Method, device, equipment and medium for generating train protection curve

Abstract

The present invention discloses a method, device, equipment and medium for generating a train protection curve. The method includes: determining at least one train running section associated with the line between the current position of the target train and the preset target position point in sequence according to the preset target position point, the reverse direction of the target train's operation and the preset distance step; determining the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train of the current train running section; determining whether the entrance position of the current train running section exceeds the current position of the target train; if so, ending the determination of the next train running section, and taking the connection between each entrance speed and exit speed corresponding to all the determined train running sections as the protection curve of the target train. The above technical scheme improves the accuracy of the generated train protection curve and helps to ensure the safe operation of the train.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and in particular to a method, device, equipment and medium for generating a train protection curve. Background Art

[0002] Rail transit train control is the basis for the safe operation of rail transit, and the train protection curve is the core of rail transit train control. The train protection curve stipulates the maximum allowable speed of the train at different positions during operation. When the actual speed of the train approaches the protection curve speed (also called the protection speed), the train control system will issue an alarm. When the protection speed is exceeded, the automatic train protection system (Automatic Train Protection, ATP) will trigger the train emergency brake to achieve safe and rapid stop of the train.

[0003] In the prior art, when a train runs on all track surfaces, the train protection curves used are usually calculated and generated according to the acceleration information limited by the wet track surface. They are not applicable to changing train operating conditions and external environment information, have low accuracy, and pose great safety hazards. Summary of the invention

[0004] The present invention provides a method, device, equipment and medium for generating a train protection curve, so as to introduce the consideration of the corresponding composite influence of information such as train operating conditions and external environment when generating the train protection curve, improve the accuracy of the generated train protection curve, and ensure the safe operation of the train.

[0005] According to one aspect of the present invention, a method for generating a train protection curve is provided, the method comprising:

[0006] According to a preset target position point, a reverse direction of the target train operation and a preset distance step, sequentially determining at least one train operation section associated with a line between a current position of the target train and the preset target position point;

[0007] Determine the entrance speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information, speed limit information and attribute information of the target train in the current train running section; wherein the limited acceleration information at least includes acceleration information corresponding to when the target train idles or slips in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information;

[0008] Determining whether the entrance position of the current train running section exceeds the current position of the target train;

[0009] If so, the determination of the next train running section is terminated, and the connection line between each entrance speed and exit speed corresponding to all the determined train running sections is used as the protection curve of the target train.

[0010] According to another aspect of the present invention, there is provided a device for generating a train protection curve, the device comprising:

[0011] A train running section determination module, used to sequentially determine at least one train running section associated with the line between the current position of the target train and the preset target position point according to the preset target position point, the reverse direction of the target train running and the preset distance step;

[0012] An entrance speed determination module is used to determine the entrance speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information, speed limit information and attribute information of the target train in the current train running section; wherein the limited acceleration information at least includes acceleration information corresponding to when the target train idles or slips in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information;

[0013] A current position exceeding determination module is used to determine whether the entrance position of the current train running section exceeds the current position of the target train;

[0014] The protection curve determination module is used to end the determination of the next train running section if yes, and use the connection between each entrance speed and exit speed corresponding to all the determined train running sections as the protection curve of the target train.

[0015] According to another aspect of the present invention, there is provided an electronic device, the electronic device comprising:

[0016] at least one processor; and

[0017] a memory communicatively connected to the at least one processor; wherein,

[0018] The memory stores a computer program that can be executed by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for generating a train protection curve described in any embodiment of the present invention.

[0019] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for generating a train protection curve described in any embodiment of the present invention when executed.

[0020] According to another aspect of the present invention, there is provided a computer program product, comprising a computer program / instruction, which, when executed by a processor, implements the method for generating a train protection curve as described in any embodiment of the present invention.

[0021] The technical solution of the embodiment of the present invention can take into account the restricted acceleration information corresponding to the track position in the line corresponding to the corresponding protection curve that will cause the corresponding target train to slip or idle, by introducing the line information, restricted acceleration information, speed limit information and attribute information of the target train associated with the line between the current position and the preset target position point when generating the protection curve for the target train. At the same time, it also further comprehensively considers the influence of the corresponding line information, speed limit information and the attribute information of the target train itself, so that the protection curve of the corresponding target train can be generated based on various complex factors such as changing train operating conditions and external environment, which helps to improve the accuracy of the generated train protection curve and ensure the safety of train operation. At the same time, the present application determines at least one train running section and the corresponding entrance speed of the corresponding train running section in sequence according to the preset target position point, the reverse direction of the train running and the preset distance step, and uses the connecting line between the entrance speed and the exit speed of each determined train running section as the corresponding protection curve, thereby avoiding the situation where the corresponding protection curve generation precision and accuracy are insufficient due to the forward calculation based on the entire line between the current position of the train and the preset position point, which helps to further improve the accuracy of the generated train protection curve.

[0022] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 This is a flow chart of a method for generating a train protection curve provided according to Embodiment 1 of the present invention.

[0025] Figure 2 This is a flow chart of another method for generating a train protection curve provided according to the second embodiment of the present invention.

[0026] Figure 3AIt is a flowchart of another method for generating a train protection curve provided according to the third embodiment of the present invention.

[0027] Figure 3B A schematic diagram of the principle of generating a protection curve corresponding to a train in a braking state provided in the third embodiment of the present invention.

[0028] Figure 4 It is a structural schematic diagram of a train protection curve generation device provided according to Embodiment 4 of the present invention.

[0029] Figure 5 It is a structural schematic diagram of an electronic device for implementing the method for generating a train protection curve according to an embodiment of the present invention. DETAILED DESCRIPTION

[0030] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0031] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0032] Figure 1 This is a flow chart of a method for generating a train protection curve provided by an embodiment of the present invention. This embodiment is applicable to the case where a train generates a protection curve between a current position and a preset target position. The method can be executed by a train protection curve generation device, which can be implemented in the form of hardware and / or software, and can be configured in an electronic device. Figure 1 Said method comprises:

[0033] S110, according to a preset target position point, the reverse direction of the target train operation and a preset distance step, sequentially determining at least one train operation section associated with the line between the current position of the target train and the preset target position point;

