Train running speed control method and related equipment

Abstract

The invention discloses a train running speed control method and related equipment, and relates to the technical field of train control. Comprising the steps of receiving a temporary speed limit command; when the speed limit type of the temporary speed limit command comprises common temporary speed limit, generating a first maximum speed limit curve according to a line fixed speed limit, a train construction speed limit, a train mode speed limit and a strict temporary speed limit included in the temporary speed limit command; generating a second most limited speed curve according to the line fixed limited speed, the train construction limited speed, the train mode limited speed and the strict temporary limited speed and the common temporary limited speed included in the temporary speed limiting command; a first dynamic emergency braking curve is generated according to the first most limited speed curve, and a first dynamic service braking curve is generated according to the second most limited speed curve; the speed of the train is controlled according to the first dynamic emergency braking curve and the first dynamic service braking curve, and emergency braking of the train under the temporary speed limiting conditions such as wind, rain and snow can be avoided.

Description

Technical Field

[0001] The present application relates to the field of train control technology, and in particular to a train speed control method and related equipment. Background Art

[0002] When a train encounters severe weather such as strong winds, rain or snow and needs to slow down, the dispatcher will set a temporary speed limit command on the computing device of the dispatch center. The temporary speed limit command set by the dispatcher is sent to the on-board equipment of the train through the temporary speed limit server, so that the on-board equipment of the train can control the train to slow down according to the temporary speed limit command.

[0003] After receiving the temporary speed limit command, the on-board equipment will supervise the train to slow down to below the speed limit before the temporary speed limit takes effect. If the train is running too fast or too close to the temporary speed limit area when receiving the temporary speed limit command, the driver does not have time to slow down, and the running speed exceeds the emergency brake intervention speed calculated by the on-board equipment, the on-board equipment will output the emergency brake to control the train to stop. The driver can only operate to release the emergency brake and continue to drive the train after the train stops.

[0004] For high-speed railways, emergency braking in severe weather conditions such as strong winds, rain and snow affects the operating efficiency of the passenger dedicated line and reduces the riding comfort experience of passengers. At the same time, emergency braking at high speeds will also cause varying degrees of damage to the wheels and rails. Summary of the invention

[0005] In view of the above problems, the present application provides a train speed control method and related equipment.

[0006] In order to solve the above technical problems, this application proposes the following solutions:

[0007] In a first aspect, the present application provides a method for controlling a train speed, the method comprising: receiving a temporary speed limit command; when the speed limit type of the temporary speed limit command includes an ordinary temporary speed limit, generating a first maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; generating a second maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; generating a first dynamic emergency braking curve according to the first maximum speed limit curve, and generating a first dynamic common braking curve according to the second maximum speed limit curve; and controlling the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0008] In combination with the first aspect, in one possible implementation, when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic common braking curve, the maximum common braking is applied to slow down the train; when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic emergency braking curve, the emergency braking is applied to stop the train.

[0009] In combination with the first aspect, in another possible implementation, when the train applies maximum common braking and the running speed at the second position is less than the speed indicated by the second position in the first dynamic common braking curve, the maximum common braking of the train is relieved; a second emergency braking curve is generated according to the second most limiting speed curve; and the running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

[0010] In combination with the first aspect, in another possible implementation, when the running speed of the train at the first position is less than or equal to the speed indicated at the first position in the first dynamic common braking curve, a second emergency braking curve is generated according to the second most limiting speed curve; and the running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

[0011] In combination with the first aspect, in another possible implementation method, when the speed limit type of the temporary speed limit command is a strict temporary speed limit, a third maximum speed limit curve is generated according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; a third emergency braking curve and a second dynamic common braking curve are generated according to the third maximum speed limit curve; and the running speed of the train is controlled according to the third emergency braking curve and the second dynamic common braking curve.

[0012] In combination with the first aspect, in another possible implementation method, if the temporary speed limit command includes one temporary speed limit message, the strict temporary speed limit and the ordinary temporary speed limit are determined according to the temporary speed limit message; if the temporary speed limit command includes multiple temporary speed limit messages, the temporary speed limit messages are superimposed to obtain the target temporary speed limit interval and the strict temporary speed limit and the ordinary temporary speed limit implemented in the target temporary speed limit interval.

[0013] In a second aspect, the present application provides a train speed control system, which includes: an on-board device and a temporary speed limit server, wherein the on-board device is used to: receive a temporary speed limit command; when the speed limit type of the temporary speed limit command includes an ordinary temporary speed limit, generate a first maximum speed limit curve according to the fixed speed limit of the line, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; generate a second maximum speed limit curve according to the fixed speed limit of the line, the train structure speed limit, the train mode speed limit and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; generate a first dynamic emergency braking curve according to the first maximum speed limit curve, and generate a first dynamic common braking curve according to the second maximum speed limit curve; and control the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0014] In combination with the second aspect, in a possible implementation method, the on-board equipment is specifically used to: when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic common braking curve, apply the maximum common braking to slow down the train; when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic emergency braking curve, apply the emergency braking to stop the train.

[0015] In combination with the second aspect, in another possible implementation method, the on-board equipment is specifically used to: when the train applies maximum common braking, when the running speed at the second position is less than the speed indicated by the second position in the first dynamic common braking curve, relieve the maximum common braking of the train; generate a second emergency braking curve according to the second most limiting speed curve; and control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0016] In combination with the second aspect, in another possible implementation method, the on-board equipment is specifically used to: when the running speed of the train at the first position is less than or equal to the speed indicated by the first position in the first dynamic common braking curve, generate a second emergency braking curve according to the second maximum limiting speed curve; control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0017] In combination with the second aspect, in another possible implementation method, the on-board equipment is specifically used for: when the speed limit type of the temporary speed limit command is only a strict temporary speed limit, generating a third maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; generating a third emergency braking curve and a second dynamic common braking curve according to the third maximum speed limit curve; and controlling the running speed of the train according to the third emergency braking curve and the second dynamic common braking curve.

[0018] In combination with the second aspect, in another possible implementation method, the vehicle-mounted device is specifically used to: if the temporary speed limit command includes one temporary speed limit message, determine the strict temporary speed limit and the ordinary temporary speed limit according to the temporary speed limit message; if the temporary speed limit command includes multiple temporary speed limit messages, superimpose each temporary speed limit message to obtain the target temporary speed limit interval and the strict temporary speed limit and the ordinary temporary speed limit implemented in the target temporary speed limit interval.

