Urban rail transit train adjusting method and device

Abstract

The invention discloses an adjusting method and device for an urban rail transit train, and the method comprises the steps: determining the operation state of the train; under the condition that the train is in an abnormal operation state, whether a manual level command and a manual stop command exist at a current station where the train arrives or not is determined, and the abnormal operation state comprises a morning arrival state and a late arrival state; and according to the existence of the manual grade command and the manual stop command of the current station, the current stop duration of the train and the running speed parameter of the train in the next interval are adjusted based on different adjustment strategies, and the next interval is the running interval between the current station and the next station of the train.

Description

Technical Field

[0001] The present application relates to the technical field of train adjustment, and in particular to an adjustment method and device for an urban rail transit train. Background Art

[0002] In the field of urban rail transit, automatic train adjustment is an important function of the Automatic Train Supervision (ATS) system. Through this function, ATS can compare the actual entry and exit times of trains with the original planned times, and adjust the platform stop time, section running time, and running speed (or level) of the running train based on the comparison results, so that urban rail transit trains can run according to the planned timetable as much as possible.

[0003] Existing automatic train adjustment technology generally simply adjusts the station stop time and the train's operating level within the section to reduce the deviation between the actual train operation and the timetable, thereby reducing the train's early or late time and controlling the train's actual operation to be consistent with the planned operation.

[0004] However, in actual operation, the operation of the train may be interfered with by manual commands, and the existing automatic train adjustment technology does not take into account the impact of manual commands, resulting in poor actual adjustment effects. Summary of the invention

[0005] To this end, this application discloses the following technical solutions:

[0006] The first aspect of the present application provides an adjustment method for an urban rail transit train, comprising:

[0007] Determine the running status of the train;

[0008] When the train is in an abnormal operation state, determining whether there is a manual grade command and a manual stop command at the current station where the train arrives, wherein the abnormal operation state includes an early arrival state and a late arrival state;

[0009] According to the presence or absence of the manual level command and the manual stop command at the current station, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies. The next section is the running section between the current station and the next station of the train.

[0010] A second aspect of the present application provides an adjustment device for an urban rail transit train, comprising:

[0011] A first determining unit, used to determine the running state of the train;

[0012] A second determining unit is used to determine whether there is a manual grade command and a manual stop command at a current station where the train arrives when the train is in an abnormal operation state, wherein the abnormal operation state includes an early arrival state and a late arrival state;

[0013] An adjustment unit is used to adjust the current stop duration of the train and the running speed parameters of the train in the next section based on different adjustment strategies according to the presence or absence of the manual level command and the manual stop command at the current station, and the next section is the running section between the current station and the next station of the train.

[0014] The beneficial effects of this application are:

[0015] When adjusting the running speed parameters of a train, the adjustment method of the present application can adopt different adjustment strategies to adjust the running speed parameters of the train according to whether there is a manual level command and a manual stop command at the current station the train arrives at, thereby obtaining a better adjustment effect. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, 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 embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0017] Figure 1 It is a flow chart of a method for adjusting the running grade of a stepped speed train when the stepped speed train arrives at a station early, provided by an embodiment of the present application;

[0018] Figure 2 It is a flow chart of a method for adjusting early-arriving trains at non-originating stations provided in an embodiment of the present application;

[0019] Figure 3 It is a flow chart of a method for adjusting the running grade of a stepped speed train when the stepped speed train arrives late, provided by an embodiment of the present application;

[0020] Figure 4 is a flow chart of an adjustment method for a delayed arriving train provided in an embodiment of the present application;

[0021] Figure 5 It is a flow chart of a method for adjusting the running grade of a stepped speed train when the stepped speed train leaves a station, provided by an embodiment of the present application;

[0022] Figure 6It is a flow chart of a method for adjusting the interval running time of a continuously variable speed train when the continuously variable speed train arrives at a station earlier, provided by an embodiment of the present application;

[0023] Figure 7 It is a flow chart of another method for adjusting early-arriving trains at non-originating stations provided in an embodiment of the present application;

[0024] Figure 8 It is a flow chart of a method for adjusting the interval running time of a continuously variable speed train in case of a delayed arrival of a continuously variable speed train provided by an embodiment of the present application;

[0025] Fig. 9 is a flow chart of another adjustment method for delayed arriving trains provided in an embodiment of the present application;

[0026] Fig.10 It is a flow chart of a method for adjusting the interval running time of a continuously variable speed train when the continuously variable speed train leaves a station, provided by an embodiment of the present application;

[0027] Fig.11 It is a flow chart of an adjustment method of an urban rail transit train provided in an embodiment of the present application;

[0028] Fig.12 It is a structural schematic diagram of an adjustment device for an urban rail transit train provided in an embodiment of the present application. DETAILED DESCRIPTION

[0029] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0030] The adjustment method of the urban rail transit train provided in this embodiment can be used to adjust a continuously variable speed train or a stepped speed train. When used to adjust a continuously variable speed train, the method of this embodiment can directly adjust the running speed of the train. When used to adjust a stepped speed train, the method of this embodiment can adjust the running level of the train, and adjust the running speed of the train by adjusting the running level.

[0031] Embodiment 1

[0032] This embodiment provides a method for adjusting the running grade of a step-speed train when the step-speed train arrives at a station early. Figure 1 , which is a flow chart of the method.

[0033] S101, determining the running status of the train.

[0034] The running status of a train can be any one of arriving early, arriving on time, arriving late, and leaving the station.

[0035] When the ATS system detects that a train arrives at any station, it can compare the actual arrival time at the station with the planned arrival time of the train at the station set in the planned timetable. If the actual arrival time is before the planned time, for example, the actual arrival time is 5:10 and the planned time is 5:15, the operation status is determined to be early arrival; if the actual arrival time is consistent with the planned time, for example, both are 5:15, the operation status is determined to be on-time arrival; if the actual arrival time is after the planned time, for example, the actual arrival time is 5:20 and the planned time is 5:15, the operation status is determined to be late arrival.

[0036] When the ATS system detects that a train leaves any station, it determines that the train's operating status is leaving the station.

[0037] When it is determined that the train is in a state of arriving at the station early, step S102 is executed.

[0038] S102, determining whether the current station belongs to a transfer track or a return track.

[0039] If the current station belongs to the transfer track or the return track, execute step S103; if the current station does not belong to the transfer track and does not belong to the return track, execute step S104.

[0040] The current station refers to the station that the train arrives at in S101. For example, when the train arrives at subway station A, it is determined that the train is in a state of arriving early, so S102 is executed, and at this time, subway station A is the current station.