[0034] The preset target position point may be one of the position points such as the target stop point, the exit point of the downhill section or the starting point of the temporary speed limit. The target stop point may be the position point where the target train completes braking and remains stationary. The train speed corresponding to the target stop point may be 0. The exit speed corresponding to the exit point of the downhill section may be the preset speed limit corresponding to the downhill section or the preset entrance speed limit of the next section of the downhill section. When the preset entrance speed limit of the next section of the downhill section in the direction of the target train is greater than the preset speed limit of the downhill section, the preset speed limit of the downhill section may be the exit speed of the downhill section; when the preset entrance speed limit of the next section of the downhill section in the direction of the target train does not exceed the preset speed limit of the downhill section, the preset entrance speed limit of the next section may be the exit speed of the corresponding downhill section. The target stop point may be set in advance as needed, or may be determined according to the train movement authorization point and the safety margin. The train movement authorization point may be the farthest position point where the train is authorized to travel. The safety margin may be the maximum safe distance between the target parking point and the authorized point for train movement. The preset distance step may be a preset distance value of the entrance position corresponding to at least one train running interval determined in sequence based on the reverse direction of the target train running, with the target parking point as the starting point. The preset distance value may be set according to needs or experience, for example, it may be 5 meters. The exit position corresponding to the train running interval determined for the first time may be the target parking point. The exit position of the current train running interval may be the entrance position of the train running interval determined last time. The entrance position may be the position where the target train enters the corresponding train running interval based on the current running direction, and the exit position may be the position where the target train exits the corresponding train running interval or stops based on the current running direction.

[0035] S120. Determine the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train of the current train running section; wherein the restricted acceleration information at least includes the acceleration information corresponding to when the target train idles or slips in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information.

[0036] Wherein, if the current train running section is the first determined train running section, the exit position corresponding to the current train running section may be a preset target position point, and the exit speed corresponding to the current train running section may be a preset speed value corresponding to the preset target position point. The curve information may include at least one of the information types such as the curve starting point, the curve end point, the curve direction, the curve radius, and the curve speed limit. The ramp information may include at least one of the information types such as the ramp starting point, the ramp end point, and the slope value. The tunnel information may include at least one of the information types such as the tunnel starting point, the tunnel end point, and the tunnel length.

[0037] Among them, the limited acceleration information may include at least one of the preset acceleration information corresponding to the track section in a dry state in the current train running section, the preset acceleration information corresponding to the track section in a wet state in the current train running section, and the acceleration information corresponding to the target train when idling or slipping in the current train running section. The preset acceleration information can be pre-set based on the train factory information or test report, or it can be set according to needs or experience. The limited acceleration information can be the maximum acceleration information of the train in the traction state, or it can be the maximum acceleration information of the train in the braking state. The acceleration information can be the absolute value of the corresponding acceleration of the train. The acceleration information corresponding to the idling or slipping of the train in the traction state can be the same as the acceleration information corresponding to the idling and slipping of the train in the braking state. The acceleration information corresponding to the target train idling or slipping in the current train running section may be determined when other trains other than the target train slip or idle in the current train running section. The acceleration information may be based on the pre-established mapping relationship between different acceleration information, different train forces and different train masses, and is determined according to the current train force and the current train mass. The train force may include traction and braking force, etc. The speed limit information may be the maximum speed allowed for the train to run in the current train running section. The attribute information of the target train may include the mass or length of the target train, etc. The entry speed of the current train running section may be the exit speed of the train running section determined next time, and the exit speed of the current train running section may be the entry speed of the train running section determined last time.

[0038] Specifically, a first mapping relationship database between different exit positions, exit speeds, line information, restricted acceleration information, speed limit information and attribute information of the target train and the corresponding entry speeds can be established in advance. Accordingly, when determining the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train in the current train operating section, the corresponding entry speed can be matched in the corresponding first mapping relationship database by traversal, and the matched entry speed can be used as the entry speed of the current train operating section.

[0039] S130: Determine whether the entrance position of the current train running section exceeds the current position of the target train.

[0040] If the entrance position of the current train running section is before the current position of the target train, it can be indicated that the entrance position of the current train running section exceeds the current position of the target train. The entrance position of the current train running section can be obtained by deducting the preset distance value corresponding to the preset distance step from the mileage value corresponding to the exit position of the current train running section.

[0041] S140: If yes, then the determination of the next train running section is terminated, and the connection line between each entrance speed and exit speed corresponding to all the determined train running sections is used as the protection curve of the target train.

[0042] Specifically, if it is determined that the entrance position of the current train operating interval does not exceed the current position of the target train, the next train operating interval can be determined in sequence, and the above steps S120 to S140 can be repeated until it is determined that the entrance position of the corresponding train operating interval exceeds the current position of the target train. The determination of the next train operating interval is terminated, and the connecting line between the entrance speeds and exit speeds corresponding to all the determined train operating intervals is used as the protection curve of the target train.

[0043] In an embodiment of the present invention, by introducing the line information, restricted acceleration information, speed limit information and attribute information of the target train associated with the line between the current position and the preset target position point of the target train when generating the protection curve for the target train, the restricted acceleration information corresponding to the track position in the line corresponding to the corresponding protection curve that will cause the corresponding target train to slip or idle can be taken into account. At the same time, the influence of the corresponding line information, speed limit information and the attribute information of the target train itself is further comprehensively considered, so that the protection curve of the corresponding target train can be generated based on various complex factors such as changing train operating conditions and external environment, which helps to improve the accuracy of the generated train protection curve and ensure the safety of train operation. At the same time, the present application determines at least one train running section and the corresponding entrance speed of the corresponding train running section in sequence according to the preset target position point, the reverse direction of the train running and the preset distance step, and uses the connecting line between the entrance speed and the exit speed of each determined train running section as the corresponding protection curve, thereby avoiding the situation where the corresponding protection curve generation precision and accuracy are insufficient due to the forward calculation based on the entire line between the current position of the train and the preset position point, which helps to further improve the accuracy of the generated train protection curve.

[0044] Figure 2This is a flow chart of a method for generating a train protection curve provided in the second embodiment of the present invention. This embodiment is further optimized based on the above embodiments. It should be noted that for the parts not described in detail in this embodiment, please refer to the relevant descriptions in other embodiments.

[0045] Furthermore, the following is added: "The speed limit information includes a preset entrance speed limit corresponding to the entrance position of the current train running section", and "Determine the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train of the current train running section" is refined into "Determine the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section; determine whether the candidate entrance speed exceeds the corresponding preset entrance speed limit; wherein the preset entrance speed limit is the maximum speed allowed for the target train when passing through the entrance position of the current train running section; if so, use the preset entrance speed limit as the target entrance speed of the current train running section, and use the target entrance speed as the entrance speed of the current train running section" to improve the entrance speed determination mechanism.

