Among them, the displacement in each stage includes the displacement caused by the driver's reaction time, the displacement caused by the traction removal time, the displacement caused by the emergency braking initialization time, the displacement caused by the time required for the emergency braking to reach the preset braking force, and the displacement caused by the train braking deceleration.

[0056] Specifically, the various stages of the train deceleration process from observing danger signals to emergency braking in manual driving mode are quantified in detail, and a predetermined safe braking distance calculation model is established to ensure that the train can stop safely in an emergency. Specifically, before constructing the safe braking distance calculation model based on the displacement of each stage, the displacement caused by each stage is first determined to ensure the accuracy and reliability of the model.

[0057] First, determine the displacement of each stage. According to the safety braking requirements of the train, the displacement of the train can be divided into several key stages from the observation of danger signals to emergency braking and deceleration:

[0058] Displacement caused by driver reaction time (L2): After the driver observes the danger signal ahead, there is a reaction time T driver reaction time, during which the train still runs at the original speed. Therefore, the displacement caused by reaction time is: L2 = T driver reaction time × V distance.

[0059] Displacement caused by traction cut-off time (L3): There is a certain time T traction cut-off time from the driver taking the brake operation to the train actually cutting off the traction power. During this period, the train still moves forward at the current speed. The displacement in this stage is: L3 = T traction cut-off time × V distance.

[0060] Displacement caused by emergency brake initialization time (L4): After traction is removed, the train begins to enter the emergency brake stage, but the application of emergency brake requires initialization time T emergency brake initialization time. During this process, the train still travels at the current speed, so the displacement in this stage is: L4 = T emergency brake initialization time × V distance.

[0061] Displacement caused by the time required for emergency braking to reach 90% braking force (L5): After the emergency brake is applied, the braking force of the train gradually increases until it reaches the set 90% braking force. During this process, the train speed gradually decreases, and its displacement can be calculated by the following formula: L5 = (V distance 2-V emergency braking initial after 2) / 2×a emergency braking initial process deceleration.

[0062] Displacement caused by train braking deceleration (L6): After the emergency braking reaches 90% braking force, the train enters the final deceleration stage, and the train speed is further reduced to zero. The displacement is: L6 = V after the initial emergency braking 2 / 2a comprehensive (where a comprehensive = a vehicle braking deceleration - 9.81 × a slope).

[0063] Furthermore, in order to ensure that the train can stop safely in an emergency, this embodiment sets the driver's safety distance in manual driving mode to Ssafe=200 meters based on the requirements for signal display distance in the Railway Technical Management Regulations. That is, from the time the driver observes the danger signal to the time the train stops completely, the total displacement required by the train shall not exceed 200 meters.

[0064] Furthermore, the embodiment of the present application will be based on the safety braking model of Appendix D of the IEEE1474 standard, Figure 2 Schematic diagram of the safety braking model provided in the embodiment of the present application. Figure 2 As shown, the safety braking model of the train can be divided into multiple stages, including on-board ATP reaction time, traction removal time, emergency brake initialization time and emergency brake application process, etc. In this embodiment, based on the driver's manual reaction time, the ATP reaction time is replaced by the driver's reaction time to construct a safety braking model suitable for manual driving mode.

[0065] Among them, segment A is the on-board ATP reaction time, which corresponds to the driver reaction time T in manual driving mode;

[0066] Segment B is the time from when the train receives the braking command to when the traction is actually cut off;

[0067] Segment C is the time from traction removal to application of emergency brake;

[0068] Segment D is the time from when the emergency brake is applied to when 90% of the braking force is reached;

[0069] Section E is the continuous deceleration process of emergency braking until the train stops completely.

[0070] By substituting the calculated displacement values ​​of the above stages into the total safe braking distance formula:

[0071] S security = L2+L3+L4+L5+L6

[0072] Among them, Ssafe = 200 meters, and combined with the known parameters of each stage (such as reaction time, traction removal time, emergency braking time, etc.), the maximum safe speed V distance of the train in manual driving mode can be calculated.

[0073] The safe braking distance model established in the above embodiment can effectively ensure that the process from observing danger signals to the complete stop of the train in manual driving mode meets the safety distance requirements. By scientifically calculating the displacement of each stage, it is ensured that in an emergency, the train can stop safely at the maximum speed, thereby ensuring the safety and operation efficiency of the urban rail system.

