Urban rail transit train adjustment method and device

Abstract

The application discloses a method and device for adjusting an urban rail transit train, and the method comprises the following steps: determining the running state of the train; determining whether there is an artificial grade command and an artificial stopping command at a current station reached by the train in the case that the train is in an abnormal running state, wherein the abnormal running state comprises an early arrival station state and a late arrival station state; and adjusting the current stopping duration of the train and the running speed parameter of the train in a next interval based on different adjustment strategies according to the presence or absence of the artificial grade command and the artificial stopping command at the current station, wherein the next interval is a running interval between the current station and a next station of the train.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of train adjustment, and particularly relates to a method and device for adjusting an urban rail transit train. BACKGROUND

[0002] In the field of urban rail transit, automatic train supervision (ATS) system is an important function of automatic train adjustment. Through this function, ATS can compare the actual arrival and departure time of the train with the original planned time, and based on the comparison result, adjust the platform stop time, interval running time and running speed (or level) of the train in operation, so that the urban rail transit train can run as much as possible according to the planned timetable.

[0003] The existing automatic train adjustment technology generally simply adjusts the station stop time and the running level of the train in the interval, so as to realize the reduction of the deviation between the actual running condition of the train and the timetable, achieve the purpose of reducing the early and late departure time of the train, and control the consistency between the actual running condition and the planned running condition of the train.

[0004] However, in actual operation, the running condition of the train may be interfered by manual command, and the existing automatic train adjustment technology does not consider the influence of the manual command, resulting in poor actual adjustment effect. SUMMARY

[0005] Therefore, the present application discloses the following technical solutions:

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

[0007] determining the running state of the train;

[0008] determining whether there is a manual level command and a manual stop command at the current station where the train arrives in the case that the train is in an abnormal running state, the abnormal running state including an early arrival station state and a late arrival station state;

[0009] adjusting the current stop time of the train and the running speed parameter of the train in the next interval according to the presence or absence of the manual level command and the manual stop command at the current station based on different adjustment strategies, the next interval being the running interval between the current station and the next station of the train.

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

[0011] a first determination unit configured to determine the running state of the train;

[0012] a second determining unit, configured to determine whether there is a manual grade command and a manual stopping command for a current station reached by the train in a case where the train is in an abnormal operation state, the abnormal operation state including an early arrival station state and a late arrival station state;

[0013] an adjusting unit, configured to adjust a current stopping duration of the train and a running speed parameter of the train in a next interval according to different adjusting strategies based on whether the manual grade command and the manual stopping command exist for the current station, the next interval being a running interval between the current station and a next station of the train.

[0014] The application has the following beneficial effects:

[0015] The adjusting method of the application can adjust the running speed parameter of the train according to different adjusting strategies based on whether there is a manual grade command and a manual stopping command for a current station reached by the train when adjusting the running speed parameter of the train, thereby obtaining a better adjusting effect. BRIEF DESCRIPTION OF DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description only constitute the embodiments of the application, and for those skilled in the art, other drawings can also be obtained without creative labor based on the provided drawings.

[0017] Figure 1 is a method flowchart for adjusting the running grade of a step-variable speed train in a case where the step-variable speed train arrives at a station early;

[0018] Figure 2 is a flowchart of an early arrival train adjusting method for a non-origin station;

[0019] Figure 3 is a method flowchart for adjusting the running grade of a step-variable speed train in a case where the step-variable speed train arrives at a station late;

[0020] Figure 4 is a flowchart of a late arrival train adjusting method;

[0021] Figure 5 is a method flowchart for adjusting the running grade of a step-variable speed train when the step-variable speed train departs from a station;

[0022] Figure 6is a method flowchart provided by an embodiment of the present application for adjusting the interval running time of a continuously variable speed train in the case of an early arrival train at a station;

[0023] Figure 7 is another flowchart of an adjustment method for an early arrival train at a non-originating station provided by an embodiment of the present application;

[0024] Figure 8 is a method flowchart provided by an embodiment of the present application for adjusting the interval running time of a continuously variable speed train in the case of a late arrival train at a station;

[0025] Figure 9 is another flowchart of an adjustment method for a late arrival train provided by an embodiment of the present application;

[0026] Figure 10 is a method flowchart provided by an embodiment of the present application for adjusting the interval running time of a continuously variable speed train in the case of a late arrival train at a station;

[0027] Figure 11 is a flowchart of an adjustment method for a city rail transit train provided by an embodiment of the present application;

[0028] Figure 12 is a structural schematic diagram of an adjustment device for a city rail transit train provided by an embodiment of the present application. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0030] The adjustment method for a city rail transit train provided by the present embodiment can be used to adjust a continuously variable speed train or a stepped variable speed train. In the case of adjusting a continuously variable speed train, the method of the present embodiment can directly adjust the running speed of the train. In the case of adjusting a stepped variable speed train, the method of the present embodiment can adjust the running grade of the train, and the running speed of the train is adjusted by adjusting the running grade.

[0031] Embodiment One

[0032] The present embodiment provides a method for adjusting the running grade of a stepped variable speed train in the case of an early arrival train at a station. Please refer to Figure 1 , which is a flowchart of the method.

[0033] S101, determine the running state of the train.

[0034] The running state of the train can be any one of early arrival, on-time arrival, late arrival and departure.