[0019] In a third aspect, the present application provides a train speed control device, the train speed control device comprising:

[0020] A receiving module, used for receiving a temporary speed limit command sent by a temporary speed limit server;

[0021] a first generating module, configured to generate a first maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command when the speed limit type of the temporary speed limit command includes the ordinary temporary speed limit;

[0022] A second generating module is used to generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command;

[0023] A third generating module, used to generate a first dynamic emergency braking curve according to the first most limiting speed curve, and to generate a first dynamic common braking curve according to the second most limiting speed curve;

[0024] The control module is used to control the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0025] In combination with the third aspect, in one possible implementation, the control module is specifically used to: when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic common braking curve, apply the maximum common braking to slow down the train; when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic emergency braking curve, apply the emergency braking to stop the train.

[0026] In combination with the third aspect, in another possible implementation method, the third generation module is also used to: when the train applies maximum common braking, when the running speed at the second position is less than the speed indicated by the second position in the first dynamic common braking curve, relieve the maximum common braking of the train; generate a second emergency braking curve according to the second most limiting speed curve; and control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0027] In combination with the third aspect, in another possible implementation method, the control module is specifically used to: when the running speed of the train at the first position is less than or equal to the speed indicated by the first position in the first dynamic common braking curve, generate a second emergency braking curve according to the second maximum limiting speed curve; control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0028] In combination with the third aspect, in another possible implementation method, the first generation module is also used to: when the speed limit type of the temporary speed limit command is only a strict temporary speed limit, generate a third maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; the third generation module is also used to: generate a third emergency braking curve and a second dynamic common braking curve according to the third maximum speed limit curve; the control module is also used to: control the running speed of the train according to the third emergency braking curve and the second dynamic common braking curve.

[0029] In combination with the third aspect, in another possible implementation method, the first generation module is also used to: if the temporary speed limit command includes one temporary speed limit message, determine the strict temporary speed limit and the ordinary temporary speed limit according to the temporary speed limit message; if the temporary speed limit command includes multiple temporary speed limit messages, superimpose each temporary speed limit message to obtain the target temporary speed limit interval and the strict temporary speed limit and the ordinary temporary speed limit implemented in the target temporary speed limit interval.

[0030] In order to achieve the above-mentioned purpose, according to the fourth aspect of the present application, a storage medium is provided, which includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the train speed control method of the above-mentioned first aspect.

[0031] In order to achieve the above-mentioned purpose, according to the fifth aspect of the present application, an electronic device is provided, which includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the train speed control method of the first aspect mentioned above.

[0032] By means of the above technical solution, the technical solution provided by this application has at least the following advantages:

[0033] The present application provides a train speed control method and related equipment. Since the on-board equipment of the present application does not consider the ordinary temporary speed limit when calculating the first dynamic emergency braking curve, as long as the train is not in an overspeeding state before receiving the ordinary temporary speed limit, the on-board equipment will definitely not output emergency braking due to the ordinary temporary speed limit. The on-board equipment of the train only needs to apply the maximum common braking to the train according to the first dynamic common braking curve to slow down the train. In this way, the on-board equipment can use the maximum common braking to supervise and protect against temporary speed limits caused by sudden wind, rain, snow, etc., to avoid emergency braking of the train under temporary speed limits such as wind, rain, snow, etc., thereby ensuring the safe operation of the train while reducing manual participation and improving the transportation efficiency and passenger comfort of the passenger dedicated line.

[0034] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0036] Figure 1 A schematic diagram of the structure of a train speed control system provided by an embodiment of the present application is shown;

[0037] Figure 2 A schematic diagram of train speed monitoring when a train does not receive a normal temporary speed limit provided by an embodiment of the present application is shown;

[0038] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is shown;

[0039] Figure 4 A flow chart of a train speed control method provided by an embodiment of the present application is shown;

[0040] Figure 5 A schematic diagram of a speed position relationship in which TSR1 and TSR2 do not overlap is shown in an embodiment of the present application;

[0041] Figure 6 A schematic diagram of the speed position relationship of TSR1 and TSR2 connected end to end provided in an embodiment of the present application is shown;

[0042] Figure 7 A schematic diagram of the speed position relationship of TSR1 and TSR2 with overlapping areas provided in an embodiment of the present application is shown;

[0043] Figure 8 A schematic diagram showing the speed position relationship of a TSR1 including a TSR2 provided in an embodiment of the present application is shown;

[0044] Fig. 9 A schematic diagram of train speed monitoring after a train receives a normal temporary speed limit provided by an embodiment of the present application is shown;

[0045] Fig.10 Another schematic diagram of monitoring the train speed after a train receives a common temporary speed limit provided by an embodiment of the present application is shown;

[0046] Fig.11 A schematic diagram of speed monitoring after a train speed is less than a normal temporary speed limit provided by an embodiment of the present application is shown;

[0047] Fig.12 A schematic structural diagram of a train speed control device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0048] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0049] In the embodiments of the present application, the terms "first" and "second" do not have a logical or temporal dependency, nor do they limit the quantity and execution order. It should also be understood that although the following description uses the terms first, second, etc. to describe various elements, these elements should not be limited by the terms. These terms are only used to distinguish one element from another element.

[0050] In the embodiments of the present application, the term "at least one" means one or more, and the term "plurality" means two or more.

[0051] It should also be understood that the term "if" may be interpreted as "when" or "upon" or "in response to determining" or "in response to detecting." Similarly, the phrase "if it is determined that ..." or "if [a stated condition or event] is detected" may be interpreted as "upon determining that ..." or "in response to determining that ..." or "upon detecting [a stated condition or event]" or "in response to detecting [a stated condition or event]," depending on the context.

[0052] To facilitate understanding of the solutions of the present application, a brief introduction to the relevant concepts is first given as follows.

[0053] Temporary Speed ​​Restriction Server (TSRS): It is used to generate speed limit information for a train when the line on which the train is expected to run becomes inoperable (for example, due to construction, disaster, equipment failure, etc.), and control the train to run according to the speed limit information, that is, to control the train to run at the speed indicated by the speed limit information within the range indicated by the speed limit information.

[0054] The above is an introduction to the technical terms involved in the embodiments of the present application, which will not be repeated below.

[0055] The implementation of the embodiments of the present application will be described in detail below with reference to the accompanying drawings.

[0056] For example, see Figure 1 , Figure 1 A schematic diagram of a train speed control system to which the technical solution provided by the present application is applicable is shown. The train speed control system 100 may include a computing device 110, a server 120 and an onboard device 130. The computing device 110, the server 120 and the onboard device 130 are connected via network communication.

[0057] In the China Train Control System (CTCS), the computing device 110 sends driving information to the on-board device 130 in real time through wireless communication. The on-board device 130 communicates wirelessly with the computing device 110 through the on-board radio. The on-board device 130 parses the wireless message sent by the computing device 110 according to the communication protocol to obtain corresponding information.