[0074] In some embodiments, according to the displacement of the train in each stage from observing the danger signal to emergency braking and deceleration in the manual driving mode, the safe braking distance calculation model is constructed using the following combination expression:

[0075] S=L2+L3+L4+L5+L6

[0076] L2=T2×V1

[0077] L3=T3×V1

[0078] L4=T4×V1

[0079] L5=(V12-V22) / 2×a1

[0080] L6=V2 2 / 2a2

[0081] Among them, S represents the safe braking distance, L2 represents the displacement caused by the driver's reaction time, L3 represents the displacement caused by the traction removal time, L4 represents the displacement caused by the emergency braking initialization time, L5 represents the displacement caused by the time required for the emergency braking to reach the preset braking force, L6 represents the displacement caused by the train braking deceleration, T2 represents the driver's reaction time, T3 represents the traction removal time, T4 represents the emergency braking initialization time, V1 represents the safe braking stopping speed value, V2 represents the vehicle speed value after the emergency braking initialization time, a1 represents the emergency braking initial process deceleration, and a2 represents the vehicle's comprehensive braking deceleration.

[0082] Specifically, this embodiment proposes a safe braking distance calculation model based on the displacement of each stage of the train from observing danger signals to emergency braking deceleration in manual driving mode. The model can accurately quantify the displacement generated in each stage to ensure that the train can stop safely in an emergency.

[0083] The safe braking distance calculation model of the embodiment of the present application is a model constructed based on the following parameters, including: safe braking distance, displacement caused by driver reaction time, displacement caused by traction removal time, displacement caused by emergency braking initialization time, displacement caused by the time required for emergency braking to reach a preset braking force, displacement caused by train braking deceleration, driver reaction time, traction removal time, emergency braking initialization time, safe braking stopping speed value, vehicle speed value after emergency braking initialization time, emergency braking initial process deceleration and vehicle comprehensive braking deceleration.

[0084] Furthermore, the safe braking distance S is the distance from the driver observing the danger signal to the train completely stopping. The displacement of each stage in the model is expressed by the following formula:

[0085] S=L2+L3+L4+L5+L6

[0086] in:

[0087] L2 represents the displacement caused by the driver’s reaction time;

[0088] L3 represents the displacement caused by traction and resection time;

[0089] L4 represents the displacement caused by the emergency braking initialization time;

[0090] L5 represents the displacement caused by the time required for emergency braking to reach the preset braking force;

[0091] L6 represents the displacement caused by the train braking deceleration.

[0092] By calculating the displacement of the train in each time period in stages, the total safe braking distance S can be obtained to ensure that the train can stop as required in dangerous situations.

[0093] Furthermore, the displacement at each stage is calculated by the following formula:

[0094] L2: Displacement caused by driver reaction time. It takes a certain reaction time T2 for the driver to observe the danger signal and actually take braking action. During this period, the train still runs at the current speed. The displacement in this stage is:

[0095] L2=T2×V1

[0096] Among them, V1 is the train speed when the driver reacts.

[0097] L3: Displacement caused by traction removal time. The time required from the driver taking the brake operation to the train traction being completely removed is T3, during which the train still moves at a speed of V1. The displacement at this stage is:

[0098] L3=T3×V1

[0099] L4: Displacement caused by emergency brake initialization time. The time required for emergency brake initialization is T4, during which the train still maintains the speed of V1 until the braking system starts to work. The displacement in this stage is:

[0100] L4=T4×V1

[0101] L5: Displacement caused by the time required for emergency braking to reach the preset braking force. After the emergency braking begins, the train speed gradually decreases. The displacement of the train decelerating from speed V1 to V2 (the speed after the initial emergency braking) is:

[0102] L5=(V12-V22) / 2×a1

[0103] Among them, a1 is the deceleration of the initial process of emergency braking, and V2 is the speed of the train after the emergency braking is initialized.