[0046] refer to Figure 2 , the method specifically comprises the following steps:

[0047] S210, according to a preset target position point, the reverse direction of the target train operation and a preset distance step, sequentially determining at least one train operation section associated with the line between the current position of the target train and the preset target position point;

[0048] S220, determining a candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section;

[0049] Specifically, a second mapping relationship database between different exit positions, exit speeds, line information, restricted acceleration information and attribute information of the target train and different candidate entrance speeds can be established in advance. Accordingly, when determining the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train in the current train operating section, the corresponding candidate entrance speed can be matched in the second mapping relationship database by traversal, and the matched candidate entrance speed can be used as the candidate entrance speed of the current train operating section.

[0050] For example, the calculation formula of the exit speed of the target train at the exit position corresponding to the current train running section can be:

[0051]

[0052] in, It can represent the number of the train running section. The number corresponding to the first determined train running section It can be 1, and the number of the train running section determined next time can be the number of the train running section determined currently plus 1. Can indicate the The exit speed of the train operation section determined for the second time; It can indicate the speed corresponding to the preset target position point. Can be the The entrance speed of the train operation section is determined again.

[0053] In an optional embodiment, determining the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information and attribute information of the target train of the current train running section may include:

[0054] According to the exit speed and the mass of the target train, determine the basic resistance of the target train in the current train running section; according to the exit position, the length of the target train and the slope value of the exit position, determine the slope resistance of the target train in the current train running section; according to the exit position, the length of the target train and the preset minimum curve radius, determine the curve resistance of the target train in the current train running section; according to the exit speed, the mass of the target train and the tunnel cross-sectional area, determine the tunnel resistance of the target train in the current train running section; according to the basic resistance, ramp resistance, curve resistance, tunnel resistance and the limiting acceleration information corresponding to the exit position, determine the actual acceleration information of the target train in the current train running section; according to the exit speed, the actual acceleration information and the preset distance step, determine the candidate entrance speed of the current train running section.

[0055] Among them, if there is no ramp in the current train running section, the ramp resistance can be 0; if there is no curved track in the current train running section, the curve resistance can be 0; if there is no tunnel in the current train running section or the tunnel length is less than the preset length, the tunnel resistance can be 0. The restricted acceleration information corresponding to the exit position can be determined according to the track surface state of the track section to which the exit position belongs and the train running information. The track surface state can include a wet state and a dry state, etc. The train running information can be used to characterize whether there is a train slip or idling at the corresponding track section. If the track surface state corresponding to the exit position is a dry state, the restricted acceleration information of the exit position can be the preset acceleration information when the track section corresponding to the exit position is in a dry state; if the track surface state corresponding to the exit position is a wet state, the restricted acceleration information of the exit position can be the preset acceleration information when the track section corresponding to the exit position is in a wet state; if there is a train idling or slipping in the track section corresponding to the exit position, the restricted acceleration information of the exit position can be the acceleration information corresponding to the idling or slipping of the corresponding train.

[0056] Specifically, a mapping relationship database between different exit speeds, the mass of the target train and different basic resistances can be established in advance. Accordingly, when determining the corresponding exit speed and the mass of the target train, the corresponding basic resistance can be matched by traversing the mapping relationship database, and the matched basic resistance is used as the basic resistance of the target train in the current train running section. A mapping relationship database between different exit positions, the length of the target train, the slope value of the exit position and different ramp resistances can be established in advance. Accordingly, when determining the corresponding exit position, the length of the target train, the slope value of the exit position, the corresponding ramp resistance can be matched by traversing the mapping relationship database, and the matched ramp resistance is used as the ramp resistance of the target train in the current train running section. A mapping relationship database between different exit positions, the length of the target train, the preset minimum curve radius and different curve resistances can be established in advance. Accordingly, when determining the corresponding exit position, the length of the target train, and the preset minimum curve radius, the corresponding curve resistance can be matched by traversing the mapping relationship database, and the matched curve resistance is used as the curve resistance of the target train in the current train running section. A database of mapping relationships between different exit speeds, target train masses, tunnel cross-sectional areas and different tunnel resistances can be established in advance. Accordingly, when determining the corresponding exit speed, target train mass and tunnel cross-sectional area, the corresponding tunnel resistance can be matched by traversing the mapping relationship database, and the matched tunnel resistance can be used as the tunnel resistance of the target train in the current train operating section.

[0057] Specifically, a mapping relationship database between different basic resistances, ramp resistances, curve resistances, tunnel resistances, and restricted acceleration information corresponding to exit positions and different actual accelerations can be pre-established. Accordingly, when determining the corresponding basic resistances, ramp resistances, curve resistances, tunnel resistances, and restricted acceleration information corresponding to exit positions, the corresponding actual acceleration information can be matched by traversing the mapping relationship database, and the matched actual acceleration information can be used as the tunnel resistance of the target train in the current train running section. A mapping relationship database between different exit speeds, actual acceleration information, preset distance step lengths, and different candidate entrance speeds can be pre-established. Accordingly, when determining the corresponding exit speeds, actual acceleration information, and preset distance step lengths, the corresponding candidate entrance speeds can be matched by traversing the mapping relationship database, and the matched candidate entrance speeds can be used as the candidate entrance speed of the target train in the current train running section.

[0058] It can be understood that the basic resistance, ramp resistance, curve resistance and tunnel resistance of the current train running section are determined respectively according to the exit position, exit speed, line information and attribute information of the target train of the current train running section, and based on the basic resistance, ramp resistance, curve resistance and tunnel resistance, combined with the limiting acceleration information corresponding to the corresponding exit position, the actual acceleration information of the target train in the current train running section is determined, and then based on the actual acceleration information, combined with the corresponding exit speed and the preset distance step, the corresponding candidate entrance speed is further determined, thereby avoiding the situation where the generated train protection curve is not accurate enough due to not considering the influence of nonlinear factors such as slopes, curves, tunnels, basic resistance, etc. on the train during traction or braking, which helps to further improve the accuracy of the generated corresponding train protection curve and ensure the safe operation of the train.

[0059] Exemplarily, the calculation formula of the basic resistance of the target train in the current train running section can be:

[0060]

[0061] in, The target train can be The basic resistance in the train running section is determined by The unit can be ; Can indicate the The exit speed of the train operation section determined for the second time; , and It can represent basic resistance parameters, which can be generated by test methods. Different models can correspond to different basic resistance parameters, which are not specifically limited here. It can represent the quality of the target train; Can be the acceleration due to gravity, and its value can be ; It can represent the train moment of inertia corresponding to the target train; 1000 can represent the unit conversion coefficient.

[0062] Exemplarily, the calculation formula of the slope resistance of the target train in the current train running section can be:

[0063]

[0064] in, It can be said that the target train is The slope resistance in the train running section is determined in units of ; Can indicate the The exit position of the train operation section determined for the second time; It can represent the length of the target train; Can indicate track position The slope value can be negative for uphill and positive for downhill.