[0058] When the train needs to slow down in severe weather such as strong winds, rain and snow, the dispatcher sets a temporary speed limit command on the computing device 110 and issues the temporary speed limit command to the train through the computing device 110. That is, the computing device 110 sends the temporary speed limit command to the server 120, so that the server 120 generates speed limit information according to the temporary speed limit command and sends the speed limit information to the on-board device 130 of the train, thereby realizing accurate control of the train.

[0059] The server 120 may be a temporary speed limit server. The temporary speed limit server is a control system based on a signal failure safety computer. It can realize the centralized management of the temporary speed limit command of the entire line, aiming to ensure the safety of the speed limit setting of the train control and ensure the smooth implementation of the speed limit plan.

[0060] In the embodiment of the present application, the temporary speed limit server generates speed limit information according to the temporary speed limit command, and the temporary speed limit command includes route information, strict temporary speed limit, ordinary temporary speed limit, speed limit type, etc., to control the vehicle-mounted device 130 to operate according to the speed limit information. The route information includes the starting point and end point of the route, the position of the transponder on the route, the kilometer mark information on the route, the link break information, etc.

[0061] The onboard device 130 may be an Automatic Train Protection (ATP) system. The ATP system is used to prevent trains from speeding, colliding, and other dangerous situations that may occur when the train is running. The system transmits the maximum safe speed limit signal to the train through the track, and continuously compares the actual speed of the train with the maximum safe speed. If the actual speed of the train exceeds the maximum safe speed, the system will instruct the train to perform emergency braking to prevent the train from speeding. At the same time, the system will ensure that when the train is in emergency braking, there is enough unoccupied road ahead for the train to stop without colliding.

[0062] The on-board device 130 is used to generate a most restrictive speed profile (MostRestrictive Speed ​​Profile, MRSP) according to factors such as line fixed speed limit, line temporary speed limit, train construction speed and mode speed limit during the operation of the train, and then generate a dynamic service brake curve (Service Brake Intervention supervision limit, SBI) and an emergency brake curve (EmergencyBrake Intervention supervision limit, EBI) based on the most restrictive speed profile to monitor the operation of the train. Figure 2The schematic diagram of a train speed monitoring when a train does not receive a normal temporary speed limit provided by an embodiment of the present application is shown, wherein the horizontal axis represents the distance traveled by the train, and the vertical axis represents the speed, and thus the relationship between "speed and distance" is shown according to the horizontal and vertical axes.

[0063] In an embodiment of the present application, the on-board device 130 receives a temporary speed limit command sent by the server 120; when the speed limit type of the temporary speed limit command includes ordinary temporary speed limit, a first maximum speed limit curve is generated according to the fixed speed limit of the line, the speed limit of the train structure, the speed limit of the train mode and the strict temporary speed limit included in the temporary speed limit command; a second maximum speed limit curve is generated according to the fixed speed limit of the line, the speed limit of the train structure, the speed limit of the train mode and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; a first dynamic emergency braking curve is generated according to the first maximum speed limit curve, and a first dynamic common braking curve is generated according to the second maximum speed limit curve; the running speed of the train is controlled according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0064] Figure 3 The hardware structure of an electronic device provided in this application can be the computing device 110, the server 120 and the vehicle-mounted device 130 mentioned above.

[0065] like Figure 3 As shown, the electronic device 300 includes a processor 310 , a communication circuit 320 and a communication interface 330 .

[0066] Optionally, the electronic device 300 may further include a memory 340 . The processor 310 , the memory 340 and the communication interface 330 may be connected via a communication line 320 .

[0067] The processor 310 may be a central processing unit (CPU), a general-purpose processor, a network processor (NP), a digital signal processor (DSP), a microprocessor, a microcontroller, a programmable logic device (PLD), or any combination thereof. The processor 310 may also be any other device with processing functions, such as a circuit, a device, or a software module, without limitation.

[0068] In one example, the processor 310 may include one or more CPUs, such as Figure 3 CPU0 and CPU2 in.

[0069] As an optional implementation, the electronic device 300 includes multiple processors, for example, in addition to the processor 310, it may also include a processor 370. The communication line 320 is used to transmit information between the components included in the electronic device 300.

[0070] The communication interface 330 is used to communicate with other devices or other communication networks. The other communication networks may be Ethernet, Radio Access Network (RAN), Wireless Local Area Networks (WLAN), etc. The communication interface 330 may be a module, a circuit, a transceiver or any device capable of achieving communication.

[0071] The memory 340 is used to store instructions, where the instructions may be computer programs.

[0072] Among them, the memory 340 can be a read-only memory (ROM) or other types of static storage devices that can store static information and / or instructions, or a random access memory (RAM) or other types of dynamic storage devices that can store information and / or instructions, or an electrically erasable programmable read-only memory (EEPROM), a compact disc read-only memory (CD-ROM) or other optical disc storage, optical disc storage (including compressed optical disc, laser disc, optical disc, digital versatile disc, Blu-ray disc, etc.), magnetic disk storage medium or other magnetic storage devices, etc., without limitation.

[0073] It should be noted that the memory 340 may exist independently of the processor 310 or may be integrated with the processor 310. The memory 340 may be used to store instructions or program codes or some data, etc. The memory 340 may be located inside the electronic device 300 or outside the electronic device 300, without limitation.

[0074] The processor 310 is used to execute the instructions stored in the memory 340 to implement the communication method provided in the following embodiments of the present application. For example, when the electronic device 300 is a terminal or a chip in a terminal, the processor 310 can execute the instructions stored in the memory 340 to implement the steps performed by the transmitting end in the following embodiments of the present application.

[0075] As an optional implementation, the electronic device 300 further includes an output device 350 and an input device 360. The output device 350 may be a device such as a display, a speaker, etc. that can output data of the electronic device 300 to a user. The input device 360 ​​may be a device such as a keyboard, a mouse, a microphone, or a joystick that can input data to the electronic device 300.

[0076] In the embodiment of the present application, when the electronic device 300 is a vehicle-mounted device 130, the output device may be a driver-machine interface (DMI). When the vehicle-mounted device 130 receives a temporary speed limit command of a normal temporary speed limit type sent by the server 120, the reason for the temporary speed limit will be displayed on the human-machine interface according to the temporary speed limit command. For example, speed limit due to high winds, speed limit due to overspeed braking, speed limit due to rain or snow, etc.

[0077] It should be pointed out that Figure 3 The structure shown in the figure does not constitute a limitation on the electronic device, except Figure 3 In addition to the components shown, the electronic device may include more or fewer components than shown, or combine certain components, or arrange the components differently.