[0035] When the ATS system detects that the train arrives at any station, the actual arrival time of the station and the planned arrival time of the train at the station set in the planned timetable can be compared. If the actual arrival time is earlier than the planned arrival time, for example, the actual arrival time is 5:10 and the planned arrival time is 5:15, it is determined that the running state is early arrival. If the actual arrival time is consistent with the planned arrival time, for example, both are 5:15, it is determined that the running state is on-time arrival. If the actual arrival time is later than the planned arrival time, for example, the actual arrival time is 5:20 and the planned arrival time is 5:15, it is determined that the running state is late arrival.

[0036] When the ATS system detects that the train departs from any station, it is determined that the running state of the train is departure.

[0037] When it is determined that the train is in the state of early arrival, step S102 is performed.

[0038] S102, determine whether the current station belongs to a conversion track or a turnaround track.

[0039] If the current station belongs to a conversion track or a turnaround track, step S103 is performed, and if the current station does not belong to a conversion track and does not belong to a turnaround track, step S104 is performed.

[0040] The current station refers to the station where the train arrives in S101. For example, when the train arrives at subway station A, it is determined that the train is in the state of early arrival, and then S102 is performed. At this time, subway station A is the current station.

[0041] The current station belongs to a conversion track, which means that there are multiple train lines converging at the current station. In the above example, if subway station A belongs to both line 1 and line 2, subway station A belongs to a conversion track.

[0042] The current station belongs to a turnaround track, which means that after the train arrives at the current station, it needs to run in the opposite direction from the current station. For example, the original running line of the train is from station C, passing through station B to arrive at subway station A. If subway station A belongs to a turnaround track, the train needs to run in the opposite direction from subway station A after arriving at subway station A, passing through station B and heading to station C.

[0043] S103, adjust the stop duration 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 stopping duration of the current station can not be limited by the maximum stopping duration set manually in the ATS system. That is, the value range of the adjusted stopping duration in step S103 can be the minimum stopping duration dt min to infinity.

[0045] Specifically, the stopping duration of 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] where i represents the current station, i+1 represents the next station indicated in the running line of the train, for example, after the train arrives at subway station A, according to the indication of the running line, the train needs to go to subway station B next, then i represents subway station A and i+1 represents subway station B. ds i represents the planned stopping duration at the current station, which can be obtained from the planned timetable.

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

[0050] S104, determine whether there is a manual grade command and a manual stopping command.

[0051] The manual grade command can be manually input by the track traffic dispatcher, which is used to set the running grade of the train to the specified grade in the command.

[0052] The manual stop command can be manually input by the rail transit dispatcher, and the command 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 the current station. The skip station refers to the train passing through the station without stopping when it arrives at the station.

[0053] According to the presence or absence of the manual grade command and the manual stop command, any of steps S105 to S108 can 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, only a manual grade command, step S107 can be executed, if there is no manual grade command and a manual stop command, that is, only a manual stop command, step S108 can be executed.

[0055] S105, setting the section running grade and the current stop duration according to the manual grade command and the manual stop command.

[0056] The section running grade refers to the running grade of the train when it travels between the current station and the next station. In step S105, the section running grade of the train can be set to the manual grade command. For example, if the running grade specified in the manual grade command is level 2, the section running grade is set to level 2.

[0057] The current stop duration can be the duration of the train stopping at the current station. In step S105, if the manual stop command specifies a duration, the duration specified in the manual stop command can be set as the current stop duration. For example, if the manual stop command specifies stopping for 4 minutes, the current stop duration is set to 4 minutes, and if the manual stop command specifies that the train skips the current station, the current stop duration is set to 0 minutes, that is, the train does not stop at the current station.

[0058] S106, adjusting the section running grade and the current stop duration according to the actual arrival time of the train at the current station, the early arrival duration and the planned timetable.

[0059] Please refer to Figure 2 , step S106 can specifically include the following steps.

[0060] S1061, determining whether the current station is the originating station.

[0061] If the current station is the originating station, step S1062 is executed, and if the current station is not the originating station, step S1063 is executed.

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

[0063] In step S1062, the planned departure time of the train at the current station can be obtained from the planned timetable, and the current stop duration is obtained by subtracting the actual arrival time of the train at the current station from the planned departure time of the train at the current station.

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

[0065] S1063, determine whether the early time duration of the train is within the early time duration range.

[0066] The early time duration range can include a preset upper limit of the early time duration Et max and a lower limit of the early time duration Et min The specific values of both can be adjusted as needed, and are not limited. For example, the upper limit can be 120 seconds, and the lower limit can be 10 seconds. If the early time duration 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 early time duration is within the early time duration range, otherwise it is determined that the early time duration is not within the early time duration range.

[0067] If the early time duration of the train at the current station is less than the lower limit of the early time duration, it means that the deviation of the actual operation of the train from the planned timetable is very small, and at this time the effect of adjusting the train operation level is very small; if the early time duration of the train at the current station is greater than the upper limit of the early time duration, it means that the deviation of the actual operation of the train from the planned timetable exceeds the adjustment range, and at this time the effect of adjusting the train operation level cannot correct this deviation.

[0068] Therefore, if the early time duration of the train is not within the early time duration range, the method of the embodiment ends and no adjustment is performed.

[0069] If the early time duration of the train is within the early time duration range, step S1064 is performed.

[0070] S1064, determine whether the train meets the first adjustment condition.

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

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

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

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

[0075] S1065 sets the planned stop duration to the current stop duration and adjusts the section operation level according to the planned running time.