[0065] For example, the calculation formula of the curve resistance of the target train in the current train running section can be:

[0066]

[0067] in, It can be said that the target train is The curve resistance in the train running section is determined in units of ; Can be track position To track position The minimum curve radius of all curves in the interval. When there is no curve within the corresponding line range of the train running section determined for the first time, The value can be .

[0068] For example, the calculation formula of the tunnel resistance of the target train in the current train running section can be:

[0069]

[0070] in, It can be said that the target train is The tunnel resistance in the train running section is determined in units of ; It can be a judgment function, which can be used when the track position If the tunnel is longer than the preset length, the value is 1; otherwise, the value is 0. The preset length can be set based on experience, for example, 5 km. It can express the tunnel resistance correction factor. For example, when the tunnel cross-sectional area is When the tunnel resistance correction coefficient is 0.35, the tunnel cross-sectional area is When , the value of the tunnel resistance correction coefficient can be 0.46, etc.; 1000 can represent the unit conversion coefficient.

[0071] In an optional embodiment, the calculation formula of the actual acceleration information of the target train in the current train running section can be:

[0072]

[0073] in, It can be said that the target train is The actual acceleration information of the train in the running section is determined in units of ; 102 can represent the unit conversion coefficient; Can be the The acceleration information of the exit position corresponding to the train running section determined this time.

[0074] For example, the calculation formula of the candidate entrance speed of the current train running section can be:

[0075]

[0076] in, The target train can be The entrance speed of the train running section determined for the second time; The preset distance value corresponding to the preset distance step may be taken, and 25.92 may be a unit conversion coefficient.

[0077] S230, determining whether the candidate entrance speed exceeds the corresponding preset entrance speed limit; wherein the preset entrance speed limit is the maximum speed allowed for the target train when passing through the entrance position of the current train running section;

[0078] The preset entrance speed limit may be determined in advance based on experience or needs, and is not specifically limited here.

[0079] S240: If yes, the preset entrance speed limit is used as the target entrance speed of the current train running section, and the target entrance speed is used as the entrance speed of the current train running section.

[0080] Specifically, if the candidate entrance speed does not exceed the corresponding preset entrance speed limit, the candidate entrance speed may be used as the entrance speed of the current train running section.

[0081] S250, determining whether the entrance position of the current train running section exceeds the current position of the target train;

[0082] S260: If yes, then the determination of the next train running section is terminated, and the connection line between each entrance speed and exit speed corresponding to all the determined train running sections is used as the protection curve of the target train.

[0083] In an embodiment of the present invention, after determining the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section, it is judged whether the candidate entrance speed exceeds the corresponding preset entrance limit speed, and when the candidate entrance speed exceeds the corresponding preset entrance limit speed, the preset entrance limit speed is used as the entrance speed of the current train running section, thereby effectively avoiding the train running speed allowed in the generated corresponding protection curve from exceeding the limit speed of the corresponding line itself, thereby helping to meet the speed limit requirements proposed for the corresponding line, with high flexibility, and also helping to eliminate the safety hazards caused by the train running speed exceeding the limit speed, thereby ensuring the safe operation of the train.

[0084] Figure 3A This is a flow chart of a method for generating a train protection curve provided in the third embodiment of the present invention. This embodiment is further optimized based on the above embodiments. It should be noted that for the parts not described in detail in this embodiment, please refer to the relevant descriptions in other embodiments.

[0085] Furthermore, before "determine the entrance speed of the current train running section based on the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train in the current train running section", the following may be added: "determine the wet track section within the current jurisdiction of the line and the information item corresponding to the wet track section based on the current external warning information and the current environmental monitoring information; wherein the information item includes the starting position, ending position, starting time, ending time, warning type and preset acceleration information of the wet track section; determine the slipping or idling occurring within the current jurisdiction of the line based on the train running information of at least one train The track position is determined, and based on the track position and the time when the slip or idling occurs, the slipping and idling track section and the information entry corresponding to the slipping and idling track section are determined; wherein the acceleration information in the information entry is the acceleration information corresponding to the slip or idling, and the acceleration information is determined based on the mass and force of the train when the slip or idling occurs, and the force is traction or braking force; the current track section corresponding to the current train running section is matched with the wet track section and the slipping and idling track section, and based on the matching result, the limit acceleration information of the current track section is determined, so as to realize the determination of the limit acceleration information corresponding to the current train running section.

[0086] refer to Figure 3A , the method specifically comprises the following steps:

[0087] S310. According to a preset target position point, a reverse direction of the target train's operation and a preset distance step, at least one train operation section associated with the line between the current position of the target train and the preset target position point is determined in sequence.

[0088] S320. Determine the wet track section within the current jurisdiction of the line and the information item corresponding to the wet track section based on the current external warning information and the current environmental monitoring information; wherein the information item includes the starting position, ending position, starting time, ending time, warning type and preset acceleration information of the wet track section.

[0089] Among them, the external warning information may be a warning information provided by the rail transit superior management department and the rail transit safety management department. The external warning information may include at least one of the following information: warning type, occurrence range, start time and end time. The warning type may include at least rain warning, snow warning and ice warning. The track surface state corresponding to the rain warning, snow warning and ice warning may be a wet state. The track surface state corresponding to other warning types other than the rain warning, snow warning and ice warning may be a dry state. The current environmental monitoring information may be obtained through the rail transit trackside monitoring user equipment and / or closed-circuit television system. The environmental monitoring information may include the weather state and / or track surface state at the preset monitoring position, and may also include the corresponding track position, track section and time when the weather state and / or track surface state are identified. The weather state may include rain, snow and ice. The wet track section may be a track section in which the track surface state is in a wet state within the current jurisdiction line range, and the current jurisdiction line range may be the range corresponding to the track line under the jurisdiction of the current dispatching center. The preset acceleration information may be acceleration information of a preset track section in a wet state.

[0090] Exemplarily, according to the current external warning information and the current environmental monitoring information, determining the wet track section within the current jurisdiction of the line and the information item corresponding to the wet track section may include:

[0091] According to the current external warning information, determine the first section set in the current jurisdiction of the line and the first information item set corresponding to each wet track section in the first section set; according to the current environmental monitoring information, determine the track position in the current jurisdiction of the line where the track surface is currently in a wet state; if the track position is located in a wet track section in the first section set, update the start time in the information item corresponding to the wet track section where the track position is located to the current time; if the track position is not located in a wet track section in the first section set, generate a new wet track section and a corresponding information item based on the track position and the current time, and add the new wet track section and the corresponding information item to the first section set and the first information item set to obtain a second section set and a second information item set; wherein, each wet track section included in the second section set is a wet track section within the current jurisdiction of the line.

