Train entry speed curve optimization method, device, equipment and storage medium

Abstract

The present invention discloses a method, device, equipment and storage medium for optimizing a train entry speed curve, the method comprising: when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new entry turnout speed limit section, the estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit; based on the updated estimated turnout speed limit, the train entry speed curve is optimized. Through this embodiment, not only the time factor is considered, but also the entry speed limit is considered and the entry speed limit can be flexibly changed, which solves the technical problem that the related technology only controls the train in time by estimating the time deviation or fixing the entry speed limit target speed, the control means is single, and it cannot adapt well to the time requirements of different entry speed limits.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method, device, equipment and storage medium for optimizing a train entry speed curve. Background Art

[0002] At present, the automatic train operation (ATO) system of high-speed railway is realized by adding the ATO function to the CTCS-3 train control system. The system includes on-board equipment and ground equipment. The on-board equipment includes ATP on-board equipment and ATO on-board equipment, and the ground equipment includes temporary speed limit server (TSRS), train control center (TCC), radio block center (RBC), etc.

[0003] Due to different speed limit requirements of different turnouts, the target speed of the ATO on-board equipment to control the train deceleration is different. The existing technical solutions mainly include the following two types:

[0004] (1) The ATO on-board equipment does not consider the target speed control for entering the station. The deceleration stage is controlled according to the primary braking curve and the smaller of the current ATP protection curve. The possible time deviation is estimated and subtracted from the running time between the two stations in advance;

[0005] (2) The ATO on-board equipment takes target speed control into consideration. When receiving the position of the station entry signal, the vehicle is controlled according to the station entry speed limit target speed of 80 km / h.

[0006] However, the control process of Scheme 1 only considers the time factor, and Scheme 2 only considers the target speed control factor of the station speed limit. The train is controlled in time only by estimating the time deviation or fixing the target speed limit of the station speed limit. The control method is single and cannot adapt well to the time requirements of different station speed limits. Summary of the invention

[0007] The present invention provides a train entry speed curve optimization method, device, equipment and storage medium, which can solve the technical problem that the control means for the high-speed rail ATO entry speed curve in the prior art is single and cannot adapt well to the time requirements of different entry speed limits.

[0008] To achieve the above object, the present invention provides the following technical solutions:

[0009] In a first aspect, an embodiment of the present invention provides a method for optimizing a train entry speed curve, the method comprising:

[0010] When the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station, the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit;

[0011] The train entry speed curve is optimized based on the updated estimated turnout speed limit.

[0012] Optionally, updating the current estimated turnout speed limit to obtain an updated estimated turnout speed limit includes:

[0013] Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits;

[0014] Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0015] Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit;

[0016] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated;

[0017] Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed;

[0018] taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit;

[0019] Wherein, the preset formula is as follows:

[0020]

[0021] In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

[0022] Optionally, after the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit, the method further includes:

[0023] Taking the updated estimated turnout speed limit as the current estimated turnout speed limit, when the operation plan is changed, calculating a second difference between the train arrival time and the current time, and taking the second difference as the remaining time of the train operation;

[0024] If the remaining time of the train operation is greater than or equal to the preset time, the distance between the current train position and the next station is used as the remaining distance, and the process returns to the step of updating the current estimated turnout speed limit to obtain an updated estimated turnout speed limit.

[0025] Optionally, after calculating the second difference between the arrival time of the train and the current time, and taking the second difference as the remaining time of the train operation, the method further comprises:

[0026] Get the time deviation adjustment value;

[0027] The sum of the time deviation adjustment value and the second difference is calculated, and the obtained sum is used as the remaining time of the train operation.

[0028] Optionally, the method comprises:

[0029] When the train receives the actual station entry signal position, the ATO on-board equipment will update the newly added station entry turnout speed limit section;

[0030] The train entry speed curve is optimized based on the actual entry signal position and the updated entry switch speed limit section.

[0031] Optionally, the method comprises:

[0032] When the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the station entry turnout, obtain the specified platform entry speed;

[0033] If the specified platform approach speed is less than or equal to the current estimated turnout speed limit, the specified platform approach speed will be used as the updated actual turnout speed limit;

[0034] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0035] Optionally, the method comprises:

[0036] When the train receives the track code sequence or large-number turnout package of the siding line, it obtains the track code sequence of the siding line or receives the actual turnout speed limit in the large-number turnout package;

[0037] Update the current turnout speed limit based on the track code sequence of the siding or the actual turnout speed limit received in the large-number turnout package to obtain the updated actual turnout speed limit;

[0038] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0039] In a second aspect, an embodiment of the present invention provides a train entry speed curve optimization device, the device comprising:

[0040] The turnout speed limit update module is configured to update the current estimated turnout speed limit when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station, so as to obtain an updated estimated turnout speed limit;

[0041] The speed curve optimization module is configured to optimize the train entry speed curve based on the updated estimated turnout speed limit.