[0104] L6: Displacement caused by train braking deceleration. After the train reaches 90% braking force, the train speed V2 further decelerates until it stops completely. The displacement at this stage is:

[0105] L6=V2 2 / 2a2

[0106] Among them, a2 is the comprehensive braking deceleration of the train, taking into account factors such as braking capacity and line slope.

[0107] Furthermore, in order to ensure the safety of the train in manual driving mode, a complete braking model is designed. In this mode, the safe distance Ssafe from the driver's discovery of the danger signal to the train's complete stop can be calculated according to the following formula:

[0108] S=L2+L3+L4+L5+L6

[0109] Where: L2 is the displacement caused by the driver's reaction time: L2 = T driver reaction time × V distance;

[0110] L3 is the displacement caused by traction and resection time: L3 = T traction and resection time × V distance;

[0111] L4 is the displacement caused by the emergency brake initialization time: L4 = T emergency brake initialization time × V distance;

[0112] L5 is the displacement caused by the time required for emergency braking to reach the preset braking force: L5 = (V distance 2 - V emergency braking initial post 2) / 2 × a emergency braking initial process deceleration;

[0113] L6 is the displacement caused by the train braking deceleration: L6 = V after the initial emergency braking 2 / 2a comprehensive (where a comprehensive = a vehicle braking deceleration - 9.81 × a slope).

[0114] By substituting the known parameters in the above formula, we can finally get the safe distance Ssafe required for the train to stop completely from observing the danger signal in manual driving mode. By scientifically quantifying the displacement of each stage, we can ensure that the train can stop within the specified safety range in case of emergency, thereby ensuring the safety of train operation.

[0115] The safe braking distance calculation model of this embodiment can effectively optimize the operation safety of the urban rail in the manual driving mode. The model fully considers the dynamic changes of the driver's reaction time, traction removal time, emergency braking time and braking force, ensuring that the braking response and stopping distance of the train in an emergency meet the safety standards. In addition, external factors such as line slope are comprehensively considered, which helps to provide more accurate speed limit and safe braking solutions for different operation scenarios.

[0116] In some embodiments, the vehicle speed value after the emergency brake initialization time is calculated using the following formula:

[0117] V2=V1-a1×T5

[0118] Among them, V2 represents the vehicle speed value after the emergency braking initialization time, V1 represents the safety braking stopping speed value, a1 represents the deceleration of the initial process of emergency braking, and T5 represents the time required for the train to reach the preset braking force from emergency braking.

[0119] Specifically, a speed calculation method based on braking parameters is proposed for the train during emergency braking in manual driving mode, especially the speed change after the emergency braking initialization time. This method can ensure the accurate control of the train speed during emergency braking and provide necessary safety guarantees.

[0120] Furthermore, the vehicle speed V2 after the emergency brake initialization time is calculated by the following formula:

[0121] V2=V1-a1×T5

[0122] Among them: V2 represents the vehicle speed after the emergency braking initialization time; V1 represents the safe braking stopping speed value, that is, the train speed before the emergency braking starts; a1 represents the deceleration during the initial process of emergency braking; T5 represents the time required for the train to reach the preset braking force from the start of emergency braking.

[0123] This formula shows that after the emergency brake is initialized, the speed of the train gradually decreases with time T5, and the deceleration a1 determines the speed change of the train during this time period. Through this formula, the speed change of the train in the initial deceleration stage of emergency braking can be accurately calculated, thus providing a basis for further braking control.

[0124] Furthermore, after the emergency brake initialization time, the train speed starts to slow down from V1. At this time, the emergency brake has not yet fully exerted its full braking force, and the train speed decreases over time, but it does not immediately reach the parking state. In this process, the train speed V after the emergency brake initialization can be further calculated by the following formula:

[0125] V after emergency braking = V distance - a deceleration of emergency braking initial process × T emergency braking 90% time

[0126] Wherein: V distance represents the initial speed of the train, that is, the speed before emergency braking; a emergency braking initial process deceleration is the initial deceleration during the emergency braking process; T emergency braking 90% time is the time required for emergency braking to reach 90% braking force.

[0127] During this process, the speed of the train gradually decreases until it reaches the speed after the initial emergency braking V. The accurate calculation of this speed is crucial for further controlling the deceleration and stopping distance of the train during braking.