[0076] The planned runtime Rt can be calculated using formula (3): Rt = tsa i+1 -ta i , (3).

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

[0078] pl=R -1 (min(|G–Rt|)), (4).

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

[0080] S1066, adjust the section operation level according to the planned running time, and determine the current stop duration according to the planned running time and the section running time corresponding to the section operation level.

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

[0082] The current stop duration dt is determined based on the planned running time and the running time corresponding to the section's operating level. i The method can be represented by the following formula (5).

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

[0084] In other words, in step S1066, the difference between the planned running time and the interval running time can be calculated first, and then the difference can be subtracted from the planned stop time to obtain the calculation result. Then, the minimum value can be determined between the calculation result and the maximum stop time. 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 sets the interval operation level according to the manual level command, and determines the current stop duration based on the planned running time and the interval running time.

[0086] In step S107, the method for setting the interval operation level according to the manual level command can be found in step S105.

[0087] The current stop duration is determined based on the planned running time and the interval running time as follows:

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

[0089] If the current station is the originating 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 This indicates the interval running time corresponding to the interval running level x;

[0090] If the current station is not the originating station, we can first determine whether the train's early departure time is within the early departure time range. If it is within the range, we can determine the current stop time according to the formula (5) mentioned above. If it is not within the range, the adjustment method of this embodiment ends.

[0091] S108: Set the current stop duration according to the manual stop command, and set the section operation level according to the current stop duration.

[0092] In step S108, the current stop duration dt is set according to the manual stop command i The way of setting the current stop duration can refer to step S105.

[0093] After the current stop duration is determined, it is determined whether the early arrival duration of the train is within the early arrival duration range. If not, the adjustment method ends. If yes, the section running grade is determined as follows.

[0094] Among all the running grades, a running grade x is selected such that the value of formula (7) is minimum, and the running grade x is determined as the section running grade 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() represents taking the absolute value of the value in the parentheses.

[0095] Embodiment Two

[0096] The embodiment provides a method for adjusting the running grade of a step-variable speed train in the case of late arrival of the step-variable speed train at a station. Please refer to Figure 3 , which is a flowchart of the method. The method can include the following steps.

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

[0098] In the case of late arrival of the train at a station, step S302 is performed.

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

[0100] For the current station, in the case of the manual grade command and the manual stop command, step S303 is performed;

[0101] In the case of no manual grade command and no manual stop command, step S304 is performed;

[0102] In the case of the manual grade command and no manual stop command, step S305 is performed;

[0103] In the case of no manual grade command and the manual stop command, step S306 is performed.

[0104] S303, setting the section running grade and the current stop duration according to the manual grade command and the manual stop command.

[0105] The implementation of step S303 can refer to the aforementioned step S105, and will not be described here.

[0106] S304, adjusting the section running level and the current stop duration according to the actual arrival time, the delay duration and the planned timetable of the train at the current station.

[0107] Please refer to Figure 4 , step S304 can include the following steps.

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

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

[0110] The delay duration range can include a preset upper limit Lt max and a lower limit Lt min of the delay duration, both of which can be adjusted as needed and are not limited, for example, the upper limit can be 120 seconds, and the lower limit can be 10 seconds. If the delay duration 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 duration is within the delay duration range, otherwise it is determined that the delay duration is not within the delay duration 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 running of the train from the planned timetable is extremely small, and at this time the adjustment of the running level of the train has little effect; 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 running of the train from the planned timetable exceeds the adjustment capability range, and at this time the adjustment of the running level of the train also cannot correct this deviation.

[0112] Therefore, if the delay duration of the train is not within the delay duration range, the method of the embodiment ends and no adjustment is performed.

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

[0114] S3042, determining whether running at the highest running level can arrive at the next station ahead of schedule.

[0115] The purpose of step S3042 is to determine whether the train can reach the next station in advance by adjusting the running level, if the train can reach the next station in advance, it means that the train can be adjusted to the right state by adjusting the running level only, and the actual arrival time at the next station can be as close as possible to the planned arrival time, if the train cannot reach the next station in advance, it means that the train cannot be adjusted to the right state by adjusting the running level only, and further adjustment of the current stop time is needed.

[0116] If the train can reach the next station in advance by running at the highest running level, step S3043 is executed, if the train cannot reach the next station in advance by running at the highest running level, step S3044 is executed.

[0117] In step S3042, the interval running time corresponding to the highest running level is obtained first, denoted as rt min , and the minimum stop time dt min is obtained, then the actual arrival time ta i of the train at the current station is added to the interval running time and the minimum stop time, if the time after adding the two times is before the planned time at the next station, it is determined that the train can reach the next station in advance by running at the highest running level, if the time after adding the two times is after the planned time at the next station, it is determined that the train cannot reach the next station in advance by running at the highest running level.

[0118] In step S3043, the running level with the minimum error absolute value is set as the interval running level, and the current stop time is set as the minimum stop time.

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

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

[0121] In step S3044, for each running level, the time required for the train to travel to the next station at this running level is estimated according to the corresponding speed and the distance between the two stations, the actual arrival time of the train at the next station is predicted according to the time, and the error absolute value corresponding to this running level is predicted, finally, the running level with the minimum error absolute value is selected, and this running level is determined as the interval running level of the train.