[0042] Optionally, the turnout speed limit update module is configured to:

[0043] Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits;

[0044] Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0045] Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit;

[0046] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated;

[0047] Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed;

[0048] taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit;

[0049] Wherein, the preset formula is as follows:

[0050]

[0051] In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

[0052] In a third aspect, an embodiment of the present invention further provides an electronic device, comprising: a memory, a processor; the processor is used to read and execute a computer program stored in the memory to implement the steps of the aforementioned method for optimizing a train approach speed curve.

[0053] In a fourth aspect, an embodiment of the present invention further provides a computer storage medium, wherein the computer storage medium stores computer executable instructions, and when the computer executable instructions are executed, the steps of the aforementioned method for optimizing a train entry speed curve are implemented.

[0054] In a fifth aspect, an embodiment of the present invention further provides a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the aforementioned method for optimizing a train approach speed curve.

[0055] The beneficial effects brought by the technical solution provided by the embodiment of the present invention include:

[0056] When the train operation plan is to stop at the next station and the ATO on-board equipment adds a new entry turnout speed limit section, the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit; the train entry speed curve is optimized based on the updated estimated turnout speed limit. Through this embodiment, not only the time factor is considered, but also the entry speed limit is considered and the entry speed limit can be flexibly changed, which solves the technical problem that the related technology only controls the train by estimating the time deviation or fixing the entry speed limit target speed, and the control means are single and cannot adapt well to the time requirements of different entry speed limits. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] 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.

[0058] Figure 1 It is a schematic diagram of the flow chart of the first embodiment of the method for optimizing the train entry speed curve of the present invention;

[0059] Figure 2 This is a schematic diagram of the initial train entry speed curve of the present invention;

[0060] Figure 3 This is a schematic diagram of the train entry speed curve optimized by the present invention;

[0061] Figure 4 It is a flow chart of the second embodiment of the method for optimizing the train entry speed curve of the present invention;

[0062] Figure 5 It is a flow chart of a third embodiment of the method for optimizing a train entry speed curve of the present invention;

[0063] Figure 6 This is a schematic diagram of the functional modules of an embodiment of a train entry speed curve optimization device of the present invention;

[0064] Figure 7 The figure is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0065] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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 are within the scope of protection of the present invention.

[0066] To make the objectives, technical solutions and advantages of the present invention more clear, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0067] In a first aspect, an embodiment of the present invention provides a method for optimizing a train entry speed curve.

[0068] In one embodiment, referring to Figure 1 , Figure 1 FIG. 1 is a flow chart of the first embodiment of the train entry speed curve optimization method of the present invention. Figure 1 As shown in FIG. 1 , the train entry speed curve optimization method includes:

[0069] Step S10, when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station, the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit;

[0070] In some specific embodiments, step S10 includes:

[0071] Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits;

[0072] Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0073] Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit;

[0074] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated;

[0075] Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed;

[0076] taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit;

[0077] Wherein, the preset formula is as follows:

[0078]

[0079] In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

[0080] In this embodiment, the ATO on-board equipment controls the train to leave the station. At this time, the line data has not been received, and the train is only controlled to speed up. When the ATO on-board equipment receives the operation plan and complete line data, if the train operation plan is to stop at the next station, because the ATO on-board equipment is unknown to the signal layout of the station ahead and the speed limit of the turnout at this time, it is necessary to estimate an entry speed limit section. The entry speed limit section is a two-dimensional information, including the turnout speed limit and the position of the entry signal. Among them, for the estimated entry signal position, based on the station spacing information from TSRS (temporary speed limit server), a preset distance is pushed forward from the station spacing end position, such as a position of 1.2km as the estimated entry signal position; for the estimated turnout speed limit, a default value is set, such as 60km / h, which is the estimated turnout speed limit.