[0092] Among them, each wet track section in the first section set can be a track section in the current jurisdiction line range among the track sections associated with the external warning information. The current time can be the time when the track position where the current track surface is in a wet state within the current jurisdiction line range is identified. The new wet track section can be a track section determined by the up and down set distance of the track position where the current track surface is in a wet state. The set distance can be set according to needs or experience, for example, it can be 2km. The start time corresponding to the new wet track section can be the current time, and the time interval between the start time and the end time corresponding to the new wet track section can be set according to experience or needs, for example, it can be 6 hours.

[0093] It can be understood that by first determining the corresponding first section set and the corresponding first information item based on the current external warning information, and then updating and supplementing the first section set and the first information item according to the current environmental monitoring information, the corresponding second section set and the corresponding second information item are obtained. This can achieve timely determination of the wet track sections within the current jurisdiction of the line while avoiding redundancy and omission of data information corresponding to the determined corresponding wet track sections and information items, thereby helping to improve the reliability of the determined corresponding wet track sections and corresponding information items.

[0094] S330. According to the train operation information of at least one train, determine the track position where slipping or idling occurs in the current jurisdiction of the line, and based on the track position and the time when the slipping or idling occurs, determine the slipping and idling track section and the information entry corresponding to the slipping and idling track section; wherein the acceleration information in the information entry is the acceleration information corresponding to when slipping or idling occurs, and the acceleration information is determined based on the mass and force of the train when slipping or idling occurs, and the force is traction or braking.

[0095] Among them, the train operation information may include the train speed, wheel speed and anti-lock brake system (ABS) status information during the train travel process. The train speed may be detected by a first speed sensor, which may be a radar sensor, etc. The wheel speed may be detected by a second speed sensor, which may be a wheelset speed sensor, etc. The ABS status information may include ABS triggering and ABS non-triggering, etc., which may be obtained through an ABS sensor. The acceleration information corresponding to the occurrence of slipping or idling when the force on the train is traction may be the same as the acceleration information corresponding to the occurrence of slipping or idling when the force on the train is braking force. The slipping and idling track section may be a wet track section or may not be a wet track section.

[0096] Specifically, when it is determined that the self-check state of the first speed sensor is normal, if it is determined that the difference between the corresponding train speed and the wheel speed exceeds a preset threshold, it can be determined that the corresponding train has slipped or idling; when it is detected that the change amplitude of the wheel speed within a preset time period exceeds a preset amplitude, it can also be determined that the corresponding train has slipped or idling; when it is detected that the ABS is in a triggered state, it can also be determined that the corresponding train has slipped or idling. When it is determined that the train has slipped or idling, the mass, traction or braking force of the corresponding train, the mileage value corresponding to the track position where the slip or idling occurs, the time when the slip or idling occurs, and other information can be obtained.

[0097] For example, the calculation formula of the acceleration information corresponding to the train when idling or skidding occurs can be:

[0098]

[0099] in, Indicates the acceleration information corresponding to the train when it slips or idles; It indicates the traction or braking force exerted on the train when slipping or idling occurs. The traction or braking force can be obtained directly from the train control system or through the conversion of train control levels. Indicates the mass of the train that is slipping or idling, which can be the same as or different from the mass of the target train. Represents the safety factor, which can be set based on experience. For example, the default value is 0.8, and other values ​​are also possible.

[0100] Exemplarily, based on the track position and the time when the slip or idling occurs, determining the slipping and idling track section and the information item corresponding to the slipping and idling track section may include:

[0101] If the track position where idling or slipping occurs is located in a wet track segment in the second segment set, the wet track segment will be used as a slipping and idling track segment, and the preset acceleration information corresponding to the wet track segment, which is greater than the acceleration information corresponding to the slipping or idling, will be updated to the acceleration information corresponding to the slipping or idling; if the track position where idling or slipping occurs is not located in a wet track segment in the second segment set, a new track segment and corresponding information entry will be generated based on the track position and the time when slipping or idling occurred, and the new track segment and corresponding information entry will be used as the slipping and idling track segment and the information entry corresponding to the slipping and idling track segment.

[0102] The new track section may be a track section determined by a set distance up and down the track position where idling or slipping occurs. The start time corresponding to the new track section may be the time when slipping or idling occurs, and the time interval between the start time and the end time corresponding to the new track section may be set according to experience or needs, for example, it may also be 6 hours. The track surface state of the new track section may be a dry state, and the limited acceleration information in the information entry corresponding to the new track section may be obtained by updating the preset acceleration information corresponding to the new track section, which is greater than the acceleration information corresponding to the slipping or idling, to the acceleration information corresponding to the slipping or idling.

[0103] It can be understood that by associating the track positions where idling or slipping occurs with the wet track segments in the second segment set, it is possible to timely update the second segment set and the corresponding second information entries, and avoid omissions in the determination of the corresponding restricted acceleration information for each track segment within the current jurisdiction, thereby helping to improve the reliability of the determined restricted acceleration information for each track segment within the current jurisdiction.

[0104] S340. Match the current track section corresponding to the current train running section with the wet track section and the slipping and idling track section, and determine the limiting acceleration information of the current track section based on the matching result.

[0105] Specifically, the acceleration information of the corresponding wet track section or the slipping and idling track section that is matched and corresponds to the current track section may be used as the limiting acceleration information of the current track section.

[0106] Exemplarily, determining the limiting acceleration information of the current track section based on the matching result may include:

[0107] If there is a slipping and idling track segment that matches the current track segment, the acceleration information corresponding to the slipping and idling track segment when slipping or idling occurs is used as the limiting acceleration information of the current track segment; if there is a wet track segment that matches the current track segment when there is no slipping and idling track segment that matches the current track segment, the preset acceleration information corresponding to the wet track segment is used as the limiting acceleration information of the current track segment; if there is no slipping and idling track segment and wet track segment that matches the current track segment, the preset acceleration information of the current track segment in a dry state is used as the limiting acceleration information of the current track segment.

[0108] It can be understood that by matching the current track section with the corresponding slipping and idling track section and wet track section, the limited acceleration information corresponding to the current track section can be determined in a targeted manner, which helps to avoid deviations in the determination of the limited acceleration information corresponding to the current track section, and further helps to improve the accuracy of the determination of the limited acceleration information corresponding to the current track section of the current train operating interval.

[0109] S350, determining the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train of the current train running section;

[0110] S360, determining whether the entrance position of the current train running section exceeds the current position of the target train;

[0111] S370: If yes, then the determination of the next train running section is terminated, and the connection line between each entrance speed and exit speed corresponding to all the determined train running sections is used as the protection curve of the target train.