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

[0123] After the adjustment in step S3043, although the train is late at the current station, by increasing the running level of the train subsequently (i.e., increasing the running speed) and adjusting the stop duration of the train at the current station, the actual arrival time of the train at the next station can still be made to coincide with the planned arrival time of the train at the next station as much as possible.

[0124] In step S3044, it is determined whether the train can be stopped for the planned stop duration to correct the late duration.

[0125] If the train can be stopped for the planned stop duration to correct the late duration, step S3045 is performed, and if the train cannot be stopped for the planned stop duration to correct the late duration, step S3046 is performed.

[0126] In step S3044, it can be determined whether the train can be stopped for the planned stop duration to correct the late duration by whether the inequality (8) is established. The inequality (8) can be expressed as: min(abs(ta i + ds i + rt x - tsa i+1 ) < Lt i - T0), where ds i represents the planned stop duration at the current station, rt x represents the interval running duration corresponding to any running level x, Lt i represents the late duration of the train at the current station, tsa i+1 represents the planned arrival time of the train at the next station in the planned timetable.

[0127] The inequality (8) can be understood as that, in the case that the train is stopped for the planned stop duration at the current station and runs at the highest running level between the current station and the next station, the deviation of the actual arrival time of the train at the next station from the planned time of the next station is less than the difference between the late duration of the train at the current station and the threshold T0.

[0128] If the above inequality (8) is established, it can be determined that the train can be stopped for the planned stop duration to correct the late duration, and if the inequality (8) is not established, it can be determined that the train cannot be stopped for the planned stop duration to correct the late duration.

[0129] In step S3045, the highest running level is set as the interval running level, and the current stop duration is set 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 for setting the highest operating level to the interval operating level is described in step S3043, and will not be repeated here.

[0132] S3046 sets the highest operating level to the interval operating level, and determines the current stop duration based on the planned running time and the interval running time corresponding to the interval operating level.

[0133] The method for determining the current stop duration based on the planned running time and the running time of the interval corresponding to the interval running level can be found in the aforementioned formula (5), and will not be repeated here.

[0134] S305 sets the interval operation level according to the manual level command, and determines the current stop duration based on the planned running time and the interval running time.

[0135] The current stop duration is determined based on the planned running time and the interval running time as follows:

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

[0137] S306: Set the current stop duration according to the manual stop command, and set the section operation level according to the current stop duration.

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

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

[0140] Example 3

[0141] This embodiment provides a method for adjusting the operating level of a stepped-speed train when it departs from a station. Please refer to [link to relevant documentation]. Figure 5 Here is a flowchart of the method, which may include the following steps.

[0142] S501, Determine if there are any manual level commands at the current site.

[0143] If there is a manual grade command, step S502 is executed, and if there is no manual grade command, step S503 is executed.

[0144] S502, setting the interval operation grade according to the manual grade 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 the embodiment ends, and if the deviation duration is within the deviation duration range, step S504 is executed.

[0147] The deviation duration can be the aforementioned early departure duration or late departure duration. When the deviation duration is the early departure duration, the deviation duration range can be the early departure duration range, and when the deviation duration is the late departure duration, the deviation duration range can be the late departure duration range.

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

[0149] In step S504, one of all the operation grades that makes the formula (9) take the minimum value can be selected as the operation grade x, and this operation grade x is determined as the interval operation grade of the train when running between the current station and the next station. The formula (9) can be expressed as: abs(actual departure time + rt x -tsa i+1 ), tsai+1 represents the planned arrival time at the next station, rt x represents the interval running duration corresponding to the operation grade x, and the actual departure time represents the actual departure time of the train from the current station.

[0150] Embodiment Four

[0151] The embodiment provides a method for adjusting the interval running time of a continuously variable speed train in the case of early arrival at a station of the continuously variable speed train. Please refer to Figure 6 , which is a flowchart of the method. The method can include the following steps.

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

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

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

[0155] If the current station belongs to a conversion track or a turnaround track, step S603 is executed, and if the current station does not belong to a conversion track and does not belong to a turnaround track, step S604 is executed.

[0156] S603, determining the stop duration of the current station and the expected section running duration between the current station and the next 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 duration of the train at the current station can be adjusted according to the manner of step S103, and the expected section running duration of the train between the current station and the next station can be set as the planned running duration set in the planned timetable.

[0158] For example, according to the planned timetable, the train is planned to run for 6 minutes between the current station and the next station, then in S603, the expected section running duration of the train between the current station and the next station can be set as 6 minutes.

[0159] For the train with stepless speed regulation, after determining the expected section running duration of the train between the current station and the next station, the speed of the train can be calculated according to the duration and the known distance between the current station and the next station, and then the train is controlled to run at the speed during the running from the current station to the next station.

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

[0161] The manual stop command is consistent with embodiment I. When applied to the train with stepless speed regulation, the manual grade command can not specify the running grade of the train, but is used to specify the section running duration of the train between the current station and the next station, and the section running duration specified by the manual grade command is recorded as the manual section running duration in this embodiment.

[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, i.e. only a manual grade command, step S607 can be executed, and if there is no manual grade command and a manual stop command, i.e. only a manual stop command, step S608 can be executed.

[0163] S605, setting the expected section running duration and the current stop duration according to the manual grade command and the manual stop command.

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

[0165] In step S605, the expected section running duration can be set as the manual section running duration, for example, if the manual section running duration is 10 minutes, the expected section running duration can be set as 10 minutes.