[0078] The train speed control system and application scenarios described in the embodiments of the present application are intended to more clearly illustrate the technical solutions of the embodiments of the present application, and do not constitute a limitation on the technical solutions provided in the embodiments of the present application. Ordinary technicians in this field can know that with the evolution of the train speed control system and the emergence of new business scenarios, the technical solutions provided in the embodiments of the present application are also applicable to similar technical problems.

[0079] Next, the train speed control method is described in detail with reference to the accompanying drawings. Figure 4 A flow chart of a train speed control method provided in this application. The method is applied to a train with Figure 1 The train speed control system of the hardware structure shown in the figure specifically includes the following steps:

[0080] Step 410: Receive a temporary speed limit command.

[0081] When a train encounters severe weather such as strong winds, rain or snow and needs to slow down, the dispatcher will set a temporary speed limit command on the computing device of the dispatch center. The temporary speed limit command set by the dispatcher is sent to the on-board equipment of the train through the temporary speed limit server, so that the on-board equipment of the train can control the train to slow down according to the temporary speed limit command.

[0082] Due to local thunderstorms and other conditions in the natural climate, there are situations where, on the line where the train operates, in the first operating section, heavy rain requires the train to run at a reduced speed, in the second operating section, the weather is clear and the normal operating speed can be restored, and in the third operating section, there is heavy rain again and the train needs to run at a reduced speed. Therefore, in the implementation mode of this application, the temporary speed limit commands received by the on-vehicle device include one or more pieces of temporary speed limit information, and the speed limit types of the temporary speed limit commands include ordinary temporary speed limits and strict temporary speed limits.

[0083] In one implementation mode, when there is only one operating section on the train's line where bad weather requires the train to run at a reduced speed, the temporary speed limit command received by the on-vehicle device includes one piece of temporary speed limit information. The temporary speed limit information includes line information, strict temporary restricted speed, ordinary temporary restricted speed, speed limit type, etc. The line information includes the starting point, ending point, etc. of the line with the temporary speed limit. At this time, the strict temporary restricted speed and the ordinary temporary restricted speed are determined according to the temporary speed limit message.

[0084] In another implementation mode, when there are multiple operating sections on the train's line where bad weather requires the train to run at a reduced speed, the temporary speed limit command received by the on-vehicle device includes multiple pieces of temporary speed limit information. At this time, it is necessary to perform superposition processing on each piece of temporary speed limit message to obtain the target temporary speed limit section and the strict temporary restricted speed and ordinary temporary restricted speed executed on the target temporary speed limit section.

[0085] This application takes the example that the received temporary speed limit command includes two pieces of temporary speed limit messages for illustration. For example, the identifiers of the two pieces of temporary speed limit messages included in the temporary speed limit command are TRS1 and TRS2 respectively. Assume that the speed limit starting point of TSR1 is D1, the speed limit ending point is D2, the ordinary temporary restricted speed is V1, the speed limit starting point of TSR2 is D3, the speed limit ending point is D4, the ordinary temporary restricted speed is V2, and the permitted speed determined by the train movement authority is SSP. Then, on the premise of temporarily not considering the positional relationship with the balise, performing superposition processing on these two pieces of temporary speed limit messages will obtain the following 12 test scenarios.

[0086] As Figure 5 shown, if TSR1 and TSR2 do not overlap, that is, D1 < D2 < D3 < D4, there are three situations: V1 > V2, V1 = V2, and V1 < V2. When V1 > V2, the ordinary temporary restricted speed in the D1 - D2 section is V1, and the ordinary temporary restricted speed in the D3 - D4 section is V2. When V1 = V2, the ordinary temporary restricted speed in the D1 - D2 section is V1, and the ordinary temporary restricted speed in the D3 - D4 section is V2. When V1 < V2, the ordinary temporary restricted speed in the D1 - D2 section is V1, and the ordinary temporary restricted speed in the D3 - D4 section is V2.

[0087] As Figure 6As shown, if TSR1 and TSR2 are connected end to end, that is, when D1 < D2 = D3 < D4, there are three cases: V1 > V2, V1 = V2, and V1 < V2. When V1 > V2, the normal temporary speed limit in the D1 - D2 interval is V1, and the normal temporary speed limit in the D3 - D4 interval is V2. When V1 = V2, the normal temporary speed limit in the D1 - D4 interval is V1 (V2). When V1 < V2, the normal temporary speed limit in the D1 - D2 interval is V1, and the normal temporary speed limit in the D3 - D4 interval is V2.

[0088] As Figure 7 shown, if TSR1 and TSR2 have an overlapping area, that is, when D1 < D3 < D2 < D4, there are three cases: V1 > V2, V1 = V2, and V1 < V2. When V1 > V2, the normal temporary speed limit in the D1 - D3 interval is V1, and the normal temporary speed limit in the D3 - D4 interval is V2. When V1 = V2, the normal temporary speed limit in the D1 - D4 interval is V1 (V2). When V1 < V2, the normal temporary speed limit in the D1 - D2 interval is V1, and the normal temporary speed limit in the D2 - D4 interval is V2.

[0089] As Figure 8 shown, if TSR1 contains TSR2, that is, when D1 < D3 < D4 < D2, there are three cases: V1 > V2, V1 = V2, and V1 < V2. When V1 > V2, the normal temporary speed limit in the D1 - D3 interval is V1, the normal temporary speed limit in the D3 - D4 interval is V2, and the normal temporary speed limit in the D4 - D2 interval is V1. When V1 = V2, the normal temporary speed limit in the D1 - D2 interval is V1 (V2). When V1 < V2, the normal temporary speed limit in the D1 - D2 interval is V1.

[0090] It should be noted that for the case where the received temporary speed limit command includes more than two temporary speed limit messages, the superposition processing principle adopted is the same, that is, it is equivalent to combining and processing to obtain a target temporary speed limit interval and the strict temporary speed limit and normal temporary speed limit executed on the target temporary speed limit interval. Therefore, the embodiments of this application will not be elaborated here.

[0091] Step 420, when the speed limit type of the temporary speed limit command includes normal temporary speed limit, generate a first maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit, and the strict temporary speed limit included in the temporary speed limit command.

[0092] After receiving the temporary speed limit command in step 410, the system will determine the type of the temporary speed limit command. If it is determined that the speed limit type includes ordinary temporary speed limit, a first most restricted speed curve is generated. The generated first most restricted speed curve is subject to the speed limit. The speed limit includes but is not limited to the fixed speed limit of the line (i.e., the highest safe speed that the line itself can withstand), the train structure speed limit (the maximum operating speed determined by the physical structure and design of the train), the train mode speed limit (according to the current operating mode of the train, such as energy-saving mode, normal mode or acceleration mode, etc.), and the strict temporary speed limit and ordinary temporary speed limit included in the temporary speed limit command.