[0041] The current station belongs to the transfer track, which means that multiple train lines intersect at the current station. Combined with the above example, if subway station A is a station for both line 1 and line 2, then subway station A belongs to the transfer track.

[0042] The current station is a reversing track, which means that after the train arrives at the current station, it needs to turn back from the current station. For example, the original route of the train is to start from station C, pass through station B and arrive at subway station A. If subway station A is a reversing track, after the train arrives at subway station A, it needs to run in the opposite direction from subway station A, pass through station B, and go to station C.

[0043] S103, adjusting the stop time of the current station according to the planned arrival time of the next station and the actual arrival time of the current station.

[0044] In this step, the stop time of the current station may not be limited by the maximum stop time manually set in the ATS system. That is, the value range of the stop time adjusted in step S103 may be the minimum stop time dt set in the system. min To infinity.

[0045] Specifically, the stop time at the current station can be adjusted according to the following formula (1) or (2).

[0046] dt i =tsa i+1 -ta i -Rs, (1).

[0047] dt i =ds i +Et i , (2).

[0048] Among them, i represents the current station, and i+1 represents the next station indicated in the train's running route. For example, after the train arrives at subway station A, it needs to go to subway station B according to the running route instructions. Then i represents subway station A, and i+1 represents subway station B. i Indicates the planned stop duration at the current station. This value can be obtained from the planned timetable.

[0049] tsa indicates the scheduled time for the train to arrive at the corresponding station in the planned timetable, for example tsa i+1 =5:30, indicating that the train is scheduled to arrive at the next station at 5:30. Rs represents the planned running time from the current station to the next station, for example, tsa i Equal to 5:20, tsa i+1 =5:30, then the planned running time from the current station to the next station is 10 minutes. The above values ​​can be obtained by querying the train and the current station from the planned timetable. ta represents the actual arrival time of the train at the corresponding station, for example ta i =5:18, indicating that the train actually arrives at the current station at 5:18. Et represents the early time the train arrives at the corresponding station, for example, tsa i Equal to 5:20, i is equal to 5:18, indicating that the train arrives at the current station 2 minutes earlier than the scheduled time, then Et i Equals 2 minutes.

[0050] S104, determining whether there is a manual level command and a manual stop command.

[0051] Manual grade commands can be manually input by rail transit dispatchers. The command is used to set the operating grade of the train to the grade specified in the command.

[0052] Manual stop command can be manually input by rail transit dispatcher, which is used to set the stop time of the train at the current station to the stop time specified in the command, or to set the train to skip a stop at the current station. Skipping a stop at a station means that the train does not stop when it arrives at the station, but passes through the station directly.

[0053] Depending on whether there is a manual level command and a manual stop command, any one of steps S105 to S108 may be executed.

[0054] Specifically, if there is a manual grade command and a manual stop command, step S105 can be executed; if there is no manual grade command and no manual stop command, step S106 can be executed; if there is a manual grade command and no manual stop command, that is, there is only a manual grade command, step S107 can be executed; if there is no manual grade command and there is a manual stop command, that is, there is only a manual stop command, step S108 can be executed.

[0055] S105, setting the interval operation level and the current stop duration according to the manual level command and the manual stop command.

[0056] The interval operation level refers to the operation level of the train when it travels between the current station and the next station. In step S105, the interval operation level of the train can be set to a manual level command. For example, if the manual level command specifies the operation level as level 2, the interval operation level is set to level 2.

[0057] The current stop duration may be the duration for which the train stops at the current station. In step S105, if the manual stop command specifies a duration, the duration specified by the manual stop command may be set as the current stop duration. For example, if the manual stop command specifies a stop for 4 minutes, the current stop duration is set to 4 minutes. If the manual stop command specifies that the train skips a stop at the current station, the current stop duration is set to 0 minutes, i.e., the train does not stop at the current station.

[0058] S106, adjusting the interval operation level and the current stop time according to the actual arrival time of the train at the current station, the breakfast time and the planned timetable.

[0059] See also Figure 2 , step S106 may specifically include the following steps.

[0060] S1061, determine whether the current station is a departure station.

[0061] If the current station is the departure station, execute step S1062; if the current station is not the departure station, execute step S1063.

[0062] S1062, determine the current stop duration according to the planned timetable.

[0063] In step S1062, the planned departure time of the current station can be obtained from the planned timetable, and the actual arrival time of the train at the current station is subtracted from the planned departure time of the train at the current station, and the resulting time is used as the current stop time.

[0064] For example, in the planned timetable, the scheduled departure time of the train at the current station is 10 hours, 15 minutes and 30 seconds (10:15:30), and the actual arrival time of the train at the current station is 10 hours, 14 minutes (10:14:00). Then the time obtained by subtracting the latter from the former is 1 minute and 30 seconds, so the current stop time of the train is determined to be 1 minute and 30 seconds.

[0065] S1063, determining whether the train's breakfast duration is within the breakfast duration range.

[0066] The breakfast duration range may include a preset breakfast duration upper limit Et max and the minimum length of breakfast min The specific values ​​of both can be adjusted as needed without limitation. For example, the upper limit can be 120 seconds and the lower limit can be 10 seconds. If the train's breakfast duration is greater than or equal to the lower limit and less than or equal to the upper limit, it is determined that the breakfast duration is within the breakfast duration range; otherwise, it is determined that the breakfast duration is not within the breakfast duration range.

[0067] If the train's breakfast time at the current station is less than the lower limit of the breakfast time, it means that the actual operation of the train deviates little from the planned timetable, and the effect of adjusting the train's operation level is minimal at this time; if the train's breakfast time at the current station is greater than the upper limit of the breakfast time, it means that the actual operation of the train deviates from the planned timetable beyond the adjustment capacity, and the effect of adjusting the train's operation level at this time cannot correct this deviation.

[0068] Therefore, if the train's breakfast duration is not within the breakfast duration range, the method of this embodiment ends without making any adjustments.

[0069] If the train's breakfast duration is within the breakfast duration range, execute step S1064.

[0070] S1064, determining whether the train satisfies the first adjustment condition.

[0071] If the first adjustment condition is met, step S1065 is executed; if the first adjustment condition is not met, step S1066 is executed.

[0072] The first adjustment condition can be expressed as: min(|ta i +ds i +G-tsai+1 |) <Et i -T0, tsa i Indicates the scheduled time for the train to arrive at the current station as set in the planned timetable.