[0112] In an optional embodiment, the corresponding method may further include:

[0113] Determine the train running time corresponding to each train running section in all the determined train running sections, and add the train running time corresponding to each train running section to obtain the total running time corresponding to the target train traveling from the current position to the preset target position point; based on the total running time, schedule the train that will travel on the line between the current position of the target train and the preset target position point.

[0114] The calculation formula for the train running time corresponding to each train running section can be:

[0115]

[0116] in, It can be said that the target train is The train running time in the train running section determined this time; 3.6 can be the unit conversion coefficient.

[0117] In an optional embodiment, when the train is in an emergency braking state, the corresponding preset acceleration information can be represented by a preset emergency braking curve. The calculation formulas for the acceleration information corresponding to the emergency braking curve when the track surface state is dry or wet can be:

[0118]

[0119]

[0120] in, Can be any speed value The corresponding acceleration information in the emergency braking curve in dry conditions. Can be any speed value The corresponding acceleration information in the emergency braking curve in wet conditions. , The data points included in the corresponding emergency braking curve can be The lower and upper bounds of .

[0121] In an optional embodiment, when there is a newly added temporary speed limit during train operation and the other operating conditions remain unchanged, the corresponding protection curve can be updated according to the speed limit value of the temporary speed limit and the entry point of the temporary speed limit interval to ensure that the protection curve of the train before the temporary speed limit interval does not conflict with the temporary speed limit. For example, the protection curve can be divided into sections A, B and C, where section B can correspond to the temporary speed limit interval, section A can be before section B, and section C can be after section B. Accordingly, the protection curve corresponding to section B can depend on the temporary speed limit, and the entry speed corresponding to section B can be the exit speed of section A, and the exit speed corresponding to section B can be the entry speed of section C. The protection curves corresponding to sections A and B can be generated based on the above steps S310 to S370. Among them, the entry point of the corresponding temporary speed limit interval can be the above-mentioned starting point of the temporary speed limit.

[0122] In an embodiment of the present invention, the limiting acceleration information of each track section within the line range corresponding to the current train operation interval is determined through the current external warning information, the current environmental monitoring information and the train operation information of at least one train. This helps to make timely adjustments to the protection curve of the target train in response to various complex factors such as changing train operating conditions and external environment, thereby helping to improve the accuracy of the ultimately determined train protection curve, and further helping to ensure the operation safety of the target train.

[0123] For easier understanding, please refer to Figure 3B The following is a specific example of generating the corresponding protection curve when the train is in braking state. Figure 3B The information involved in the train running direction, braking starting point, protection curve calculation direction, stopping point, train movement authorization point MA and safety margin is only for illustrative purposes and should not be construed as a specific limitation of the present invention.

[0124] Figure 3B This is a schematic diagram of the principle of generating the corresponding protection curve when the train is in braking state. Figure 3BAs shown in , the calculation direction of the protection curve may be the direction of determining at least one train running section, and the calculation direction may be opposite to the train running direction, and the stopping point may be at a distance corresponding to the safety margin from the train movement authorization point. Corresponding train running section The inlet velocity can be , the exit speed can be , the entrance position can be , the exit position can be , the distance between the entrance position and the exit position can be ,Should The preset distance value corresponding to the preset distance step can be taken, and the corresponding protection curve can be the connection line between the corresponding entrance speed and exit speed of each train running section, for example, it can be Figure 3B The protection curve may also include a line between the current position of the train and the braking starting point. The braking starting point may be the starting point where the train starts braking.

[0125] Figure 4 The present invention provides a schematic diagram of the structure of a device for generating a train protection curve according to an embodiment of the present invention. This embodiment is applicable to the case where a train generates a protection curve for a line between a current position and a preset target position. The device can be implemented in the form of hardware and / or software, and can be configured in an electronic device. Figure 4 Said device comprises:

[0126] The train running section determination module 410 is used to determine at least one train running section associated with the line between the current position of the target train and the preset target position point according to the preset target position point, the reverse direction of the target train running and the preset distance step.

[0127] The entry speed determination module 420 is used to determine the entry speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information, speed limit information and attribute information of the target train in the current train running section; wherein the limited acceleration information at least includes the acceleration information corresponding to the target train when idling or slipping in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information.

[0128] The current position exceeding determination module 430 is used to determine whether the entrance position of the current train running section exceeds the current position of the target train.

[0129] The protection curve determination module 440 is used to end the determination of the next train running section and use the connection between each entrance speed and exit speed corresponding to all the determined train running sections as the protection curve of the target train.

[0130] The technical solution of the embodiment of the present invention can take into account the restricted acceleration information corresponding to the track position in the line corresponding to the corresponding protection curve that will cause the corresponding target train to slip or idle, by introducing the line information, restricted acceleration information, speed limit information and attribute information of the target train associated with the line between the current position and the preset target position point when generating the protection curve for the target train. At the same time, it also further comprehensively considers the influence of the corresponding line information, speed limit information and the attribute information of the target train itself, so that the protection curve of the corresponding target train can be generated based on various complex factors such as changing train operating conditions and external environment, which helps to improve the accuracy of the generated train protection curve and ensure the safety of train operation. At the same time, the present application determines at least one train running section and the corresponding entrance speed of the corresponding train running section in sequence according to the preset target position point, the reverse direction of the train running and the preset distance step, and uses the connecting line between the entrance speed and the exit speed of each determined train running section as the corresponding protection curve, thereby avoiding the situation where the corresponding protection curve generation precision and accuracy are insufficient due to the forward calculation based on the entire line between the current position of the train and the preset position point, which helps to further improve the accuracy of the generated train protection curve.

[0131] Optionally, the speed limit information may include a preset entrance speed limit corresponding to the entrance position of the current train running section. Accordingly, the entrance speed determination module 420 may include:

[0132] A candidate entrance speed determination unit, used to determine the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section;

[0133] A preset entrance speed limit exceeding judgment unit is used to judge whether the candidate entrance speed exceeds the corresponding preset entrance speed limit; wherein the preset entrance speed limit is the maximum passing speed allowed for the target train when passing through the entrance position of the current train running section;

[0134] The entrance speed determining unit is used to, if yes, use the preset entrance speed limit as the target entrance speed of the current train running section, and use the target entrance speed as the entrance speed of the current train running section.