[0081] The operation plan and complete line data can be configured offline in advance, and real-time search can be used for dynamic calculation based on the current position, so that all information is accurate and speed control can be performed quite accurately. The ground traffic dispatch center can also handle it based on the mobile authorization itinerary sent by the ground equipment. That is, when operating at the CTCS-3 level, positioning information is obtained through point transponders, and line data information (static speed limit, temporary speed limit, slope) and mobile authorization within a certain distance ahead are obtained in real time through the GSM-R network. The CTCS-2 level obtains line data through transponders and calculates mobile authorization based on track codes.

[0082] The estimated turnout speed limit is used as the current estimated turnout speed limit. When the ATO onboard equipment adds a new turnout speed limit section for entering the station, the distance between the two stations, the new turnout speed limit section for entering the station added by the ATO onboard equipment, the second acceleration before the train enters the turnout, the first acceleration after the train enters the turnout, and multiple preset turnout speed limits are obtained. The first difference between the arrival time of the train in the operation plan and the current time is calculated, and the first difference is used as the running time of the train between the two stations.

[0083] The maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated by a preset formula. The maximum speed before entering the turnout corresponding to each preset turnout speed limit is determined to be less than or equal to the maximum speed of the train as the target maximum speed. The preset turnout speed limit corresponding to the maximum value of the target maximum speed is used as the updated estimated turnout speed limit from the transponder or track code.

[0084] The preset formula is as follows:

[0085]

[0086] In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

[0087] Since the ATO on-board equipment operates under the protection of the ATP on-board equipment, the ATP on-board equipment will also calculate the safety protection target speed. Therefore, the updated turnout speed limit can come from the ATP on-board equipment or be calculated by the ATO on-board equipment itself, but it cannot exceed the calculation result of ATP.

[0088] In another embodiment, regarding departure and operation between two stations, the speed limit of the turnout is based on the selection algorithm of time-division estimation, and the starting point, end point and step size of the search can be set and modified according to the actual engineering line conditions. The search method can be modified to binary search, from large to small, etc., and the specific search matching algorithm can be replaced. The appropriate turnout speed limit is selected by binary search. Assuming that the speed limit value is from 5km / h to 160km / h, the estimated running time between the two stations is calculated according to the 5km / h gear. Considering that the calculation of the estimated running time between the two stations is quite resource-intensive, the calculation efficiency is improved by binary search.

[0089] Step S20, optimizing the train entry speed curve based on the updated estimated turnout speed limit.

[0090] In this embodiment, refer to Figure 2 , Figure 2 The figure is a schematic diagram of the initial train entry speed curve of the present invention. After obtaining the estimated turnout speed limit and the estimated entry signal position, the train entry speed curve is as follows: Figure 2 shown. Figure 2 In the figure, the section from the estimated entry signal position to the train stop is the newly added entry speed limit section. At the estimated entry signal position, the train speed is the estimated switch speed limit. The ATO time planning curve is the theoretical target curve calculated by ATO to meet the on-time arrival at the station during the operation between two stations. The ATO speed curve is the initial train entry speed curve, that is, the speed result of the actual ATO control vehicle running, which is the true value. The ATP protection curve is a theoretical curve to ensure the safety of train operation. If it exceeds the limit, the ATP output braking deceleration will be triggered.

[0091] When the train receives the track code sequence or large-number turnout package of the siding line, the track code sequence of the siding line or the actual turnout speed limit received in the large-number turnout package is obtained, and the current estimated turnout speed limit is updated based on the track code sequence of the siding line or the actual turnout speed limit received in the large-number turnout package, and then the train entry speed curve is optimized based on the updated estimated turnout speed limit. In this embodiment, not only the time deviation is considered, but also the entry speed limit is considered and the entry speed limit can be flexibly changed. The train is controlled based on the optimized train entry speed curve, so that the train can adapt to the time requirements of different entry speed limits.

[0092] In this embodiment, when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new entry turnout speed limit section, the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit; based on the updated estimated turnout speed limit, the train entry speed curve is optimized. Through this embodiment, not only the time factor is considered, but also the entry speed limit is considered and the entry speed limit can be flexibly changed, which solves the technical problem that the related technology only controls the train by estimating the time deviation or fixing the entry speed limit target speed, and the control means are single and cannot adapt well to the time requirements of different entry speed limits.