[0073] G is the set of rt corresponding to all operating levels. For any operating level, the rt corresponding to this operating level can be understood as the time it takes for the train to depart from the current station and arrive at the next station when running at this operating level, that is, the interval running time corresponding to this operating level. T0 represents the deviation time threshold for adjusting the operating level, which is used to judge whether the subsequent adjustment behavior is effective.

[0074] The first adjustment condition can be understood as substituting rt corresponding to each operating level into |ta i +ds i +G-tsa i +1|, take the minimum value, if the minimum value is less than Et i -T0, it is determined that the train meets the first adjustment condition. If the minimum value is not less than Et i -T0, it is determined that the train does not meet the first adjustment condition.

[0075] S1065, setting the planned stop duration as the current stop duration, and adjusting the interval operation level according to the planned operation duration.

[0076] The planned running time Rt can be calculated according to formula (3): Rt = tsa i+1 -ta i , (3).

[0077] After obtaining the planned running time, the train running level pl between the current station and the next station can be determined according to the following formula (4).

[0078] pl=R -1 (min(|G–Rt|)), (4).

[0079] Among them, R represents the mapping from set P to set G, R -1 It represents the mapping from set G to set P, where set P is the set of all operation levels. Formula (4) is equivalent to determining the interval operation time with the smallest deviation from the planned operation time, and determining the operation level corresponding to the interval operation time that meets the condition as the interval operation level of the train between the current station and the next station.

[0080] S1066, adjusting the interval operation level according to the planned operation time, and determining the current stop time according to the interval operation time corresponding to the planned operation time and the interval operation level.

[0081] For the method of adjusting the interval operation level according to the planned operation time, see step S1065.

[0082] Determine the current stop time dt based on the planned operation time and the interval operation time corresponding to the interval operation level i The method can be expressed by the following formula (5).

[0083] dt i = max(min(maximum stop time, planned stop time - (planned operation time - interval operation time)), minimum stop time), (5).

[0084] That is to say, in step S1066, the difference between the planned operating time and the interval operating time can be calculated first, and then the difference can be subtracted from the planned stop time to obtain a calculation result, and then the minimum value can be determined between the calculation result and the maximum stop time, and the minimum value between the two can be compared with the minimum stop time. If the minimum value is greater than the minimum stop time, the current stop time is determined to be the minimum value; if the minimum value is less than or equal to the minimum stop time, the current stop time is determined to be the minimum stop time.

[0085] S107, setting the interval operation level according to the manual level command, and determining the current stop time according to the planned operation time and the interval operation time.

[0086] In step S107, the manner of setting the interval operation level according to the manual level command can refer to step S105.

[0087] The method for determining the current stop duration based on the planned operation duration and the interval operation duration is as follows:

[0088] First, determine whether the current station is the originating station;

[0089] If the current station is the departure station, the current stop duration dt can be determined according to formula (6): i , dt i =tsa i+1 -(ta i +rt x ), (6), where rt x Indicates the interval operation duration corresponding to interval operation level x;

[0090] If the current station is not the departure station, it is possible to first determine whether the train's breakfast duration is within the breakfast duration range. If so, the current stop duration can be determined according to the aforementioned formula (5). If not, the adjustment method of this embodiment ends.

[0091] S108, setting the current stop duration according to the manual stop command, and setting the interval operation level according to the current stop duration.

[0092] In step S108, the current stop time dt is set according to the manual stop command. i The method can refer to step S105.

[0093] After determining the current stop duration, it can be determined whether the train's breakfast duration is within the breakfast duration range. If not, the adjustment method of this embodiment ends. If within the range, the interval operation level is determined as follows.

[0094] Among all the operation levels, select an operation level x that minimizes the value of formula (7), and determine this operation level as the interval operation level of the train between the current station and the next station. Formula (7) can be expressed as: abs(ta i -tsa i+1 +rt x +dt i ); abs() means taking the absolute value of the number in the brackets.

[0095] Embodiment 2

[0096] This embodiment provides a method for adjusting the running grade of a step-speed train when the step-speed train arrives late. Figure 3 , is a flow chart of the method, and the method may include the following steps.

[0097] S301, determining the running status of the train.

[0098] When the running status of the train is delayed arrival, step S302 is executed.

[0099] S302, determining whether there is a manual level command and a manual stop command.

[0100] For the current station, if there is a manual level command and a manual stop command, execute step S303;

[0101] In the case where there is no manual level command and no manual stop command, step S304 is executed;

[0102] In the case where there is a manual level command and no manual stop command, step S305 is executed;

[0103] In the case where there is no manual level command and there is a manual stop command, step S306 is executed.

[0104] S303, setting the interval operation level and the current stop duration according to the manual level command and the manual stop command.

[0105] The implementation of step S303 may refer to the aforementioned step S105 and will not be described in detail.

[0106] S304: Adjust the interval operation level and the current stop duration according to the actual arrival time, delay duration and planned timetable of the train at the current station.

[0107] See also Figure 4 , step S304 may include the following steps.

[0108] S3041, determine whether the delay duration of the train is within the delay duration range.

[0109] The delay duration of a train refers to the length of time that the actual arrival time of the train at the current station is later than the planned time. For example, if the train is scheduled to arrive at the current station at 6:30 and the actual arrival time is 6:31, then the delay duration of the train at the current station is 1 minute.

[0110] The delay duration range may include a preset delay duration upper limit Lt max and the minimum delay time Lt min The specific values ​​of both can be adjusted as needed without limitation. For example, the upper limit can be 120 seconds and the lower limit can be 10 seconds. If the delay time of the train is greater than or equal to the lower limit and less than or equal to the upper limit, it is determined that the delay time is within the delay time range; otherwise, it is determined that the delay time is not within the delay time range.

[0111] If the delay duration of the train at the current station is less than the lower limit of the delay duration, it means that the deviation of the actual operation of the train from the planned timetable is extremely small, and the effect of adjusting the train operation level is extremely small at this time; if the delay duration of the train at the current station is greater than the upper limit of the delay duration, it means that the deviation of the actual operation of the train from the planned timetable exceeds the adjustment capacity, and the effect of adjusting the train operation level at this time cannot correct this deviation.

[0112] Therefore, if the delay duration of the train is not within the delay duration range, the method of this embodiment ends without making any adjustments.

[0113] If the train delay duration is within the delay duration range, execute step S3042.

[0114] S3042, determine whether running at the highest operating level can reach the next station in advance.