[0135] Optionally, the candidate inlet speed determination unit may include:

[0136] A basic resistance determination subunit, used to determine the basic resistance of the target train in the current train operation section according to the exit speed and the mass of the target train;

[0137] A slope resistance determination subunit, configured to determine the slope resistance of the target train in the current train running section according to the exit position, the length of the target train and the slope value of the exit position;

[0138] A curve resistance determination subunit, used to determine the curve resistance of the target train in the current train running section according to the exit position, the length of the target train and the preset minimum curve radius;

[0139] a tunnel resistance determination subunit, configured to determine the tunnel resistance of the target train in the current train running section according to the exit speed, the mass of the target train and the tunnel cross-sectional area;

[0140] The actual acceleration information determination subunit is used to determine the actual acceleration information of the target train in the current train operation section according to the basic resistance, ramp resistance, curve resistance, tunnel resistance and the limit acceleration information corresponding to the exit position;

[0141] The candidate entrance speed determination subunit is used to determine the candidate entrance speed of the current train operation section according to the exit speed, the actual acceleration information and the preset distance step.

[0142] Optionally, the corresponding device may further include:

[0143] A wet track section and information item determination module is used to determine the wet track section and the information item corresponding to the wet track section within the current jurisdiction of the line according to the current external warning information and the current environmental monitoring information before determining the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train of the current train running section; wherein the information item includes the starting position, ending position, starting time, ending time, warning type and preset acceleration information of the wet track section;

[0144] A module for determining a slipping and idling track section and information item, for determining a track position where slipping or idling occurs in a current jurisdiction line range according to train operation information of at least one train, and determining a slipping and idling track section and an information item corresponding to the slipping and idling track section based on the track position and the time when the slipping or idling occurs; wherein the acceleration information in the information item is acceleration information corresponding to when slipping or idling occurs, and the acceleration information is determined based on the mass and force of the train when slipping or idling occurs, and the force is traction or braking force;

[0145] The limited acceleration information determination module is used to match the current track section corresponding to the current train running section with the wet track section and the slipping and idling track section, and determine the limited acceleration information of the current track section based on the matching result.

[0146] Optionally, the wet track section and information item determination module may include:

[0147] A first set determination unit, configured to determine, according to current external warning information, a first section set in a current jurisdictional line range and a first information item set corresponding to each wet track section in the first section set;

[0148] A wet track position determination unit, used to determine the track position where the track surface is currently wet within the current jurisdiction of the line according to the current environmental monitoring information;

[0149] a start time updating unit, configured to update the start time in the information entry corresponding to the wet track segment where the track position is located to the current time if the track position is located in the wet track segment in the first segment set;

[0150] The second set determination unit is used to generate a new wet track segment and a corresponding information entry based on the track position and the current time if the track position is not located in the wet track segment in the first segment set, and add the new wet track segment and the corresponding information entry to the first segment set and the first information item set to obtain a second segment set and a second information item set; wherein, each wet track segment included in the second segment set is a wet track segment within the scope of the current jurisdiction line.

[0151] Optionally, the module for determining the slipping and idling track section and information items may include:

[0152] a preset acceleration information updating unit, configured to, if the track position where idling or skidding occurs is located in a wet track section in the second section set, use the wet track section as a slipping and idling track section, and update the preset acceleration information corresponding to the wet track section, which is greater than the acceleration information corresponding to the slipping or idling, to the acceleration information corresponding to the slipping or idling;

[0153] A new segment and information entry generating unit is used to generate a new track segment and corresponding information entry based on the track position and the time when the slip or idling occurs, if the track position where the idling or skidding occurs is not located in the wet track segment in the second segment set, and use the new track segment and corresponding information entry as the slipping and idling track segment and the information entry corresponding to the slipping and idling track segment.

[0154] Optionally, the acceleration information limiting determination module may include:

[0155] The first limiting acceleration information determining unit is used for, if there is a slipping and idling track section matching the current track section, using the acceleration information corresponding to the slipping and idling track section when slipping or idling occurs as the limiting acceleration information of the current track section;

[0156] a second limiting acceleration information determining unit, configured to, if there is no slipping and idling track section matching the current track section, use the preset acceleration information corresponding to the wet track section as the limiting acceleration information of the current track section;

[0157] The third determination unit of the limited acceleration information is used to use the preset acceleration information of the current track section in a dry state as the limited acceleration information of the current track section if there is no slipping and idling track section and wet track section matching the current track section.

[0158] The train protection curve generation device provided in the embodiment of the present invention can execute any of the train protection curve generation methods provided in the embodiment of the present invention, and has the corresponding functional modules and beneficial effects of executing each train protection curve generation method. For the contents not described in detail in the embodiment of the present invention, reference can be made to the description in the embodiment of any train protection curve generation method in the embodiment of the present invention.

[0159] According to an embodiment of the present invention, the present invention also provides an electronic device, a readable storage medium and a computer program product.

[0160] Figure 5 A schematic diagram of the structure of an electronic device 10 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0161] like Figure 5As shown, the electronic device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In the RAM 13, various programs and data required for the operation of the electronic device 10 can also be stored. The processor 11, the ROM 12, and the RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0162] A number of components in the electronic device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the electronic device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0163] The processor 11 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 executes the various methods and processes described above, such as a method for generating a train protection curve.

[0164] In some embodiments, the method for generating a train protection curve may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the electronic device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the method for generating a train protection curve described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to execute the method for generating a train protection curve in any other appropriate manner (e.g., by means of firmware).

[0165] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0166] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0167] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0168] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0169] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0170] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0171] Artificial intelligence is a discipline that studies how computers can simulate certain human thought processes and intelligent behaviors (such as learning, reasoning, thinking, planning, etc.). It includes both hardware-level and software-level technologies. Artificial intelligence hardware technologies generally include technologies such as sensors, dedicated artificial intelligence chips, cloud computing, distributed storage, and big data processing; artificial intelligence software technologies mainly include computer vision technology, speech recognition technology, natural language processing technology, machine learning / deep learning technology, big data processing technology, knowledge graph technology, and other major directions.

[0172] Cloud computing refers to a technology system that uses network access to elastically scalable shared physical or virtual resource pools. Resources can include servers, operating systems, networks, software, applications, and storage devices, and can be deployed and managed on demand and in a self-service manner. Cloud computing technology can provide efficient and powerful data processing capabilities for the application of technologies such as artificial intelligence and blockchain, as well as model training.

[0173] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps recorded in this disclosure can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution provided by this disclosure can be achieved, and this document does not limit this.

[0174] The above specific implementations do not constitute a limitation on the protection scope of the present disclosure. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present disclosure shall be included in the protection scope of the present disclosure.