[0128] Furthermore, when the train enters the emergency braking phase, it first undergoes a short initialization process, which is represented by T5. During this period, the braking system is gradually established and the deceleration a1 begins to work. During the emergency braking initialization process, the train speed V2 is calculated by the formula V2 = V1-a1×T5. This formula reflects the speed change of the train in the initial deceleration stage and provides a basis for further deceleration control.

[0129] Furthermore, after the emergency brake initialization is completed, the train speed V continues to decrease according to the deceleration a of the emergency brake initial process deceleration after the emergency brake initialization. At this time, the braking force is gradually increased to the maximum value set by the system, and the train is controlled to further decelerate in the process until it reaches a complete stop state.

[0130] Through the method of the present embodiment described above, the speed change of the train at each stage during the emergency braking process can be accurately controlled to ensure that the train can slow down and stop in the safest way in an emergency. By accurately calculating the speed change after the emergency braking is initialized, the braking process of the train can be better optimized, and the running safety and efficiency of the train can be improved.

[0131] In some embodiments, the comprehensive vehicle braking deceleration is calculated using the following formula:

[0132] a2=a3-n×a4

[0133] Among them, a2 represents the vehicle's comprehensive braking deceleration, a3 represents the vehicle's braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the city.

[0134] Specifically, this embodiment proposes a calculation method for calculating the vehicle's comprehensive braking deceleration. By considering the influence of the vehicle's braking performance and the line slope, a comprehensive braking deceleration value a2 suitable for the urban railway operating environment is obtained. This value provides an accurate basis for subsequent train deceleration control and safe parking.

[0135] Furthermore, the vehicle comprehensive braking deceleration a2 is calculated by the following formula:

[0136] a2=a3-n×a4

[0137] Among them: a2 represents the comprehensive braking deceleration of the vehicle; a3 is the standard braking deceleration of the vehicle, that is, the deceleration capacity on a flat line without considering the influence of slope; n is the preset coefficient, which represents the weight of the influence of slope on deceleration, and is used to correct the influence of slope on the braking performance of the train; a4 is the minimum slope value in the urban rail operating line.

[0138] This formula can more accurately calculate the deceleration of the train under different slope conditions by correcting the effect of slope on vehicle deceleration, ensuring that the train can still brake safely when going downhill or uphill.

[0139] In one example, when taking into account the slope effect of the train running line, the comprehensive braking deceleration of the vehicle can be calculated using the following formula:

[0140] a comprehensive = a vehicle braking deceleration - 9.81 × a slope

[0141] Among them: a vehicle braking deceleration represents the maximum deceleration of the train on flat ground conditions. This value is usually determined based on the vehicle's braking system design and the train's own braking capacity; 9.81 is the acceleration of gravity, which is used to quantify the impact of the slope on the train operation; a slope represents the slope value in the urban rail line. A positive slope represents a downhill slope, and a negative slope represents an uphill slope.

[0142] This formula comprehensively considers the effect of the slope on the braking performance of the train. If the train is on a downhill section (positive slope), the train may be accelerated by gravity during braking, thereby increasing the braking distance; conversely, on an uphill section (negative slope), gravity assists braking and shortens the braking distance. Therefore, when calculating the comprehensive braking deceleration, the standard braking deceleration needs to be corrected according to the actual slope.

[0143] By using the calculation method in the above embodiment, the comprehensive braking deceleration of the vehicle under different slope conditions can be accurately calculated. This calculation method ensures that the braking performance of the urban rail train on uphill, downhill or flat lines is optimized. Regardless of the external slope conditions, the train can perform braking control according to the correct deceleration value, thereby ensuring operation safety.

[0144] It should be noted that the slope correction coefficient (9.81) in this embodiment ensures that the influence of gravity on the train operation is fully considered, and the calculation of the comprehensive deceleration enables the train to maintain stable braking performance under complex terrain conditions, avoiding insufficient or excessive braking due to the influence of the slope.