[0115] The purpose of step S3042 is to confirm whether the train can be adjusted to the desired time through the operation level adjustment. If the train can arrive at the next station in advance, it means that the train operation can be adjusted to the desired time through the operation level adjustment alone, so that the actual arrival time of the train at the next station is as consistent as possible with the planned arrival time. If the train cannot arrive at the next station in advance, it means that the train operation can hardly be adjusted to the desired time through the operation level adjustment alone, so step S3044 and subsequent steps are required to further adjust the current stop time.

[0116] If the next station can be reached in advance by running at the highest operating level, execute step S3043; if the next station cannot be reached in advance by running at the highest operating level, execute step S3044.

[0117] In step S3042, the interval operation time corresponding to the highest operation level can be obtained first, recorded as rt min , and obtain the minimum stop time dt min , and then the actual arrival time of the train at the current station is ta i Add the interval operating time and minimum stop time corresponding to the highest operating level. If the time after adding these two time durations is before the planned time of the next station, it is determined that the train can arrive at the next station in advance by operating at the highest operating level. If the time after adding these two time durations is after the planned time of the next station, it is determined that the train cannot arrive at the next station in advance by operating at the highest operating level.

[0118] S3043, setting the operation level with the smallest absolute value of error as the interval operation level, and setting the current stop time to the minimum stop time.

[0119] The highest operating level refers to the operating level with the fastest corresponding operating speed.

[0120] For any operation level X, if the train stops at the current station according to the planned stop time, and travels at the speed corresponding to the operation level X when traveling to the next station, the absolute value of the difference between the actual arrival time of the train at the next station and the planned arrival time is called the absolute value of the error corresponding to the operation level X. In other words, the absolute value of the error corresponding to the operation level X represents the degree of deviation between the train's running time and the planned schedule when the train travels to the next station according to the operation level X.

[0121] In step S3044, for each operating level, the time required for the train to travel to the next station at this operating level can be estimated according to the corresponding speed and the distance between the two stations, and the actual arrival time of the train at the next station can be predicted based on the time, and then the absolute value of the error corresponding to this operating level can be predicted. Finally, the operating level with the smallest absolute value of the error is selected and determined as the interval operating level of the train.

[0122] For example, assuming that the absolute error value corresponding to operating level 4 is 20 seconds, and the absolute error values ​​corresponding to other operating levels are all greater than 20 seconds, it can be determined that the operating level of the train in the section between the current station and the next station is level 4.

[0123] After adjustment according to step S3043, although the train is delayed at the current station, by improving the subsequent operation level of the train (i.e. increasing the operation speed) and adjusting the stop time of some trains at the current station, the actual arrival time of the train at the next station can be made to be as consistent as possible with the planned arrival time of the next station.

[0124] S3044, determining whether stopping at the station according to the planned stop duration can correct the delay duration.

[0125] If the delay duration can be corrected by stopping at the station according to the planned stop duration, execute step S3045; if the delay duration cannot be corrected by stopping at the station according to the planned stop duration, execute step S3046.

[0126] In step S3044, it can be determined whether the delay time can be corrected by stopping at the station according to the planned stop time by checking whether inequality (8) is true. Inequality (8) can be expressed as: min(abs(ta i +ds i +rt x -tsa i+1 ) <Lt i -T0), where ds i Indicates the planned stop time of the current station, rt x Indicates the interval running time corresponding to any running level x, Lt i Indicates the delay time of the train at the current station, tsa i+1 Indicates the time when the train is scheduled to arrive at the next station in the planned timetable.

[0127] Inequality (8) can be understood as follows: when the train stops at the current station according to the planned stop time and runs at the highest operating level from the current station to the next station, the deviation of the actual arrival time of the train at the next station relative to the planned time of the next station is less than the difference between the delay time of the train at the current station and the threshold T0.

[0128] If the above inequality (8) holds true, it can be determined that stopping according to the planned stop duration can correct the delay duration. If the inequality (8) does not hold true, it can be determined that stopping according to the planned stop duration cannot correct the delay duration.

[0129] S3045, set the highest operation level as the interval operation level, and set the current stop duration as the planned stop duration.

[0130] For example, if the planned stop time is 1 minute, then in S3045, the current stop time of the train at the current station can be set to 1 minute.

[0131] The method of setting the highest operating level as the interval operating level refers to step S3043 and will not be repeated here.

[0132] S3046, setting the highest operation level as the interval operation level, and determining the current stop duration according to the planned operation duration and the interval operation duration corresponding to the interval operation level.

[0133] The method of determining the current stop time according to the planned operation time and the interval operation time corresponding to the interval operation level can be referred to the aforementioned formula (5), which will not be repeated here.

[0134] S305, setting the interval operation level according to the manual level command, and determining the current stop time according to the planned operation time and the interval operation time.

[0135] The method for determining the current stop duration based on the planned operation duration and the interval operation duration is as follows:

[0136] First, determine whether the train delay duration is within the delay duration range. If it is within the range, the current stop duration can be determined according to the above formula (5). If it is not within the range, the adjustment method of this embodiment ends.

[0137] S306, setting the current stop duration according to the manual stop command, and setting the interval operation level according to the current stop duration.

[0138] After determining the current stop duration, it can be determined whether the train delay duration is within the delay duration range. If not within this range, the adjustment method of this embodiment ends. If within this range, the interval operation level is determined as follows.

[0139] Among all the operating levels, select an operating level x that minimizes the value of the above formula (7) (see step S108), and determine this operating level as the train's interval operating level between the current station and the next station.

[0140] Embodiment 3

[0141] This embodiment provides a method for adjusting the running grade of a step-speed train when the step-speed train leaves a station. Figure 5 , is a flow chart of the method, and the method may include the following steps.

[0142] S501, determining whether there is a manual level command at the current site.

[0143] If there is a manual level command, execute step S502; if there is no manual level command, execute step S503.

[0144] S502, setting the interval operation level according to the manual level command.

[0145] S503, determining whether the deviation duration is within the deviation duration range.

[0146] If the deviation duration is not within the deviation duration range, the method of this embodiment ends; if the deviation duration is within the deviation duration range, step S504 is executed.

[0147] Among them, the deviation duration can be the aforementioned morning duration or late duration. When the deviation duration is the morning duration, the deviation duration range can be the morning duration range. When the deviation duration is the late duration, the deviation duration range can be the late duration range.

[0148] S504, determining the interval operation level according to the actual departure time.

[0149] In step S504, an operation level x that makes formula (9) take the minimum value can be selected from all the operation levels, and this operation level x is determined as the interval operation level when the train runs between the current station and the next station. Formula (9) can be expressed as: abs(actual departure time + rt x -tsa i+1 ), tsai+1 indicates the time of arrival at the next stop, rt x It indicates the running time of the section corresponding to the running level x, and the actual departure time indicates the time when the train actually leaves the current station.