[0166] Optionally, if the artificial interval running duration exceeds the upper limit of the interval running duration value range, the expected interval running duration can be set as the upper limit, and if the artificial interval running duration exceeds the lower limit of the interval running duration value range, the expected interval running duration can be set as the lower limit.

[0167] The upper limit and the lower limit of the interval running duration value range 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 interval running duration value range, 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 interval running duration value range.

[0168] S606, adjusting the interval running level and the current stop duration according to the actual arrival time of the train at the current station, the early time duration and the planned timetable.

[0169] Please refer to Figure 7 , step S606 can specifically include the following steps.

[0170] S6061, determining whether the current station is the originating station.

[0171] If the current station is the originating station, step S6062 is performed, and if the current station is not the originating station, step S6063 is performed.

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

[0173] The way to determine the current stop duration can be referred to step S1062.

[0174] The way to determine the expected interval running duration can be referred to step S603.

[0175] S6063, determining whether the early time duration of the train is within the early time duration range.

[0176] The implementation of step S6063 can be referred to step S1063.

[0177] If the early time duration of the train is not within the early time duration range, the method of the present embodiment ends and no adjustment is made.

[0178] If the early time duration of the train is within the early time duration range, step S6064 is performed.

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

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

[0181] The second adjustment condition can be expressed as: (ta i + rt max + ds i ) < tsa i+1 , where rt max represents the upper limit of the interval running time when the train runs from the current station to the next station, which can be understood as the time required for the train to start from the current station and arrive at the next station at the lowest allowed running speed. The meanings of other symbols can be referred to the foregoing and will not be repeated.

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

[0183] S6065, the planned stop time is set to the current stop time, and the interval running time is set to the upper limit of the interval running time according to the expected interval running time.

[0184] The way to set the current stop time can be referred to step S1062.

[0185] In S6065, if the upper limit of the interval running time is 10 minutes, the expected interval running time of the train can be set to 10 minutes, in which case the train will start from the current station to the next station at the lowest allowed running speed.

[0186] S6066, the planned stop time is determined as the current stop time, and the expected interval running time is determined according to the planned stop time.

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

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

[0189] S607, the expected interval running time is set according to the manual grade command, and the current stop time is determined according to the planned running time and the manual interval running time.

[0190] In step S607, the method for setting the expected interval runtime according to the manual level command is the same as in step S605.

[0191] The current stop duration is determined based on the planned running time and the manual interval running time as follows:

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

[0193] If the current station is the originating 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 This indicates the duration of the manual interval specified in the manual level command.

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

[0195] In formula (12), rt p This indicates the planned travel time for a train between the current station and the next station.

[0196] S608: Set the current stop duration according to the manual stop command, and determine the expected interval running time based on the upper and lower limits of the interval running time range.

[0197] Set the current stop duration dt according to the manual stop command. i For details, please refer to step S605.

[0198] The method for determining the expected interval running time based on the upper and lower limits of the range of interval running time 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 minrepresents the lower limit of the value range of the interval running time length, that is, the time length required for the train to travel from the current station to the next station at the fastest speed allowed. When the manual stop command specifies that the train is to stop at the current station, the current stop time length dt i is 0.

[0201] Embodiment Five

[0202] The present embodiment provides a method for adjusting the running grade of a continuously variable train in the case of late arrival at a station. Please refer to Figure 8 , which is a flowchart of the method, the method can include the following steps.

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

[0204] In the case of late arrival at a station, step S802 is performed.

[0205] S802, determine whether there is a manual grade command and a manual stop command.

[0206] For the current station, in the case of a manual grade command and a manual stop command, step S803 is performed;

[0207] In the case of no manual grade command and / or no manual stop command, step S804 is performed.

[0208] S803, set the expected interval running time length and the current stop time length according to the manual grade command and the manual stop command.

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

[0210] S804, determine whether the late arrival time length of the train is within the late arrival time length range.

[0211] The implementation of step S804 can refer to the aforementioned step S3041, and will not be described again.

[0212] If the late arrival time length is not within the late arrival time length range, the method of the present embodiment ends, and if the late arrival time length is within the late arrival time length range, any one of steps S805 to S807 is performed according to whether there is a manual grade command and a manual stop command.

[0213] Specifically, in the case of no manual grade command and no manual stop command, step S805 is performed;

[0214] In the case of a manual grade command and no manual stop command, step S806 is performed;

[0215] If there is no manual grade command and there is a manual stop command, step S807 is performed.

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

[0217] Please refer to Figure 9 , step S805 can include the following steps.

[0218] S8051, determining whether the train can arrive at the next station in advance by running at the fastest speed.

[0219] If the train can arrive at the next station in advance by running at the fastest speed, step S8052 is performed, and if the train cannot arrive at the next station in advance by running at the fastest speed, step S8053 is performed.

[0220] In step S8051, the section running duration rt min by running at the fastest speed can be obtained first min , and the minimum stop duration dt i is obtained, then the actual arrival time ta min of the train at the current station is added to rt min and the minimum stop duration, if the time after adding the two 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 running at the fastest speed, if the time after adding the two 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 running at the fastest speed.

[0221] S8052, setting the expected section running duration as the lower limit of the range of values of the section running duration, and setting the current stop duration as the minimum stop duration.

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

[0223] And the current stop duration can be set as the minimum stop duration, for example, assuming the minimum stop duration is 40 seconds, the current stop duration of the train at the current station can be set to 40 seconds.