[0145] In some embodiments, the safety braking model constructed according to the safety braking distance calculation model is expressed by the following formula:

[0146] S=T2×V1+T3×V1+T4×V1+(V12-(V1-a1×T5)2) / 2×a1)+(V1-a1×

[0147] T5)2 / 2×(a3-n×a4)

[0148] Among them, S represents the safe braking distance, T2 represents the driver's reaction time, V1 represents the safe braking stopping speed value, T3 represents the traction removal time, T4 represents the emergency braking initialization time, T5 represents the time required for the train to reach the preset braking force from emergency braking, a1 represents the deceleration of the initial process of emergency braking, a3 represents the vehicle braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the urban area.

[0149] Specifically, this embodiment constructs a safe braking model based on safe braking distance, which is used to accurately calculate the safe distance S required for the train to stop completely from observing the danger signal in the manual driving mode. The model comprehensively considers multiple factors such as the reaction time of the train, the response time of the braking system, and the influence of the slope, to ensure that the train can stop at the prescribed safe distance in an emergency.

[0150] The safety braking model of the embodiment of the present application is a model constructed based on the following parameters, including: safety braking distance, driver reaction time, safety braking stopping speed value, traction cut-off time, emergency braking initialization time, the time required for the train to reach the preset braking force from emergency braking, the emergency braking initial process deceleration, vehicle braking deceleration, preset coefficient and the lowest slope value within the urban area.

[0151] Furthermore, the safe braking distance S is calculated by the following formula:

[0152] S=T2×V1+T3×V1+T4×V1+(V12-(V1-a1×T5)2) / 2×a1)+(V1-a1×

[0153] T5)2 / 2×(a3-n×a4)

[0154] Among them: S represents the safe braking distance; T2 represents the driver's reaction time, that is, the time from when the driver sees the danger signal to when he makes the braking operation; V1 represents the safe braking stopping speed value, that is, the speed of the train when emergency braking begins; T3 represents the traction cut-off time, that is, the time required for the driver to issue a braking command to the train to cut off the traction; T4 represents the emergency braking initialization time, that is, the time from when traction is cut off to when the emergency braking system starts working; T5 represents the time required for emergency braking to reach the preset braking force; a1 represents the deceleration of the initial process of emergency braking; a3 represents the standard braking deceleration of the vehicle under no-slope conditions; n is a preset coefficient used to correct the influence of slope on braking performance; a4 represents the minimum slope value within the urban area.

[0155] Furthermore, according to the above formula, the safe braking distance S includes the displacement contributions of multiple stages, and the displacements of each stage are expressed as follows:

[0156] Displacement caused by driver reaction time: During the driver reaction time T2, the train continues to travel at a speed V1, and its displacement is: L2 = T2 × V1.

[0157] Displacement caused by traction cut-off time: During the traction cut-off time T3, the train still maintains the speed V1, and the displacement in this stage is: L3 = T3 × V1.

[0158] Displacement caused by emergency braking initialization time: During the emergency braking initialization time T4, the train continues to move forward at a speed V1, and the displacement is: L4 = T4 × V1.

[0159] Deceleration displacement in the initial process of emergency braking: In the initial stage of emergency braking, the displacement is:

[0160] L5=(V12-V22) / 2×a1

[0161] This part calculates the displacement caused by the gradual decrease of train speed due to the deceleration a1 during emergency braking.

[0162] Deceleration displacement after emergency braking is completed: After emergency braking is completed and reaches 90% braking force, the train continues to decelerate until it stops. The displacement calculation formula for this stage is:

[0163] L6=V2 2 / 2a2

[0164] The vehicle's comprehensive braking deceleration takes into account the effect of the slope on the train's braking performance. When the slope is large (such as downhill), the train's deceleration ability will be affected, so the deceleration needs to be corrected.

[0165] For example, in one example, first, the relevant parameters of the train are determined, including the driver's reaction time T2, the traction cut-off time T3, the emergency brake initialization time T4, the time for the emergency brake to reach the preset braking force T5, and the train's braking deceleration a1, a3, etc.

[0166] Next, the gradient information a4 of the train running line is obtained, which reflects the minimum gradient condition of the urban rail line. The gradient affects the braking performance of the train, so the comprehensive braking deceleration of the train needs to be corrected.

[0167] Finally, the above parameters are substituted into the safe braking distance calculation formula to calculate the total braking distance S of the train in an emergency. This calculation ensures that the train can stop safely within the specified distance under emergency braking conditions.