[0093] At present, in order to prevent trains from running at the permitted speed determined by the train driving permit under weather conditions such as wind, rain, snow, etc., causing unnecessary safety risks, it is necessary to temporarily limit the speed of trains under weather conditions such as wind, rain, snow, etc.

[0094] After receiving the temporary speed limit command, the on-board equipment will supervise the train to slow down to below the speed limit value before the temporary speed limit takes effect. If the train is running too fast when the temporary speed limit command is received, or is too close to the temporary speed limit area, the driver does not have time to slow down, and the running speed exceeds the emergency braking intervention speed calculated by the on-board equipment, the on-board equipment will apply emergency braking to control the train to stop. The driver can only operate to relieve the emergency brake and continue to drive the train after the train stops. However, for high-speed railways, trains do not need emergency braking in weather conditions such as wind, rain and snow. Emergency braking will affect the operating efficiency of passenger dedicated lines and reduce the comfort experience of passengers. At the same time, applying emergency braking at high speeds will also cause varying degrees of damage to the wheels and rails.

[0095] Therefore, this application divides the types of temporary speed limit commands into ordinary temporary speed limit and strict temporary speed limit. Temporary speed limits such as wind, rain, snow, etc. that do not require emergency braking are set as ordinary temporary speed limits, and temporary speed limits such as emergencies (such as fires, floods, earthquakes, traffic accidents, etc.) and road damage that will cause safety risks if emergency braking is not performed are set as strict temporary speed limits.

[0096] After the on-board equipment receives a temporary speed limit of the ordinary temporary speed limit type, if the ordinary temporary speed limit included in the temporary speed limit command is higher than the maximum speed limit curve calculated by the on-board equipment before receiving the temporary speed limit command, this means that the ordinary temporary speed limit received by the on-board equipment at this time is not the most stringent speed limit condition, and the ordinary temporary speed limit has no effect on the speed of the train.

[0097] After the on-board device receives a temporary speed limit whose speed limit type is ordinary temporary speed limit, if the ordinary temporary speed limit included in the temporary speed limit command is lower than the maximum speed limit curve calculated by the on-board device before receiving the temporary speed limit command, this indicates that the on-board device may apply brakes due to the ordinary temporary speed limit. At this time, the first maximum speed limit curve is generated according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command.

[0098] In addition, it should be noted that the fixed speed limit of the line is the highest safe operating speed determined by the physical characteristics and design standards of the line. It reflects the maximum operating speed that the line can withstand under specific conditions (such as track structure, curve radius, slope, etc.). The train structure speed limit is the maximum operating speed determined by the physical structure and design parameters of the train, taking into account factors such as the weight, axle weight, suspension system, and braking system of the train to ensure that the train will not fail or have an accident due to structural problems when running at high speed. The train mode speed limit is the speed limit set according to the current operating mode of the train (such as energy-saving mode, normal mode, acceleration mode, etc.). The strict temporary speed limit in the temporary speed limit command is a temporary speed limit set due to other factors other than weather factors such as wind and snow. The first most limited speed curve is the most limited speed of the train determined according to the line on which the train runs, the train structure, the train operation mode, and other factors affecting the train operation (such as weather or train maintenance, etc.).

[0099] Step 430: Generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command.

[0100] After the on-board equipment receives a temporary speed limit of the speed limit type being ordinary temporary speed limit, if the ordinary temporary speed limit included in the temporary speed limit command is lower than the maximum speed limit curve calculated by the on-board equipment before receiving the temporary speed limit command, the on-board equipment generates a second maximum speed limit curve based on the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command.

[0101] In this step, the ordinary temporary speed limit in the temporary speed limit command is a temporary speed limit set by the dispatcher according to weather conditions (such as strong wind, rain, snow, hail, etc.).

[0102] Step 440: Generate a first dynamic emergency braking curve according to the first most limiting speed curve, and generate a first dynamic regular braking curve according to the second most limiting speed curve.

[0103] According to the braking parameters provided by the vehicle manufacturer, for EMU trains running at high speed, the braking force of the maximum common braking deceleration and the emergency braking deceleration are basically the same, and the train speed can be reduced to below the allowable speed of the temporary speed limit in a similar time.

[0104] According to relevant railway standards, when a train is traveling in the ceiling speed curve monitoring area, if the train exceeds the maximum common braking intervention speed, the on-board equipment will apply the maximum common braking. When the train decelerates to below the allowed speed, the on-board equipment can automatically relieve the maximum common braking. To this end, the present application generates a first dynamic emergency braking curve according to the first most limiting speed curve, and generates a first dynamic common braking curve according to the second most limiting speed curve, so that the on-board equipment controls the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0105] Since the on-board equipment of this application does not consider the ordinary temporary speed limit when calculating the first dynamic emergency braking curve, as long as the train is not in an overspeeding state before receiving the ordinary temporary speed limit, the on-board equipment will definitely not output emergency braking due to the ordinary temporary speed limit. The on-board equipment of the train only needs to apply the maximum common braking to the train according to the first dynamic common braking curve to slow down the train. In this way, the on-board equipment can use the maximum common braking to supervise and protect against temporary speed limits caused by sudden wind, rain, snow, etc., and avoid emergency braking of the train under temporary speed limits such as wind, rain, snow, etc., thereby ensuring the safe operation of the train while reducing manual participation and improving the transportation efficiency and passenger comfort of the passenger dedicated line.

[0106] Step 450: Control the running speed of the train according to the first dynamic emergency braking curve and the first dynamic normal braking curve.

[0107] In one embodiment, when the running speed of the train at the first position is less than or equal to the speed indicated at the first position in the first dynamic common braking curve, it means that the running speed of the train at this time is lower than the speed at the first position in the first dynamic common braking curve, and the running speed of the train at this time is safe and will not be affected by the ordinary temporary speed limit, and the on-board equipment does not need to apply brakes. The on-board equipment generates a second emergency braking curve according to the second most limited speed curve, and controls the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve. That is, when the running speed of the train at the third position is greater than the speed indicated at the third position in the first dynamic common braking curve, the maximum common braking is applied to slow down the train. When the running speed of the train at the third position is greater than the speed indicated at the third position in the second emergency braking curve, the emergency brake is applied to stop the train.