Claims

1. A method for generating a train protection curve, characterized in that: include: According to a preset target position point, a reverse direction of the target train operation and a preset distance step, sequentially determining at least one train operation section associated with a line between a current position of the target train and the preset target position point; Determine the entrance speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information, speed limit information and attribute information of the target train in the current train running section; wherein the limited acceleration information at least includes acceleration information corresponding to when the target train idles or slips in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information; Determining whether the entrance position of the current train running section exceeds the current position of the target train; If yes, then the determination of the next train running section is terminated, and the connection line between each entrance speed and exit speed corresponding to all the determined train running sections is used as the protection curve of the target train; The speed limit information includes a preset entrance speed limit corresponding to the entrance position of the current train running section. Accordingly, according to the exit position, exit speed, line information, acceleration limit information, speed limit information and attribute information of the target train of the current train running section, the entrance speed of the current train running section is determined, including: Determine the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section; Determine whether the candidate entrance speed exceeds the corresponding preset entrance speed limit; wherein the preset entrance speed limit is the maximum speed allowed for the target train when passing through the entrance position of the current train running section; If so, the preset entrance speed limit is used as the target entrance speed of the current train running section, and the target entrance speed is used as the entrance speed of the current train running section.

2. The method according to claim 1, characterized in that: According to the exit position, exit speed, line information, acceleration limit information and attribute information of the target train in the current train running section, the candidate entrance speed of the current train running section is determined, including: determining a basic resistance of the target train in a current train operation section according to the exit speed and the mass of the target train; Determining the slope resistance of the target train in the current train running section according to the exit position, the length of the target train and the slope value of the exit position; Determining the curve resistance of the target train in the current train running section according to the exit position, the length of the target train and the preset minimum curve radius; Determining the tunnel resistance of the target train in the current train running section according to the exit speed, the mass of the target train and the tunnel cross-sectional area; Determine the actual acceleration information of the target train in the current train operation section according to the limited acceleration information corresponding to the basic resistance, ramp resistance, curve resistance, tunnel resistance and exit position; A candidate entrance speed for a current train running section is determined according to the exit speed, the actual acceleration information and the preset distance step.

3. The method according to claim 1, characterized in that Before determining the entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information, speed limit information and attribute information of the target train, the method further includes: According to the current external warning information and the current environmental monitoring information, determine the wet track section within the current jurisdiction of the line and the information item corresponding to the wet track section; wherein the information item includes the starting position, ending position, starting time, ending time, warning type and preset acceleration information of the wet track section; According to the train operation information of at least one train, the track position where slipping or idling occurs in the current jurisdiction line range is determined, and based on the track position and the time when the slipping or idling occurs, the slipping and idling track section and the information item corresponding to the slipping and idling track section are determined; wherein the acceleration information in the information item is the acceleration information corresponding to when the slipping or idling occurs, and the acceleration information is determined based on the mass and force of the train when the slipping or idling occurs, and the force is traction or braking force; The current track section corresponding to the current train running section is matched with the wet track section and the slipping and idling track section, and based on the matching result, the limiting acceleration information of the current track section is determined.

4. The method according to claim 3, characterized in that According to the current external warning information and the current environmental monitoring information, the wet track section within the current jurisdiction and the information items corresponding to the wet track section are determined, including: According to the current external warning information, determine a first section set in the current jurisdiction line range and a first information item set corresponding to each wet track section in the first section set; According to the current environmental monitoring information, determine the track locations within the current jurisdiction where the track surface is currently wet; If the track position is located in a wet track segment in the first segment set, updating the start time in the information entry corresponding to the wet track segment where the track position is located to the current time; If the track position is not located in a wet track segment in the first segment set, a new wet track segment and a corresponding information entry are generated based on the track position and the current time, and the new wet track segment and the corresponding information entry are added to the first segment set and the first information entry set to obtain a second segment set and a second information entry set; wherein, each wet track segment included in the second segment set is a wet track segment within the scope of the currently governed line.

5. The method according to claim 4, characterized in that Based on the track position and the time when the slip or idling occurs, determining the slip or idling track section and the information item corresponding to the slip or idling track section includes: If the track position where idling or skidding occurs is located in a wet track section in the second section set, the wet track section is used as a slipping and idling track section, and the preset acceleration information corresponding to the wet track section, which is greater than the acceleration information corresponding to the slipping or idling, is updated to the acceleration information corresponding to the slipping or idling; If the track position where idling or slipping occurs is not located in the wet track segment in the second segment set, a new track segment and corresponding information entry are generated based on the track position and the time when slipping or idling occurred, and the new track segment and corresponding information entry are used as the slipping and idling track segment and the information entry corresponding to the slipping and idling track segment.

6. The method according to claim 3, characterized in that Based on the matching results, the limiting acceleration information of the current track section is determined, including: If there is a slipping and idling track section that matches the current track section, the acceleration information corresponding to the slipping and idling track section when slipping or idling occurs is used as the limiting acceleration information of the current track section; If there is no slipping and idling track section matching the current track section, but there is a wet track section matching the current track section, the preset acceleration information corresponding to the wet track section is used as the limiting acceleration information of the current track section; If there is no slipping and idling track section and wet track section matching the current track section, the preset acceleration information of the current track section in a dry state is used as the limiting acceleration information of the current track section.

7. A train protection curve generating device, characterized in that: include: A train running section determination module, used to sequentially determine at least one train running section associated with the line between the current position of the target train and the preset target position point according to the preset target position point, the reverse direction of the target train running and the preset distance step; An entrance speed determination module is used to determine the entrance speed of the current train running section according to the exit position, exit speed, line information, limited acceleration information, speed limit information and attribute information of the target train in the current train running section; wherein the limited acceleration information at least includes acceleration information corresponding to when the target train idles or slips in the current train running section, and the line information includes at least one of curve information, ramp information and tunnel information; A current position exceeding determination module is used to determine whether the entrance position of the current train running section exceeds the current position of the target train; A protection curve determination module, for ending the determination of the next train running section if yes, and taking the connection between each entrance speed and exit speed corresponding to all the determined train running sections as the protection curve of the target train; The speed limit information includes a preset entrance speed limit corresponding to the entrance position of the current train running section. Accordingly, the entrance speed determination module includes: A candidate entrance speed determination unit, used to determine the candidate entrance speed of the current train running section according to the exit position, exit speed, line information, restricted acceleration information and attribute information of the target train of the current train running section; A preset entrance speed limit exceeding judgment unit is used to judge whether the candidate entrance speed exceeds the corresponding preset entrance speed limit; wherein the preset entrance speed limit is the maximum passing speed allowed for the target train when passing through the entrance position of the current train running section; The entrance speed determining unit is used to, if yes, use the preset entrance speed limit as the target entrance speed of the current train running section, and use the target entrance speed as the entrance speed of the current train running section.

8. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for generating a train protection curve according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for generating a train protection curve according to any one of claims 1 to 6 when executed.

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