[0168] Through the safety braking model in the above embodiment, the distance S required for the train to stop from observing the danger signal can be accurately calculated. The model takes into account the influence of various operation delays, deceleration characteristics and line slope on the braking performance of the train, ensuring the accuracy and practicality of the calculation results. Especially in the urban rail line, the change of line slope has a significant impact on the braking of the train. By correcting the deceleration, it can be effectively ensured that the train can still stop safely at the predetermined distance under the condition of a large slope.

[0169] According to the technical solution provided in the embodiments of the present application, the technical solution of the present application has at least the following advantages:

[0170] The method for determining the speed limit value in the manual driving mode of the urban railroad proposed in this application is based on the architecture and safety principles of the existing signal system, taking into account the compatibility and development needs of the system. Through scientific calculations and rigorous demonstrations, this method optimizes the speed limit setting of the train and improves the operating efficiency of the system while ensuring safety.

[0171] This application constructs a speed limit calculation model based on safe braking distance by comprehensively considering the operating characteristics of the urban rail, the braking performance of the train, and the line conditions (such as slope and other factors). This model scientifically quantifies the key factors affecting the speed limit, such as the driver's reaction time, traction removal time, emergency braking initialization time, and dynamic changes in braking force, ensuring safety under various working conditions. In particular, the refined analysis of the emergency braking process enables the speed limit in manual driving mode to be optimized within a safe range.

[0172] Therefore, this application can effectively and scientifically increase the speed limit on the basis of meeting the safety requirements of the urban rail system, significantly improving the operating efficiency and commuting capacity of the train, and ensuring the efficient operation and safe integrated development of the system.

[0173] The following is an embodiment of the device of the present application, which can be used to execute the embodiment of the method of the present application. For details not disclosed in the embodiment of the device of the present application, please refer to the embodiment of the method of the present application.

[0174] Figure 3 Schematic diagram of the structure of the speed limit value determination device in the manual driving mode of the urban railroad provided in the embodiment of the present application. Figure 3 As shown, the speed limit value determination device in the manual driving mode of the urban railroad includes:

[0175] The determination module 301 is configured to determine the set speed limit value according to the minimum turnout speed limit value and the minimum temporary speed limit value within the operation range of the urban railroad;

[0176] A construction module 302 is configured to construct a predetermined safe braking distance calculation model according to the displacement of the train at each stage from observing the danger signal to emergency braking deceleration in the manual driving mode;

[0177] The calculation module 303 is configured to construct a predetermined safety braking model according to the safety braking distance calculation model, and calculate the safety braking speed value in the manual driving mode according to the safety braking model;

[0178] The comparison module 304 is configured to compare the set speed limit value with the safety brake stop speed value to determine the urban speed limit value in the manual driving mode, wherein the urban speed limit value is the smaller value between the set speed limit value and the safety brake stop speed value.

[0179] In some embodiments, Figure 3 The determination module 301 obtains the minimum turnout speed limit value and the minimum temporary speed limit value within the operation range of the urban railroad, and determines the smaller value of the minimum turnout speed limit value and the minimum temporary speed limit value within the operation range of the urban railroad as the set speed limit value.

[0180] In some embodiments, Figure 3 Before constructing a predetermined safe braking distance calculation model according to the displacement of each stage in the process from observing the danger signal to emergency braking and deceleration in the manual driving mode, the determination module 301 determines the displacement of each stage in the process from observing the danger signal to emergency braking and deceleration based on the safety braking requirements of the train in the manual driving mode; wherein the displacement of each stage includes the displacement caused by the driver's reaction time, the displacement caused by the traction removal time, the displacement caused by the emergency braking initialization time, the displacement caused by the time required for the emergency braking to reach a preset braking force, and the displacement caused by the braking deceleration of the train.