[0224] S8053, determining whether the train can correct the delay duration by stopping for the planned stop duration.

[0225] If the train can correct the delay duration by stopping for the planned stop duration, step S8054 is performed, and if the train cannot correct the delay duration by stopping for the planned stop duration, step S8055 is performed.

[0226] In step S8053, whether the train can arrive at the next station ahead of schedule can be determined by whether inequality (14) holds, which can be expressed as: ta i + rt min + ds i < tsa i+1 , where ds i represents the planned stop duration at the current station, rt min represents the interval running duration at the fastest speed, and tsa i+1 represents the time at which the train is scheduled to arrive at the next station according to the planned timetable.

[0227] Inequality (14) can be understood as whether the train can arrive at the next station ahead of schedule if the train stops at the current station for the planned stop duration and runs at the fastest speed between the current station and the next station.

[0228] If inequality (14) holds, it means that the train can arrive at the next station ahead of schedule under the above conditions, and thus the train can correct the delay by stopping at the current station for the planned stop duration. If inequality (14) does not hold, it means that the train cannot arrive at the next station ahead of schedule under the above conditions, and thus the train cannot correct the delay by stopping at the current station for the planned stop duration.

[0229] In step S8054, the expected interval running duration is set according to the planned stop duration, and the current stop duration is set to the planned stop duration.

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

[0231] The expected interval running duration can be set as: expected interval running duration = tsa i+1 - ta i - ds i .

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

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

[0234] The current stop duration dt i can be set as: dt i = ds i - (rt p - rt min), rt p represents the planned running time length from the current station to the next station.

[0235] The way of determining the current stop time length according to the planned running time length and the interval running time length corresponding to the interval running grade can refer to the aforementioned formula (5), and will not be described again.

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

[0237] The way of setting the expected interval running time length according to the manual grade command can refer to step S605, and will not be described again.

[0238] The way of determining the current stop time length according to the planned running time length and the expected interval running time length can be represented by formula (15), wherein formula (15) is: current stop time length = max (min (dt max , ds i - rt p - rt d )), dt min ), (15), wherein rt d represents the manual interval running time length, formula (15) represents that the planned stop time length ds i is subtracted by the difference between the planned running time length and the manual interval running time length, the minimum value between the obtained result and the maximum stop time length is selected, the minimum value is compared with the minimum stop time length, and the larger one is determined as the current stop time length.

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

[0240] The way of setting the current stop time length according to the manual stop command can refer to step S306.

[0241] The way of determining the expected interval running time length according to the upper limit and the lower limit of the value range of the interval running time length can refer to step S608.

[0242] Embodiment six

[0243] The embodiment provides a method for adjusting the running grade of a continuously variable train when the continuously variable train departs from a station. Please refer to Figure 10 , which is a flowchart of the method.

[0244] S1001, determining whether the current station satisfies a third adjustment condition.

[0245] The third adjustment condition can include that the train departs early at the current station and the current station belongs to a conversion track. Therefore, if the train departs early at the current station and the current station belongs to a conversion track, it is determined that the current station satisfies the third adjustment condition, and step S1002 is performed; if the train does not depart early at the current station, or the current station does not belong to a conversion track, it is determined that the current station does not satisfy the third adjustment condition, and step S1003 is performed.

[0246] Early departure refers to that the actual departure time tdof the train at the current station i Before the scheduled departure time specified in the planned timetable, that is, the train departs earlier than the planned timetable at the current station.

[0247] S1002, determining the expected section running time according to the actual departure time of the current station.

[0248] In this step, the time length between the planned arrival time tsaof the train at the next station i+1 and the actual departure time tdof the current station i is determined as the expected section running time Rt of the train, that is, Rt = tsa i+1 - td i .

[0249] Optionally, in S1002, if the train adopts a manual driving mode, the expected section running time can be determined according to the formula Rt = tsa i+1 - td i If the train adopts an automatic driving mode, it is first determined whether tsa i+1 - td i is within the value range of the section running time, if it is within the range, the value is determined as the expected section running time, if it exceeds the upper limit, the upper limit rt max of the value range of the section running time is determined as the expected section running time, and if it exceeds the lower limit, the lower limit rt min of the value range of the section running time is determined as the expected section running time.

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

[0251] If there is a manual grade command, step S1004 is performed, and if there is no manual grade command, step S1005 is performed.

[0252] S1004, setting the expected section running time according to the manual grade command.

[0253] The way of setting the expected section running time according to the manual grade command is described in step S605, which will not be repeated here.

[0254] S1005, determine 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 the embodiment ends, and if the deviation duration is within the deviation duration range, step S1006 is performed.

[0256] The implementation of step S1005 is described with reference to step S503, and will not be repeated here.

[0257] S1006, determine the expected section running duration according to the planned stop duration and the actual departure time.

[0258] In this step, the planned arrival time tsa i+1 of the next station is subtracted from the actual departure time td i of the current station, and the result is taken as the expected section running duration Rt of the train.

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

[0260] Embodiment Seven

[0261] The embodiment of the application also provides an adjustment method for a train of urban rail transit, which is described below with reference to Figure 11 The method can include the following steps.

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

[0263] S1102, in the case where the train is in an abnormal running state, determine whether the current station where the train arrives has a manual grade command and a manual stop command, and the abnormal running state includes an early arrival station state and a late arrival station state.