[0150] Embodiment 4

[0151] This embodiment provides a method for adjusting the interval running time of a continuously variable speed train when the continuously variable speed train arrives at a station earlier. Figure 6 , is a flow chart of the method, and the method may include the following steps.

[0152] S601, determining the running status of the train.

[0153] When it is determined that the train is in a state of arriving at the station early, step S602 is executed.

[0154] S602, determining whether the current station belongs to a transfer track or a return track.

[0155] If the current station belongs to the transfer track or the reentry track, execute step S603; if the current station does not belong to the transfer track and does not belong to the reentry track, execute step S604.

[0156] S603, determining the stop time and expected interval running time of the current station according to the planned arrival time of the next station and the actual arrival time of the current station.

[0157] In step S603, the stop time of the train at the current station can be adjusted in the manner of step S103, and the expected interval running time of the train between the current station and the next station can be set to the planned running time pre-set in the planned timetable.

[0158] For example, according to the planned timetable, the train is scheduled to travel in the interval from the current station to the next station for 6 minutes. In S603, the expected running time of the train in the interval between the current station and the next station can be set to 6 minutes.

[0159] For continuously variable speed trains, after determining the expected running time of the train between the current station and the next station, the train speed can be calculated according to the time and the known distance from the current station to the next station, and then the train can be controlled to run at this speed while traveling from the current station to the next station.

[0160] S604, determining whether there is a manual level command and a manual stop command.

[0161] The manual stop command is consistent with the embodiment 1. When applied to a continuously variable speed train, the manual grade command may not specify the running grade of the train, but is used to specify the interval running time of the train between the current station and the next station. In this embodiment, the interval running time specified by the manual grade command is recorded as the manual interval running time.

[0162] Specifically, if there is a manual grade command and a manual stop command, step S605 can be executed; if there is no manual grade command and no manual stop command, step S606 can be executed; if there is a manual grade command and no manual stop command, that is, there is only a manual grade command, step S607 can be executed; if there is no manual grade command and there is a manual stop command, that is, there is only a manual stop command, step S608 can be executed.

[0163] S605, setting the expected interval running time and the current stop time according to the manual level command and the manual stop command.

[0164] The method of setting the current stop time according to the manual stop command can refer to step S105.

[0165] In step S605, the expected interval running time may be set as the artificial interval running time. For example, if the artificial interval running time is 10 minutes, the expected interval running time may be set to 10 minutes.

[0166] Optionally, if the artificial interval running time exceeds the upper limit of the interval running time range, the expected interval running time can be set to the upper limit; if the artificial interval running time exceeds the lower limit of the interval running time range, the expected interval running time can be set to the lower limit.

[0167] The upper and lower limits of the range of values ​​for the interval running time are related to the interval length and the train speed range. The time required for the train to travel from the current station to the next station at the highest speed can be used as the lower limit of the range of values ​​for the interval running time, and the time required for the train to travel from the current station to the next station at the lowest speed can be used as the upper limit of the range of values ​​for the interval running time.

[0168] S606, adjusting the section operation level and the current stop time according to the actual arrival time of the train at the current station, the breakfast time and the planned timetable.

[0169] See also Figure 7 , step S606 may specifically include the following steps.

[0170] S6061, determine whether the current station is a departure station.

[0171] If the current station is the departure station, execute step S6062; if the current station is not the departure station, execute step S6063.

[0172] S6062, determine the expected interval running time and the current stop time according to the planned timetable.

[0173] The method for determining the current stop duration may refer to step S1062.

[0174] The method of determining the expected interval running time may refer to step S603.

[0175] S6063, determine whether the train's breakfast time is within the breakfast time range.

[0176] The implementation of step S6063 may refer to step S1063.

[0177] If the train's breakfast duration is not within the breakfast duration range, the method of this embodiment ends without making any adjustments.

[0178] If the train's breakfast duration is within the breakfast duration range, execute step S6064.

[0179] S6064, determine whether the train meets the second adjustment condition.

[0180] If the second adjustment condition is met, step S6065 is executed; if the second adjustment condition is not met, step S6066 is executed.

[0181] The second adjustment condition can be expressed as: i +rt max +ds i ) <tsa i+1 When rt max Indicates the upper limit of the range of interval running time when the train runs from the current station to the next station. This upper limit can be understood as the time required for the train to depart from the current station and arrive at the next station at the minimum allowed speed. The meanings of other symbols can be found in the previous text and will not be repeated here.

[0182] The second adjustment condition can be understood as whether the train can arrive at the planned arrival time tsa at the next station when the train runs at the upper limit of the range of the interval running time and stops at the current station according to the planned stop time. i+1 If the above inequality holds true, it means that the train can arrive at the next station in advance. If it does not hold true, it means that the train cannot arrive at the next station in advance.

[0183] S6065, setting the planned stop duration as the current stop duration, and setting the expected interval running duration as the upper limit of the range of the interval running duration.

[0184] For the method of setting the current stop duration, refer to step S1062.

[0185] In S6065, if the upper limit of the range of interval running time is 10 minutes, the expected interval running time of the train can be set to 10 minutes. In this case, the train will depart from the current station and drive to the next station at the minimum allowed speed.

[0186] S6066, the planned stop duration is determined as the current stop duration, and the expected interval running duration is determined based on the planned stop duration.

[0187] In step S6066, the current stop duration may be consistent with the planned stop duration set in the planned timetable. For example, if the planned stop duration is 60 seconds, the current stop duration of the train at the current station is 60 seconds.

[0188] The expected interval running time can be determined using formula (10): Expected interval running time = tsa i+1 -(ta i +ds i ), (10).

[0189] S607, setting the expected interval running time according to the manual level command, and determining the current stop time according to the planned running time and the manual interval running time.

[0190] In step S607, the method of setting the expected interval running time according to the manual level command is similar to step S605.

[0191] The method for determining the current stop duration based on the planned operation duration and the manual section operation duration is as follows:

[0192] First, determine whether the current station is the originating station;

[0193] If the current station is the departure station, the current stop duration dt can be determined according to formula (11): i , dt i =tsa i+1 -(ta i +rt d ), (11), where rt d Indicates the running time of the manual interval specified in the manual level command;

[0194] If the current station is not the departure station, we can first determine whether the train's early stop time is within the early stop time range. If it is within the range, we can determine the current stop time according to formula (12), dt i =ds i -(rt p -rt d ), (12), if it is not within this range, the adjustment method of this embodiment ends.