[0181] In some embodiments, Figure 3 The construction module 302 constructs a safe braking distance calculation model based on the displacement of the train in each stage from observing the danger signal to emergency braking deceleration in the manual driving mode, and is expressed by the following combination:

[0182] S=L2+L3+L4+L5+L6

[0183] L2=T2×V1

[0184] L3=T3×V1

[0185] L4=T4×V1

[0186] L5=(V12-V22) / 2×a1

[0187] L6=V2 2 / 2a2

[0188] Among them, S represents the safe braking distance, L2 represents the displacement caused by the driver's reaction time, L3 represents the displacement caused by the traction removal time, L4 represents the displacement caused by the emergency braking initialization time, L5 represents the displacement caused by the time required for the emergency braking to reach the preset braking force, L6 represents the displacement caused by the train braking deceleration, T2 represents the driver's reaction time, T3 represents the traction removal time, T4 represents the emergency braking initialization time, V1 represents the safe braking stopping speed value, V2 represents the vehicle speed value after the emergency braking initialization time, a1 represents the emergency braking initial process deceleration, and a2 represents the vehicle's comprehensive braking deceleration.

[0189] In some embodiments, the vehicle speed value after the emergency brake initialization time is calculated using the following formula:

[0190] V2=V1-a1×T5

[0191] Among them, V2 represents the vehicle speed value after the emergency braking initialization time, V1 represents the safety braking stopping speed value, a1 represents the deceleration of the initial process of emergency braking, and T5 represents the time required for the train to reach the preset braking force from emergency braking.

[0192] In some embodiments, the comprehensive vehicle braking deceleration is calculated using the following formula:

[0193] a2=a3-n×a4

[0194] Among them, a2 represents the vehicle's comprehensive braking deceleration, a3 represents the vehicle's braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the city.

[0195] In some embodiments, Figure 3 The safe braking model constructed by the calculation module 303 according to the safe braking distance calculation model is expressed by the following formula:

[0196] S=T2×V1+T3×V1+T4×V1+(V12-(V1-a1×T5)2) / 2×a1)+(V1-a1×

[0197] T5)2 / 2×(a3-n×a4)

[0198] Among them, S represents the safe braking distance, T2 represents the driver's reaction time, V1 represents the safe braking stopping speed value, T3 represents the traction removal time, T4 represents the emergency braking initialization time, T5 represents the time required for the train to reach the preset braking force from emergency braking, a1 represents the deceleration of the initial process of emergency braking, a3 represents the vehicle braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the urban area.

[0199] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the 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 present application.

[0200] Figure 4 Schematic diagram of an electronic device 4 provided in an embodiment of the present application. Figure 4 As shown, the electronic device 4 of this embodiment includes: a processor 401, a memory 402, and a computer program 403 stored in the memory 402 and executable on the processor 401. When the processor 401 executes the computer program 403, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 401 executes the computer program 403, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0201] The electronic device 4 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 4 may include, but is not limited to, a processor 401 and a memory 402. Those skilled in the art will appreciate that Figure 4 The electronic device 4 is merely an example and does not limit the electronic device 4 , and may include more or less components than those shown in the figure, or different components.

[0202] The processor 401 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0203] The memory 402 may be an internal storage unit of the electronic device 4, for example, a hard disk or memory of the electronic device 4. The memory 402 may also be an external storage device of the electronic device 4, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 4. The memory 402 may also include both an internal storage unit and an external storage device of the electronic device 4. The memory 402 is used to store computer programs and other programs and data required by the electronic device.

[0204] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0205] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (e.g., a computer-readable storage medium). Based on this understanding, the present application implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium, and the computer program can implement the steps of the above-mentioned various method embodiments when executed by the processor. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. Computer-readable storage media may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0206] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for determining a speed limit value in a manual driving mode of an urban railroad, characterized in that: include: The set speed limit value is determined based on the lowest turnout speed limit value and the lowest temporary speed limit value within the operating range of the urban railroad; According to the displacement of the train in each stage from observing the danger signal to emergency braking deceleration in manual driving mode, a predetermined safe braking distance calculation model is constructed; Constructing a predetermined safe braking model according to the safe braking distance calculation model, and calculating a safe braking stopping speed value in a manual driving mode according to the safe braking model; The set speed limit value is compared with the safety brake parking speed value to determine the urban speed limit value in the manual driving mode, wherein the urban speed limit value is the smaller value between the set speed limit value and the safety brake parking speed value.