[0264] S1103, according to whether the current station has a manual grade command and a manual stop command, adjust the current stop duration of the train and the running speed parameter of the train in the next section based on different adjustment strategies, and the next section is the running section between the current station and the next station of the train.

[0265] When applied to a step-variable train and the train is in an early arrival station state, step S1103 can include steps S105 to S108 of embodiment one, and steps S105 to S108 correspond to the four different adjustment strategies.

[0266] When applied to a step-variable train and the train is in a late arrival station state, step S1103 can include steps S303 to S306 of embodiment two, and steps S303 to S306 correspond to the four different adjustment strategies.

[0267] In the case of the step S1103 being applied to the continuously variable speed train and the train being in the early arrival state, the step S1103 can include the steps S605 to S608 of the fourth embodiment, and the steps S605 to S608 correspond to four different adjustment strategies.

[0268] In the case of the step S1103 being applied to the continuously variable speed train and the train being in the late arrival state, the step S1103 can include the steps S803 to S807 of the fifth embodiment, and the step S803 corresponds to one adjustment strategy, and the steps S804 to S807 correspond to another different adjustment strategy.

[0269] Optionally, the method further comprises:

[0270] In the case of the train being in the early arrival state, determining whether the current station belongs to a conversion track or a turnaround track;

[0271] In the case of the current station belonging to the conversion track or the turnaround track, adjusting the current stop duration and the running speed parameter of the train according to the planned arrival time of the next station and the actual arrival time of the current station.

[0272] The above adjustment manner can correspond to the steps S102 and S103, or correspond to the steps S602 and S603.

[0273] Optionally, the method further comprises:

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

[0275] A2, in the case of the deviation duration not being within the deviation duration range, stopping adjusting the current stop duration and the running speed parameter of the train;

[0276] A3, in the case of the deviation duration being within the deviation duration range, adjusting the current stop duration and the running speed parameter of the train in the next interval based on different adjustment strategies.

[0277] In the case of the step A1 being applied to the step S1103 and the train being in the early arrival state, the step A1 can correspond to the step S1063, and the step A2 can include the steps S1064 to S1066, and the steps S1065 and S1066 correspond to two different adjustment strategies.

[0278] In the case of the step A1 being applied to the step S1103 and the train being in the late arrival state, the step A1 can correspond to the step S3041, and the step A3 can correspond to the steps S3042 to S3046, and the steps S3043, S3045 and S3046 correspond to three different adjustment strategies.

[0279] In the case of the stepless variable-speed train and the early arrival at the station, A1 can be step S6063, and A3 can include steps S6064-S6066, wherein S6065 and S6066 correspond to two different adjustment strategies.

[0280] In the case of the stepless variable-speed train and the late arrival at the station, A1 can correspond to step S804, and A3 can include steps S805-S807, wherein S805 includes S8052, S8054 and S8055, and steps S806 and S807 can be regarded as five adjustment strategies.

[0281] Optionally, in the case of the early arrival at the station and the current station being the starting station, the method of the embodiment can further adjust the current stop time and the running speed parameter according to the planned timetable, and details can be referred to steps S1061 and S1062 of the first embodiment and steps S6061 and S6062 of the fourth embodiment.

[0282] Optionally, the method further comprises:

[0283] In the case of the train being in the departure state, the running speed parameter of the train in the next interval is adjusted according to the actual departure time of the train at the current station.

[0284] Adjusting the running speed parameter according to the actual departure time can correspond to step S504 or step S1006.

[0285] Optionally, in the departure state, whether to adjust can be determined according to whether the deviation time is within the deviation time range (see steps S503 and S1005); the related parameters can also be adjusted in combination with the manual grade command when there is a manual grade command at the current station (see steps S501 and S502, steps S1003 and S1004); and the running speed parameter can also be adjusted according to the actual departure time when the third adjustment condition is met at the current station (see steps S1001 and S1002).

[0286] Optionally, in the case of the train being the step variable-speed train, the running speed parameter includes the interval running grade of the train in the next interval;

[0287] In the case of the train being the stepless variable-speed train, the running speed parameter includes the expected interval running time of the train in the next interval.

[0288] The embodiment has the following beneficial effects:

[0289] The adjustment method of the application can adopt different adjustment strategies to adjust the running speed parameter of the train according to whether there is a manual grade command and a manual stop command at the current station reached by the train when adjusting the running speed parameter of the train, thereby obtaining a better adjustment effect.

[0290] Further, the adjustment method of the embodiment can determine whether the deviation duration is within the deviation duration range before adjusting the current stop duration and the running speed parameter, and if the deviation duration is out of the range, the adjustment is not performed, so as to avoid the situation that the deviation from the plan schedule is still large after the adjustment, the stop duration is too small after the adjustment, or the deviation from the actual plan is small, and filter the adjustment behaviors with little meaning.

[0291] The embodiment of the application further provides an adjustment device for a city rail transit train, please refer to Figure 12 The device can include the following units.

[0292] The first determination unit 1201 is configured to determine the running state of the train.

[0293] The second determination unit 1202 is configured to determine whether there is a manual grade command and a manual stop command at the current station of the train in the case that the train is in an abnormal running state, and the abnormal running state includes an early arrival state and a late arrival state.

[0294] The adjustment unit 1203 is configured to adjust the current stop duration of the train and the running speed parameter of the train in the next interval based on different adjustment strategies according to whether there is a manual grade command and a manual stop command at the current station, and the next interval is the running interval between the current station and the next station of the train.