[0108] like Fig. 9As shown, MRSP1 is the first most restricted speed curve generated according to the line fixed speed limit, train structure speed limit, train mode speed limit and the strict temporary speed limit included in the temporary speed limit command. MRSP2 is the second most restricted speed curve generated according to the line fixed speed limit, train structure speed limit, train mode speed limit and the strict temporary speed limit and ordinary temporary speed limit included in the temporary speed limit command. EBI is the first dynamic emergency brake curve generated according to the first most restricted speed curve. SBI is the first dynamic common brake curve generated according to the second most restricted speed curve. The running speed of the train is less than the SBI curve, which means that the running speed of the train does not exceed the allowable speed of the SBI curve at this time, and the on-board equipment does not need to apply braking.

[0109] In another embodiment, if Fig.10 As shown, when the running speed of the train in the first position is greater than the speed indicated in the first position in the first dynamic common braking curve, the maximum common braking is applied to slow down the train. The purpose is that when the speed of the train in the first position exceeds the speed allowed by the common braking curve, the on-board equipment will automatically start the common braking system to reduce the speed of the train.

[0110] When the train applies maximum common braking and the running speed at the second position is less than the speed indicated at the second position in the first dynamic common braking curve, the on-board equipment can automatically relieve the maximum common braking without the need for the driver to intervene.

[0111] The reason why the ordinary temporary speed limit is not considered when calculating the first dynamic emergency braking curve is to avoid emergency braking of the train under conditions such as wind, rain, snow, etc. However, conditions such as wind, rain, snow, etc. will still have a certain impact on the operation of the train. In order to ensure that the train can run safely under conditions such as wind, rain, snow, etc., the train still needs to consider the ordinary temporary speed limit in the emergency braking curve after controlling the speed of the train below the allowed speed according to the first dynamic common braking curve. Therefore, after the on-board equipment automatically relieves the maximum common braking, the application generates a second emergency braking curve according to the second most limited speed curve, and controls the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0112] Specifically, when the running speed of the train at the third position is greater than the speed indicated by the third position in the first dynamic common braking curve, the maximum common braking is applied to decelerate the train. When the running speed of the train at the third position is greater than the speed indicated by the third position in the second emergency braking curve, the emergency braking is applied to stop the train.

[0113] like Fig.11As shown, when the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic common braking curve, the maximum common braking is applied to slow down the train. When the running speed of the train is reduced to a speed below the speed allowed by the first dynamic common braking curve, the on-board equipment automatically releases the maximum common braking, and then generates a second emergency braking curve according to the second most limited speed curve. If the train exceeds the speed again during the running process, the running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve to ensure the safe operation of the train.

[0114] In another embodiment, when the speed limit type of the temporary speed limit command is a strict temporary speed limit, a third maximum speed limit curve is generated according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; a third emergency braking curve and a second dynamic common braking curve are generated according to the third maximum speed limit curve; and the running speed of the train is controlled according to the third emergency braking curve and the second dynamic common braking curve.

[0115] In addition, when the on-board equipment receives the command to cancel the temporary speed limit sent by the temporary speed limit server, the corresponding ordinary temporary speed limit information is deleted from the storage area, and the on-board equipment generates the maximum speed limit curve according to the fixed speed limit of the line, the speed limit of the train structure, and the speed limit of the train mode. The on-board equipment maintains and calculates a maximum speed limit curve. The on-board equipment calculates the dynamic common braking curve and the emergency braking curve based on the new maximum speed limit curve, and timely adjusts the train operation control strategy according to the newly calculated dynamic common braking curve and the emergency braking curve to ensure that the train runs at the most reasonable speed under the premise of safety, thereby improving the efficiency and comfort of the train operation. The specific operation method is as follows:

[0116] First, after receiving the command to cancel the temporary speed limit sent by the temporary speed limit server, the on-board device accurately deletes the ordinary temporary speed limit information from the storage area according to the ordinary temporary speed limit information in the temporary speed limit command. This storage area is usually an area dedicated to storing various speed limit commands and related data. In order to ensure that the corresponding target information can be quickly found for deletion, it is marked when the command is created so that its ordinary temporary speed limit information has a unique identity. The method of quickly locating and deleting by finding the unique identity can ensure that the subsequent calculation and control process is not interfered by the canceled speed limit.

[0117] Secondly, after deleting the ordinary temporary speed limit information, the on-board equipment will regenerate the maximum speed limit curve according to the fixed speed limit of the line, the speed limit of the train structure, and the speed limit of the train mode. By comprehensively considering the above factors, the on-board equipment can generate a maximum speed limit curve that is more in line with the current actual situation. And this curve represents the maximum allowable speed of the train at different positions and operating conditions without temporary speed limit. It should be noted that the fixed speed limit of the line is determined based on the design standards and actual physical characteristics of the railway line. Different sections may have different fixed speed limits due to factors such as curve radius, slope, and track quality. The on-board equipment will accurately obtain the fixed speed limit of the current section through interaction with the railway line database or pre-stored line information. The train structure speed limit mainly depends on factors such as the train's own mechanical structure, braking system performance, and power system capacity. Trains of different models and types will have different structural speed limits due to differences in their design and manufacturing. The on-board equipment will determine the train structure speed limit by reading the train's own parameter information or communicating with the train control system. The train mode speed limit is related to the current operating mode of the train. For example, in autonomous driving mode, there may be specific speed limits to ensure safety and stability; in manual driving mode, the speed limit may be adjusted based on the driver's operating experience and skills, and the on-board equipment will accurately determine the train mode speed limit based on the current train operation mode.

[0118] Finally, after generating a new maximum speed limit curve, the dynamic common braking curve and the emergency braking curve are further calculated based on this curve. The dynamic common braking curve takes into account the braking performance, inertia, running resistance and other factors of the train, and ensures that the train can be decelerated in a relatively stable and safe manner when the train running speed needs to be reduced but has not reached an emergency. The emergency braking curve is the strongest braking curve used when the train faces an emergency, such as when the speed exceeds the safety limit or when a sudden danger occurs. It aims to stop the train at the fastest speed to ensure the safety of passengers and trains. It can be seen that the running speed of the train is controlled according to the newly calculated dynamic common braking curve and emergency braking curve. If the running speed of the train exceeds the speed allowed by the dynamic common braking curve, the on-board equipment will automatically start the common braking system to slow down the train. If the speed of the train further exceeds the speed allowed by the emergency braking curve, the emergency braking system will be immediately started to stop the train as soon as possible. It can be understood that in order to realize the functions in the above embodiments, the computer device includes hardware structures and / or software modules corresponding to the execution of each function. Those skilled in the art should be easily aware that, in combination with the units and method steps of each example described in the embodiments disclosed in this application, this application can be implemented in the form of hardware or a combination of hardware and computer software. Whether a function is executed in the form of hardware or computer software driving hardware depends on the specific application scenario and design constraints of the technical solution.