[0195] In formula (12), rt p Indicates the planned running time of the train between the current station and the next station.

[0196] S608, setting the current stop duration according to the manual stop command, and determining the expected interval running time according to the upper and lower limits of the range of the interval running time.

[0197] Set the current stop time dt according to the manual stop command i The method can refer to step S605.

[0198] The method of determining the expected interval running time according to the upper and lower limits of the interval running time range can be expressed by the following formula (13).

[0199] Expected interval running time = max(min(rt max , (tsa i+1 -ta i -dt i )), rt min ), (13).

[0200] Among them, rt minIndicates the lower limit of the range of interval running time, that is, the time required for the train to travel from the current station to the next station when the train runs at the fastest speed allowed. Among them, when the manual stop command specifies that the train skips the stop at the current station, the current stop time dt i is 0.

[0201] Embodiment 5

[0202] This embodiment provides a method for adjusting the operation level of a continuously variable speed train when the continuously variable speed train arrives late at a station. Figure 8 , is a flow chart of the method, and the method may include the following steps.

[0203] S801, determine the running status of the train.

[0204] When the running status of the train is delayed arrival, execute step S802.

[0205] S802, determining whether there is a manual level command and a manual stop command.

[0206] For the current station, if there is a manual level command and a manual stop command, execute step S803;

[0207] In the case where there is no manual grade command and / or no manual stop command, step S804 is executed.

[0208] S803, setting the expected interval running time and the current stop time according to the manual level command and the manual stop command.

[0209] The implementation of this step may refer to the aforementioned step S605.

[0210] S804, determining whether the delay duration of the train is within the delay duration range.

[0211] The implementation of step S804 may refer to the aforementioned step S3041 and will not be described in detail.

[0212] If the delay duration is not within the delay duration range, the method of this embodiment ends. If the delay duration is within the delay duration range, any one of steps S805 to S807 is executed based on the presence or absence of a manual level command and a manual stop command.

[0213] Specifically, when there is no manual level command and no manual stop command, step S805 is executed;

[0214] In the case where there is a manual level command and no manual stop command, step S806 is executed;

[0215] In the case where there is no manual level command and there is a manual stop command, step S807 is executed.

[0216] S805, determining the current stop time and the expected interval running time according to the actual arrival time of the train at the current station and the planned timetable.

[0217] See also Fig. 9 , step S805 may include the following steps.

[0218] S8051, determine whether running at the fastest speed can reach the next station in advance.

[0219] If the next station can be reached in advance by running at the fastest speed, execute step S8052; if the next station cannot be reached in advance by running at the fastest speed, execute step S8053.

[0220] In step S8051, the interval running time rt when running at the fastest speed can be obtained first min , and obtain the minimum stop time dt min , and then the actual arrival time of the train at the current station is ta i Add rt min and the minimum stop time. If the time after adding these two time periods is before the planned time of the next stop, it is determined that the fastest speed can reach the next stop in advance. If the time after adding these two time periods is after the planned time of the next stop, it is determined that the fastest speed cannot reach the next stop in advance.

[0221] S8052, setting the expected interval running time to the lower limit of the range of interval running time, and setting the current stop time to the minimum stop time.

[0222] In S8052, the expected interval running time can be set to rt min In this case, the train can travel at the fastest speed allowed between the current station and the next station.

[0223] In addition, the current stop time may be set as the minimum stop time. For example, assuming that the minimum stop time is 40 seconds, the current stop time of the train at the current station may be set to 40 seconds.

[0224] S8053, determining whether stopping at the station according to the planned stop duration can correct the delay duration.

[0225] If the delay can be corrected by stopping at the station according to the planned duration, execute step S8054; if the delay cannot be corrected by stopping at the station according to the planned duration, execute step S8055.

[0226] In step S8053, it can be determined whether the delay duration can be corrected by stopping at the station according to the planned stop duration by checking whether inequality (14) is true. Inequality (14) can be expressed as: i +rt min +ds i <tsa i+1 , where ds i Indicates the planned stop time of the current station, rt min Indicates the interval running time when running at the fastest speed, tsa i+1 Indicates the time when the train is scheduled to arrive at the next station in the planned timetable.

[0227] Inequality (14) can be understood as whether the train can arrive at the next station in advance when the train stops at the current station according to the planned stop time and runs at the fastest speed between the current station and the next station.

[0228] If inequality (14) holds true, it means that in the above case, the train can arrive at the next station in advance, and further, it means that stopping according to the planned stop time can correct the delay time. If inequality (14) does not hold true, it means that in the above case, the train cannot arrive at the next station in advance, and further, it means that stopping according to the planned stop time cannot correct the delay time.

[0229] S8054, setting the expected interval running time according to the planned stop time, and setting the current stop time to the planned stop time.

[0230] For example, if the planned stop time is 1 minute, then in S3045, the current stop time of the train at the current station can be set to 1 minute.

[0231] The expected interval running time can be set to, expected interval running time = tsa i+1 -ta i -ds i .

[0232] S8055, the interval running time at the fastest speed is set as the expected interval running time, and the current stop time is determined according to the planned stop time and the expected interval running time.

[0233] In step S8055, the expected interval running time can be set to rt min In this case, the train can travel at the fastest speed allowed between the current station and the next station.

[0234] Current stop duration dt i Can be set to, dt i =ds i -(rt p -rt min), rt p Indicates the planned running time from the current site to the next site.

[0235] The method of determining the current stop time according to the planned operation time and the interval operation time corresponding to the interval operation level can be referred to the aforementioned formula (5), which will not be repeated here.

[0236] S806, setting the expected interval running time according to the manual level command, and determining the current stop time according to the planned running time and the expected interval running time.

[0237] The method of setting the expected interval running time according to the manual level command is shown in step S605 and will not be described in detail.

[0238] The method of determining the current stop time according to the planned operation time and the expected interval operation time can be expressed by formula (15), where formula (15) is: current stop time = max(min(dt max ,ds i -(rt p -rt d )), dt min ), (15), where rt d represents the time of running in the artificial section. Formula (15) shows that the planned stop time ds i Subtract the difference between the planned running time and the manual interval running time, select the minimum value between the obtained result and the maximum stop time, compare the minimum value with the minimum stop time, and determine the larger one as the current stop time.

[0239] S807, setting the current stop duration according to the manual stop command, and determining the expected interval running time according to the upper and lower limits of the range of the interval running time.

[0240] For the method of setting the current stop time according to the manual stop command, see step S306.