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

[0296] In the case that the train is in an early arrival state, determine whether the current station belongs to a conversion track or a turnaround track.

[0297] In the case that the current station belongs to a conversion track or a turnaround track, adjust the current stop duration and the running speed parameter 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 duration and the running speed parameter of the train in the next interval based on different adjustment strategies, the adjustment unit 1203 is specifically configured to:

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

[0300] In the case that the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and the running speed parameter.

[0301] In the case that the deviation duration is within the deviation duration range, adjust the current stop duration and the running speed parameter of the train in the next interval based on different adjustment strategies.

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

[0303] In the case that the train is in the off-site state, the running speed parameter of the train in the next interval is adjusted according to the actual off-site time of the train at the current site.

[0304] Optionally, in the case that the train is a stepped variable speed train, the running speed parameter comprises an interval running grade of the train in the next interval.

[0305] In the case that the train is a stepless variable speed train, the running speed parameter comprises an expected interval running time length of the train in the next interval.

[0306] The working principle and advantages of the adjustment device of the urban rail transit train provided in the embodiment can refer to the steps and advantages of the adjustment method of the urban rail transit train provided in any embodiment of the present application, and will not be repeated here.

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

[0308] For the convenience of description, the above system or device is described as various modules or units respectively described in terms of functions. Of course, in the implementation of the present application, the functions of each unit can be implemented in the same or multiple software and / or hardware.

[0309] From the above description of the embodiments, those skilled in the art can clearly understand that the present application can be implemented by means of software and the necessary general hardware platform. Based on such understanding, the technical solutions of the present application can be embodied in the form of a software product, which can be stored in a storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments of the present application.

[0310] Finally, it needs to be pointed out that, in this document, relational terms such as first, second, third, and fourth and the like can only be used to distinguish one entity or action from another entity or action, without necessarily requiring or implying any actual relationship or order between or among such entities or actions. Moreover, the terms "comprises", "comprising", or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but can include other elements not expressly listed or inherent to such process, method, article, or apparatus. An element proceeded by "comprises... a" does not, without more constraints, exclude the existence of additional identical elements in the process, method, article, or apparatus that comprises the element.

[0311] The above description is only the preferred embodiment of the present application, and it should be pointed out that, for those skilled in the art, some improvements and refinements can be made without departing from the principles of the present application, and these improvements and refinements should also be considered as the protection scope of the present application.

Claims

1. A method for adjusting urban rail transit trains, characterized in that, include: Determine the train's operating status; In the event that the train is in an abnormal operating state, determine whether there are any manual level commands and manual stop commands at the current station to which the train has arrived. The abnormal operating state includes early arrival state and late arrival state. Based on 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 interval are adjusted according to different adjustment strategies. The next interval is the running interval between the current station and the next station of the train. If the train is in an early morning operation state, determine whether the current station is a switching track or a turnaround track; If the current station belongs to the switching track or the turnaround track, the current stop duration and the running speed parameters are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station. The adjustment of the train's current stopping time and its operating speed parameters in the next section based on different adjustment strategies includes: Determine whether the deviation duration is within the deviation duration range; If the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and the operating speed parameters; If the deviation duration is within the specified range, the current stopping duration of the train and the train's operating speed parameters in the next interval are adjusted based on different adjustment strategies.

2. The method according to claim 1, characterized in that, Also includes: When the train is in the departure state, the train's operating speed parameters in the next section are adjusted according to the actual departure time of the train at the current station.

3. The method according to claim 1, characterized in that, When the train is a stepped variable speed train, the operating speed parameter includes the operating level of the train in the next section; When the train is a continuously variable transmission (CVT) train, the operating speed parameter includes the expected running time of the train in the next interval.

4. An adjustment device for an urban rail transit train, characterized in that, include: The first determining unit is used to determine the train's operating status; The second determining unit is used to determine whether there is a manual level command and a manual stop command at the current station where the train has arrived, when the train is in an abnormal operating state. The abnormal operating state includes early arrival state and late arrival state. The adjustment unit is used to adjust the current stopping time of the train and the running speed parameters of the train in the next interval 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. The next interval is the running interval between the current station and the next station of the train. The adjustment unit is also used for: If the train is in an early morning operation state, determine whether the current station is a switching track or a turnaround track; If the current station belongs to the switching track or the turnaround track, the current stop duration and the running speed parameters are adjusted according to the planned arrival time of the next station and the actual arrival time of the current station. Specifically, when the adjustment unit adjusts the current stopping time of the train and the train's running speed parameters in the next section based on different adjustment strategies, it is used for: Determine whether the deviation duration is within the deviation duration range; If the deviation duration is not within the deviation duration range, stop adjusting the current stop duration and the operating speed parameters; If the deviation duration is within the specified range, the current stopping duration of the train and the train's operating speed parameters in the next interval are adjusted based on different adjustment strategies.

5. The apparatus according to claim 4, characterized in that, The adjustment unit is also used for: When the train is in the departure state, the train's operating speed parameters in the next section are adjusted according to the actual departure time of the train at the current station.

6. The apparatus according to claim 4, characterized in that, When the train is a stepped variable speed train, the operating speed parameter includes the operating level of the train in the next section; When the train is a continuously variable transmission (CVT) train, the operating speed parameter includes the expected running time of the train in the next interval.

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