[0119] Furthermore, as a response to the above Figure 4 The implementation of the method embodiment shown in the figure, the embodiment of the present application provides a train speed control device. The embodiment of the device corresponds to the aforementioned method embodiment. For ease of reading, this embodiment will not repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in this embodiment can correspond to all the contents of the aforementioned method embodiment. Fig.12 As shown, the train speed control device 1200 includes:

[0120] The receiving module 1210 is used to receive a temporary speed limit command sent by a temporary speed limit server;

[0121] A first generating module 1220, configured to generate a first maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command when the speed limit type of the temporary speed limit command includes the ordinary temporary speed limit;

[0122] The second generating module 1230 is used to generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command;

[0123] The third generating module 1240 is used to generate a first dynamic emergency braking curve according to the first most limiting speed curve, and to generate a first dynamic regular braking curve according to the second most limiting speed curve;

[0124] The control module 1250 is used to control the running speed of the train according to the first dynamic emergency braking curve and the first dynamic normal braking curve.

[0125] Further, such as Fig.12 As shown, the control module 1250 is specifically used for: when the running speed of the train at the first position is greater than the speed indicated at the first position in the first dynamic common braking curve, applying the maximum common braking to slow down the train; when the running speed of the train at the first position is greater than the speed indicated at the first position in the first dynamic emergency braking curve, applying the emergency braking to stop the train.

[0126] Further, such as Fig.12 As shown, the third generation module 1240 is also used to: when the train applies maximum common braking and the running speed at the second position is less than the speed indicated by the second position in the first dynamic common braking curve, relieve the maximum common braking of the train; generate a second emergency braking curve according to the second most limiting speed curve; and control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0127] Further, such as Fig.12 As shown, the control module 1250 is specifically used to: when the running speed of the train at the first position is less than or equal to the speed indicated at the first position in the first dynamic common braking curve, generate a second emergency braking curve according to the second most limiting speed curve; and control the running speed of the train according to the second emergency braking curve and the first dynamic common braking curve.

[0128] Further, such as Fig.12 As shown, the first generating module 1220 is also used for: when the speed limit type of the temporary speed limit command is a strict temporary speed limit, generating a third maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; the third generating module 1240 is also used for: generating a third emergency braking curve and a second dynamic common braking curve according to the third maximum speed limit curve; the control module 1250 is also used for: controlling the running speed of the train according to the third emergency braking curve and the second dynamic common braking curve.

[0129] Further, such as Fig.12As shown, the first generation module 1220 is also used for: if the temporary speed limit command includes one temporary speed limit message, determining the strict temporary speed limit and the ordinary temporary speed limit according to the temporary speed limit message; if the temporary speed limit command includes multiple temporary speed limit messages, superimposing each temporary speed limit message to obtain a target temporary speed limit interval and the strict temporary speed limit and the ordinary temporary speed limit executed in the target temporary speed limit interval.

[0130] An embodiment of the present application provides a storage medium on which a program is stored, and when the program is executed by a processor, the train speed control method is implemented.

[0131] An embodiment of the present application provides a processor, which is used to run a program, wherein the train speed control method is executed when the program is run.

[0132] The present application also provides a computer program product, which, when executed on a data processing device, is suitable for executing a program that is initialized with the following method steps: receiving a temporary speed limit command; when the speed limit type of the temporary speed limit command includes an ordinary temporary speed limit, generating a first maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; generating a second maximum speed limit curve according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; generating a first dynamic emergency braking curve according to the first maximum speed limit curve, and generating a first dynamic common braking curve according to the second maximum speed limit curve; and controlling the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

[0133] Furthermore, when the running speed of the train in the first position is greater than the speed indicated in the first position in the first dynamic common braking curve, the maximum common braking is applied to decelerate the train; when the running speed of the train in the first position is greater than the speed indicated in the first position in the first dynamic emergency braking curve, the emergency braking is applied to stop the train.

[0134] Furthermore, when the train applies maximum common braking and the running speed at the second position is less than the speed indicated at the second position in the first dynamic common braking curve, the maximum common braking of the train is relieved; a second emergency braking curve is generated according to the second most limiting speed curve; and the running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

[0135] Furthermore, when the running speed of the train at the first position is less than or equal to the speed indicated at the first position in the first dynamic common braking curve, a second emergency braking curve is generated according to the second most limiting speed curve; and the running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

[0136] Furthermore, when the system receives a temporary speed limit command, it determines the speed limit type of the temporary speed limit command. If the speed limit type does not include ordinary temporary speed limit, that is, it is only a strict temporary speed limit, a third maximum speed limit curve is generated according to the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; a third emergency braking curve and a second dynamic common braking curve are generated according to the third maximum speed limit curve; and the running speed of the train is controlled according to the third emergency braking curve and the second dynamic common braking curve, wherein the generation method of the third maximum speed limit curve is the same as the generation method of the first maximum speed limit curve, both of which are constrained by the line fixed speed limit, the train structure speed limit, the train mode speed limit and the strict temporary speed limit parameters included in the temporary speed limit command, and the generation method of the third emergency braking curve is also the same as the generation method of the first emergency braking curve, both of which are generated according to the maximum speed limit curve.