2. The method according to claim 1, characterized in that The setting speed limit value is determined according to the minimum turnout speed limit value and the minimum temporary speed limit value within the operation range of the urban railroad, including: The minimum turnout speed limit value and the minimum temporary speed limit value within the operating range of the urban railroad are obtained, and the smaller value of the minimum turnout speed limit value and the minimum temporary speed limit value within the operating range of the urban railroad is determined as the set speed limit value.

3. The method according to claim 1, characterized in that Before constructing a predetermined safe braking distance calculation model according to the displacement of the train in each stage from observing the danger signal to emergency braking deceleration in the manual driving mode, the method further includes: Based on the safety braking requirements of the train in manual driving mode, determine the displacement of each stage from observing danger signals to emergency braking and deceleration; The displacements in each stage include the displacement caused by the driver's reaction time, the displacement caused by the traction removal time, the displacement caused by the emergency braking initialization time, the displacement caused by the time required for the emergency braking to reach the preset braking force, and the displacement caused by the train braking deceleration.

4. The method according to claim 3, characterized in that According to the displacement of the train in each stage from observing the danger signal to emergency braking and deceleration in the manual driving mode, the safe braking distance calculation model is constructed using the following combination: S=L2+L3+L4+L5+L6 L2=T2×V1 L3=T3×V1 L4=T4×V1 L5=(V12-V22) / 2×a1 <h2 style=";text-align:left;direction:ltr">L6=V2<h2 style=";text-align:left;direction:ltr"> 2 <h2 style=";text-align:left;direction:ltr"> / 2a2 Among them, S represents the safe braking distance, L2 represents the displacement caused by the driver's reaction time, L3 represents the displacement caused by the traction removal time, L4 represents the displacement caused by the emergency braking initialization time, L5 represents the displacement caused by the time required for the emergency braking to reach the preset braking force, L6 represents the displacement caused by the train braking deceleration, T2 represents the driver's reaction time, T3 represents the traction removal time, T4 represents the emergency braking initialization time, V1 represents the safe braking stopping speed value, V2 represents the vehicle speed value after the emergency braking initialization time, a1 represents the emergency braking initial process deceleration, and a2 represents the vehicle's comprehensive braking deceleration.

5. The method according to claim 4, characterized in that The vehicle speed value after the emergency brake initialization time is calculated using the following formula: V2=V1-a1×T5 Among them, V2 represents the vehicle speed value after the emergency braking initialization time, V1 represents the safety braking stopping speed value, a1 represents the deceleration of the initial process of emergency braking, and T5 represents the time required for the train to reach the preset braking force from emergency braking.

6. The method according to claim 4, characterized in that The comprehensive vehicle braking deceleration is calculated using the following formula: a2=a3-n×a4 Among them, a2 represents the vehicle's comprehensive braking deceleration, a3 represents the vehicle's braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the city.

7. The method according to claim 4, characterized in that The safety braking model constructed according to the safety braking distance calculation model is expressed by the following formula: S=T2×V1+T3×V1+T4×V1+(V12-(V1-a1×T5)2) / 2×a1)+(V1-a1× T5)2 / 2×(a3-n×a4) Among them, S represents the safe braking distance, T2 represents the driver's reaction time, V1 represents the safe braking stopping speed value, T3 represents the traction removal time, T4 represents the emergency braking initialization time, T5 represents the time required for the train to reach the preset braking force from emergency braking, a1 represents the deceleration of the initial process of emergency braking, a3 represents the vehicle braking deceleration, n represents the preset coefficient, and a4 represents the lowest slope value within the urban area.

8. A device for determining a speed limit value in a manual driving mode of an urban railway, characterized in that: include: A determination module is configured to determine a set speed limit value according to a minimum turnout speed limit value and a minimum temporary speed limit value within the operation range of the urban railroad; A building module is configured to build a predetermined safe braking distance calculation model according to the displacement of the train at each stage from observing the danger signal to emergency braking deceleration in the manual driving mode; a calculation module configured to construct a predetermined safety braking model according to the safety braking distance calculation model, and calculate a safety braking parking speed value in a manual driving mode according to the safety braking model; A comparison module is configured to compare the set speed limit value with the safety brake parking speed value to determine the urban speed limit value in the manual driving mode, wherein the urban speed limit value is the smaller value between the set speed limit value and the safety brake parking speed value.

9. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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