[0241] For a method of determining the expected interval running time according to the upper limit and lower limit of the value range of the interval running time, see step S608.

[0242] Embodiment 6

[0243] This embodiment provides a method for adjusting the operating level of a continuously variable speed train when the continuously variable speed train leaves a station. Fig.10 , which is a flow chart of the method.

[0244] S1001: Determine whether the current site meets a third adjustment condition.

[0245] The third adjustment condition may include that the train leaves the current station earlier and the current station belongs to a switching track. Therefore, if the train leaves the current station earlier and the current station belongs to a switching track, it is determined that the current station meets the third adjustment condition, and step S1002 is executed. If the train does not leave the current station earlier, or the current station does not belong to a switching track, it is determined that the current station does not meet the third adjustment condition, and step S1003 is executed.

[0246] Leaving the station early refers to the actual departure time td of the train at the current station i Before the scheduled departure time specified in the planned timetable, that is, the train leaves the station at the current station earlier than the planned timetable.

[0247] S1002: Determine the expected interval running time according to the actual departure time of the current station.

[0248] In this step, the planned arrival time tsa of the train at the next station can be i+1 To the actual departure time td at the current station i The time between the two intervals is determined as the expected interval running time Rt of the train, that is, Rt = tsa i+1 –td i .

[0249] Optionally, in S1002, if the train adopts manual driving mode, the formula Rt = tsa i+1 –td i Determine the expected interval running time. If the train is in automatic driving mode, you can first determine the tsa i+1 –td i Is it within the range of interval running time? If so, this value is determined as the expected interval running time. If it exceeds the upper limit, the upper limit of the interval running time range is set to rt. max Determine the expected interval running time. If it exceeds the lower limit, the lower limit of the interval running time range is set to rt min Determined as the expected interval running time.

[0250] S1003, determining whether there is a manual level command at the current site.

[0251] If there is a manual level command, execute step S1004; if there is no manual level command, execute step S1005.

[0252] S1004, setting the expected interval running time according to the manual level command.

[0253] The method of setting the expected interval running time according to the manual level command is shown in step S605 and will not be described in detail.

[0254] S1005, determining whether the deviation duration is within the deviation duration range.

[0255] If the deviation duration is not within the deviation duration range, the method of this embodiment ends; if the deviation duration is within the deviation duration range, step S1006 is executed.

[0256] The implementation of step S1005 refers to step S503 and will not be described in detail.

[0257] S1006: Determine the expected interval running time according to the planned stop time and the actual departure time.

[0258] In this step, the planned arrival time of the next station tsa can be used i+1 Subtract the actual departure time td of the current station i The result is taken as the expected interval running time Rt of the train.

[0259] The above process can be expressed by formula (16): Rt = tsa i+1 -td i , (16).

[0260] Embodiment 7

[0261] The present application also provides an adjustment method for urban rail transit trains, see Fig.11 , the method may include the following steps.

[0262] S1101, determine the running status of the train.

[0263] S1102, when the train is in an abnormal operation state, determining whether there is a manual grade command and a manual stop command at the current station where the train arrives, the abnormal operation state including an early arrival state and a late arrival state.

[0264] S1103, according to the presence or absence of manual level command and manual stop command at the current station, adjust the current stop duration of the train and the running speed parameters of the train in the next section based on different adjustment strategies. The next section is the running section between the current station and the next station of the train.

[0265] Wherein, when applied to a step-speed train and the train is in an early arrival state, step S1103 may include steps S105 to S108 of embodiment 1, and steps S105 to S108 are equivalent to four different adjustment strategies.

[0266] When applied to a step-speed train and the train is in a delayed arrival state, step S1103 may include steps S303 to S306 of embodiment 2, and steps S303 to S306 are equivalent to four different adjustment strategies.

[0267] When applied to a continuously variable speed train and the train is in an early arrival state, step S1103 may include steps S605 to S608 of embodiment 4, and steps S605 to S608 are equivalent to four different adjustment strategies.

[0268] When applied to a continuously variable speed train and the train is in a delayed arrival state, step S1103 may include steps S803 to S807 of embodiment 5, wherein step S803 is equivalent to one adjustment strategy, and steps S804 to S807 are equivalent to another different adjustment strategy.

[0269] Optionally, also include:

[0270] When the train is in early running state, determine whether the current station belongs to the transfer track or the return track;

[0271] When the current station is a transfer track or a return track, the current stop duration and operating speed parameters are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station.

[0272] The above adjustment method may be equivalent to steps S102 and S103, or equivalent to steps S602 and S603.

[0273] Optionally, the current stop time of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies, including:

[0274] A1 determines whether the deviation duration is within the deviation duration range;

[0275] A2: If the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and running speed parameters;

[0276] A3: When the deviation duration is within the deviation duration range, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies.

[0277] Among them, when applied to a step-speed train and the train is in the early arrival state, A1 can be equivalent to step S1063, A2 can include steps S1064 to S1066, and steps S1065 and S1066 are equivalent to two different adjustment strategies.

[0278] When applied to a step-speed train and the train is in a delayed arrival state, A1 can be equivalent to step S3041, A3 can be equivalent to steps S3042 to S3046, where S3043, S3045 and S3046 are equivalent to three different adjustment strategies.

[0279] When applied to a continuously variable speed train and the train is in the early arrival state, A1 may include step S6063, and A3 may include steps S6064 to S6066, wherein S6065 and S6066 are equivalent to two different adjustment strategies.

[0280] When applied to a continuously variable speed train and the train is in a delayed arrival state, A1 may be equivalent to step S804, and A3 may include steps S805 to S807, wherein S8052, S8054 and S8055 included in S805, and steps S806 and S807 may be regarded as five adjustment strategies.

[0281] Optionally, in the case of arriving at the station early and the current station is the starting station, the method of this embodiment can also adjust the current stop duration and running speed parameters according to the planned timetable, for details, please refer to steps S1061 and S1062 of embodiment one, and steps S6061 and S6062 of embodiment four.

[0282] Optionally, also include:

[0283] When the train is leaving the station, the running speed parameters of the train in the next section are adjusted according to the actual departure time of the train at the current station.

[0284] Adjusting the operating speed parameters according to the actual departure time may be equivalent to step S504, or equivalent to step S1006.

[0285] Optionally, in the departure state, it can also be decided whether to adjust according to whether the deviation duration is within the deviation duration range (see steps S503 and 1005); or when there is a manual level command at the current station, the relevant parameters can be adjusted in combination with the manual level command (see steps S501 and S502, steps S1003 and S1004); or when the current station meets the third adjustment condition, the operating speed parameters can be adjusted according to the actual departure time (see steps S1001 and S1002).