[0137] Furthermore, in another possible implementation, if the temporary speed limit command includes a temporary speed limit message, the strict temporary speed limit and the ordinary temporary speed limit are determined according to the temporary speed limit message; if the temporary speed limit message shows that an operating interval includes an ordinary temporary speed limit, then it indicates whether the temporary speed limit message also includes a strict temporary speed limit. If the strict temporary speed limit is not included, the information in the ordinary temporary speed limit is directly determined to determine the target speed limit interval and the corresponding speed. If the strict temporary speed limit is included, it is further determined whether the strict temporary speed limit and the ordinary temporary speed limit are in the same target speed limit interval. If so, the speeds at the same position in the target speed limit interval are compared, and the smaller one of the strict temporary speed limit and the ordinary temporary speed limit is used as the maximum operating speed at the position. If the strict temporary speed limit and the ordinary temporary speed limit are not in the same target speed limit interval, the target speed limit interval and the corresponding speed are determined separately. If the temporary speed limit command includes multiple temporary speed limit messages, the multiple temporary speed limit messages may be at least one strict temporary speed limit, at least one ordinary temporary speed limit, only a strict temporary speed limit, or one ordinary temporary speed limit. After confirming that the temporary speed limit command includes multiple temporary speed limit messages, each temporary speed limit message is superimposed, specifically including: after receiving multiple temporary speed limit messages, first determine whether the multiple temporary speed limit messages are invalid messages, that is, due to certain factors, the temporary speed limit message is a temporary speed limit message for a section that has already been run, or a temporary speed limit message that is not for this section. If it is an invalid message, delete it and record it in the system log. When the number of invalid messages reaches a preset value, an alarm is issued to remind the dispatcher that there is an abnormality in the sending of temporary speed limit messages on this line. If it is not an invalid message, it is then checked whether there are multiple temporary speed limit messages for the same road section. If so, the last temporary speed limit message sent for the same road section is determined based on the sending time of the temporary speed limit message, or the last temporary speed limit message received for the same road section is determined based on the receiving time of the temporary speed limit message. In this case, network delays and other situations in which the system cannot receive the temporary speed limit information are ignored.After completing the above judgment, the speed limit type is determined according to multiple temporary speed limit messages, and matching is performed according to the relevant information in the speed limit type. During the matching process, if strict temporary speed limit and ordinary temporary speed limit exist at the same time, the temporary speed limit message with the speed limit type of strict temporary speed limit is matched first, such as determining the minimum speed limit among multiple strict temporary speed limits of the same operating interval as the speed limit of the operating interval, and then matching the speed of the same operating interval in the ordinary temporary speed limit with the operating interval as the benchmark, wherein the matching method is also to select the minimum speed limit as the speed limit on the interval, and then obtain the target temporary speed limit interval and the strict temporary speed limit and ordinary temporary speed limit executed on the target temporary speed limit interval. If the speed limit type is determined according to multiple temporary speed limit messages and is only the strict temporary speed limit, matching is performed according to the relevant information in the strict temporary speed limit, such as determining the minimum speed limit among multiple strict temporary speed limits of the same operating interval as the speed limit of the operating interval. If the speed limit type is determined based on multiple temporary speed limit messages and is only an ordinary temporary speed limit, a match is performed based on the relevant information in the ordinary temporary speed limit. For example, among multiple ordinary temporary speed limits for the same operating interval, the minimum speed limit is determined as the speed limit for the operating interval.

[0138] Furthermore, if the temporary speed limit command includes one temporary speed limit message, the strict temporary speed limit and the ordinary temporary speed limit are determined according to the temporary speed limit message; if the temporary speed limit command includes multiple temporary speed limit messages, the temporary speed limit messages are superimposed to obtain the target temporary speed limit interval and the strict temporary speed limit and the ordinary temporary speed limit implemented in the target temporary speed limit interval.

[0139] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0140] In a typical configuration, the device includes one or more processors (CPU), memory and bus. The device may also include input / output interface, network interface and the like.

[0141] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip. The memory is an example of a computer-readable medium.

[0142] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0143] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0144] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0145] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.

Claims

1. A train speed control method, characterized in that: The method comprises: Receive a temporary speed limit command; When the speed limit type of the temporary speed limit command includes ordinary temporary speed limit, generating a first maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; Generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; generating a first dynamic emergency braking curve according to the first most limiting speed curve, and generating a first dynamic regular braking curve according to the second most limiting speed curve; The running speed of the train is controlled according to the first dynamic emergency braking curve and the first dynamic normal braking curve.

2. The method according to claim 1, characterized in that: Controlling the running speed of the train according to the first dynamic emergency braking curve and the first dynamic regular braking curve includes: When the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic common braking curve, applying maximum common braking to decelerate the train; When the running speed of the train at the first position is greater than the speed indicated by the first position in the first dynamic emergency braking curve, emergency braking is applied to stop the train.

3. The method according to claim 2, characterized in that The method further comprises: When the train applies maximum common braking and the running speed at the second position is less than the speed indicated by the second position in the first dynamic common braking curve, relieving the maximum common braking of the train; generating a second emergency braking curve according to the second most limiting speed curve; The running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

4. The method according to claim 1, characterized in that: Controlling the running speed of the train according to the first dynamic emergency braking curve and the first dynamic regular braking curve also includes: When the running speed of the train at the first position is less than or equal to the speed indicated by the first position in the first dynamic common braking curve, generating a second emergency braking curve according to the second most limiting speed curve; The running speed of the train is controlled according to the second emergency braking curve and the first dynamic common braking curve.

5. The method according to claim 1, characterized in that The method further comprises: When the speed limit type of the temporary speed limit command is only a strict temporary speed limit, generating a third most restricted speed curve according to the line fixed restricted speed, the train configuration restricted speed, the train mode restricted speed and the strict temporary restricted speed included in the temporary speed limit command; generating a third emergency braking curve and a second dynamic common braking curve according to the third most limiting speed curve; The running speed of the train is controlled according to the third emergency braking curve and the second dynamic common braking curve.

6. The method according to claim 1, characterized in that The method further comprises: If the temporary speed limit command includes one temporary speed limit message, determining the strict temporary speed limit and the common temporary speed limit according to the temporary speed limit message; If the temporary speed limit command includes multiple temporary speed limit messages, each of the temporary speed limit messages is superimposed to obtain a target temporary speed limit interval and a strict temporary speed limit and a common temporary speed limit implemented in the target temporary speed limit interval.

7. A train speed control system, characterized in that: The system includes: an on-vehicle device and a temporary speed limit server, wherein the on-vehicle device is used to: Receiving a temporary speed limit command sent by the temporary speed limit server; When the speed limit type of the temporary speed limit command includes ordinary temporary speed limit, generating a first maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit and the strict temporary speed limit included in the temporary speed limit command; Generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the ordinary temporary speed limit included in the temporary speed limit command; generating a first dynamic emergency braking curve according to the first most limiting speed curve, and generating a first dynamic regular braking curve according to the second most limiting speed curve; The running speed of the train is controlled according to the first dynamic emergency braking curve and the first dynamic normal braking curve.

8. A train speed control device, characterized in that: The device comprises: A receiving module, used to receive a temporary speed limit command sent by the temporary speed limit server; a first generating module, configured to generate a first maximum speed limit curve according to a line fixed speed limit, a train configuration speed limit, a train mode speed limit and a strict temporary speed limit included in the temporary speed limit command when the speed limit type of the temporary speed limit command includes a common temporary speed limit; A second generating module is used to generate a second maximum speed limit curve according to the line fixed speed limit, the train configuration speed limit, the train mode speed limit, and the strict temporary speed limit and the common temporary speed limit included in the temporary speed limit command; A third generating module, configured to generate a first dynamic emergency braking curve according to the first most limiting speed curve, and to generate a first dynamic regular braking curve according to the second most limiting speed curve; A control module is used to control the running speed of the train according to the first dynamic emergency braking curve and the first dynamic common braking curve.

9. A storage medium, characterized in that: The storage medium includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the train speed control method according to any one of claims 1 to 6.

10. An electronic device, characterized in that: The device includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the train speed control method as described in any one of claims 1-6.

Images