[0286] Optionally, when the train is a step-speed train, the running speed parameter includes the interval running grade of the train in the next interval;

[0287] When the train is a continuously variable speed train, the running speed parameter includes the expected running time of the train in the next section.

[0288] The beneficial effects of this embodiment are:

[0289] When adjusting the running speed parameters of a train, the adjustment method of the present application can adopt different adjustment strategies to adjust the running speed parameters of the train according to whether there is a manual level command and a manual stop command at the current station the train arrives at, thereby obtaining a better adjustment effect.

[0290] Furthermore, the adjustment method of this embodiment can first determine whether the deviation duration is within the deviation duration range before adjusting the current stop duration and operating speed parameters. If it exceeds the range, no adjustment is made. This can avoid situations where there is still a large deviation from the planned schedule after adjustment, the stop time is too small after adjustment, or the deviation from the actual plan is small, and these insignificant adjustment behaviors can be filtered out.

[0291] The present application also provides an adjustment device for urban rail transit trains, see Fig.12 , the device may include the following units.

[0292] The first determining unit 1201 is used to determine the running status of the train;

[0293] The second determining unit 1202 is used to determine whether there is a manual grade command and a manual stop command at the current station where the train arrives when the train is in an abnormal operation state, and the abnormal operation state includes an early arrival state and a late arrival state;

[0294] The adjustment unit 1203 is used to adjust the current stop time of the train and the running speed parameters of the train in the next section based on different adjustment strategies according to the presence or absence of the manual grade command and the manual stop command at the current station. The next section is the running section between the current station and the next station of the train.

[0295] Optionally, the adjusting unit 1203 is further configured to:

[0296] When the train is in early running state, determine whether the current station belongs to the transfer track or the return track;

[0297] When the current station is a transfer track or a return track, the current stop duration and operating speed parameters are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station.

[0298] Optionally, when the adjustment unit 1203 adjusts the current stop time of the train and the running speed parameter of the train in the next section based on different adjustment strategies, it is specifically used to:

[0299] Determine whether the deviation duration is within the deviation duration range;

[0300] When the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and running speed parameters;

[0301] When the deviation duration is within the deviation duration range, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies.

[0302] Optionally, the adjusting unit 1203 is further configured to:

[0303] When the train is leaving the station, the running speed parameters of the train in the next section are adjusted according to the actual departure time of the train at the current station.

[0304] Optionally, when the train is a step-speed train, the running speed parameter includes the interval running grade of the train in the next interval;

[0305] When the train is a continuously variable speed train, the running speed parameter includes the expected running time of the train in the next section.

[0306] The working principle and beneficial effects of the adjustment device for urban rail transit trains provided in this embodiment can be referred to the steps and beneficial effects of the adjustment method for urban rail transit trains provided in any embodiment of the present application, and will not be repeated here.

[0307] It should be noted that the various embodiments in this specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referenced to each other.

[0308] For the convenience of description, the above system or device is described by dividing it into various modules or units according to its functions. Of course, when implementing the present application, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0309] It can be known from the description of the above implementation methods that those skilled in the art can clearly understand that the present application can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present application can be essentially or partly contributed to the prior art in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present application or certain parts of the embodiments.

[0310] Finally, it should be noted that, in this article, relational terms such as first, second, third and fourth are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article 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, article or device. In the absence of further restrictions, the elements defined by the statement "comprise a ..." do not exclude the presence of other identical elements in the process, method, article or device including the elements.

[0311] The above is only a preferred implementation of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A method for adjusting a city rail transit train, characterized in that: include: Determine the running status of the train; When the train is in an abnormal operation state, determining whether there is a manual grade command and a manual stop command at the current station where the train arrives, wherein the abnormal operation state includes an early arrival state and a late arrival state; According to the presence or absence of the manual level command and the manual stop command at the current station, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies. The next section is the running section between the current station and the next station of the train.

2. The method according to claim 1, characterized in that Also includes: When the train is in an early running state, determining whether the current station belongs to a switching track or a reentry track; In the case where the current station belongs to the transfer track or the return track, the current stop duration and the operating speed parameter are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station.

3. The method according to claim 1, characterized in that The adjusting the current stop time of the train and the running speed parameter of the train in the next section based on different adjustment strategies includes: Determine whether the deviation duration is within the deviation duration range; When the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and the running speed parameter; When the deviation duration is within the deviation duration range, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies.

4. The method according to claim 1, characterized in that: Also includes: When the train is in a departure state, the running speed parameter of the train in the next section is adjusted according to the actual departure time of the train at the current station.

5. The method according to claim 1, characterized in that When the train is a step-speed train, the running speed parameter includes the interval running grade of the train in the next interval; When the train is a continuously variable speed train, the running speed parameter includes an expected interval running time of the train in the next interval.

6. An adjustment device for urban rail transit trains, characterized in that: include: A first determining unit, used to determine the running state of the train; A second determining unit is used to determine whether there is a manual grade command and a manual stop command at a current station where the train arrives when the train is in an abnormal operation state, wherein the abnormal operation state includes an early arrival state and a late arrival state; An adjustment unit is used to adjust the current stop duration of the train and the running speed parameters of the train in the next section based on different adjustment strategies according to the presence or absence of the manual level command and the manual stop command at the current station, and the next section is the running section between the current station and the next station of the train.

7. The device according to claim 6, characterized in that The adjustment unit is also used for: When the train is in an early running state, determining whether the current station belongs to a switching track or a reentry track; In the case where the current station belongs to the transfer track or the return track, the current stop duration and the operating speed parameter are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station.

8. The device according to claim 6, characterized in that When the adjustment unit adjusts the current stop time of the train and the running speed parameter of the train in the next section based on different adjustment strategies, it is specifically used to: Determine whether the deviation duration is within the deviation duration range; When the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and the running speed parameter; When the deviation duration is within the deviation duration range, the current stop duration of the train and the running speed parameters of the train in the next section are adjusted based on different adjustment strategies.

9. The device according to claim 6, characterized in that The adjustment unit is also used for: When the train is in a departure state, the running speed parameter of the train in the next section is adjusted according to the actual departure time of the train at the current station.

10. The device according to claim 6, characterized in that When the train is a step-speed train, the running speed parameter includes the interval running grade of the train in the next interval; When the train is a continuously variable speed train, the running speed parameter includes an expected interval running time of the train in the next interval.

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