[0093] Optionally, in one embodiment, referring to Figure 4 , Figure 4 FIG. 2 is a flow chart of the second embodiment of the train entry speed curve optimization method of the present invention. Figure 4 As shown, after step S10, the following steps are included:

[0094] Step S30, using the updated estimated turnout speed limit as the current estimated turnout speed limit, and when the operation plan is changed, calculating a second difference between the train arrival time and the current time, and using the second difference as the remaining time of the train operation;

[0095] Step S40, if the remaining time of the train operation is greater than or equal to the preset time, the distance between the current train position and the next station is used as the remaining distance, and the process returns to the step of updating the current estimated turnout speed limit to obtain an updated estimated turnout speed limit.

[0096] In this embodiment, after obtaining the updated estimated turnout speed limit, the updated estimated turnout speed limit is used as the current estimated turnout speed limit. When the train operation plan changes, the second difference between the train arrival time and the current time is recalculated, and the second difference is used as the remaining time for the train to run between the two stations.

[0097] If the remaining time of the train running between two stations is greater than or equal to the preset duration, the distance between the current train position and the next station is recalculated and used as the remaining distance, and the step of returning to execute the update of the current estimated turnout speed limit to obtain the updated estimated turnout speed limit is to redetermine the turnout speed limit, and use the redetermined turnout speed limit as the updated estimated turnout speed limit. Among them, the change of the actual position of the train's entry signal and the change of the train's stopping point do not belong to the operation plan, but are caused by the update of unknown information of the train. The changes in the train operation plan include: whether the station ahead stops or not and / or the change of the train's arrival time. If the remaining time of the train's operation is less than the preset duration, the turnout speed limit is not redetermined. Through this embodiment, the time calculation deviation caused by fluctuations in the mobile communication network environment is avoided.

[0098] Optionally, in one embodiment, referring to Figure 5 , Figure 5 FIG. 2 is a flow chart of the third embodiment of the train entry speed curve optimization method of the present invention. Figure 5 As shown, after the second difference between the calculated train arrival time and the current time is subtracted, and the second difference is used as the remaining time of the train operation, the method includes:

[0099] Step S50, obtaining a time division deviation adjustment value;

[0100] Step S60, calculating the sum of the time deviation adjustment value and the second difference, and using the sum as the remaining time of the train operation.

[0101] In this embodiment, if the second difference between the current time and the arrival time of the train is used as the remaining time of the train operation, a preset time deviation adjustment value is obtained, and the value has a sign. When the preset time deviation adjustment value is a negative number, the time deviation adjustment value is added to the second difference between the arrival time of the train and the current time, and the sum is obtained as the remaining time of the train operation, that is, the original remaining time of the train operation is reduced to increase the running speed of the train in the speed limit section.

[0102] When the preset time deviation adjustment value is a positive number, the time deviation adjustment value plus the second difference between the train's arrival time and the current time is used to obtain the remaining time of the train operation. That is, the original remaining time of the train operation is increased, thereby reducing the train's running speed in the speed limit section, which is used to supplement other calculated deviations and punctuality requirements.

[0103] Optionally, in one embodiment, the method includes:

[0104] When the train receives the actual station entry signal position, the ATO on-board equipment will update the newly added station entry turnout speed limit section;

[0105] The train entry speed curve is optimized based on the actual entry signal position and the updated entry switch speed limit section.

[0106] In this embodiment, when the train receives the actual position of the station entry signal, the newly added station entry switch speed limit section of the ATO on-board equipment is updated, that is, the estimated station entry signal position is replaced by the actual station entry signal position, and the updated station entry switch speed limit section is from the actual station entry signal position to the train stopping point.

[0107] The train entry speed curve is optimized based on the actual entry signal position and the updated entry turnout speed limit section. The schematic diagram of the optimized train entry speed curve is shown in the figure below. Figure 3Through this embodiment, after the train receives the actual station entry signal position, the train entry speed curve will be optimized, and the train will be controlled based on the optimized train entry speed curve, so that the control of the train meets the requirements of real-time control.

[0108] Optionally, in one embodiment, the method comprises:

[0109] When the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the station entry turnout, obtain the specified platform entry speed;

[0110] If the specified platform approach speed is less than or equal to the current estimated turnout speed limit, the specified platform approach speed will be used as the updated actual turnout speed limit;

[0111] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0112] In this embodiment, since some railway bureaus have requirements on the speed of trains entering the platform, when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new entry switch speed limit section, the specified platform entry speed is obtained, and the specified platform entry speed is compared with the current switch speed limit. If the specified platform entry speed is less than the current switch speed limit, the specified platform entry speed is used as the updated actual switch speed limit, and the train entry speed curve is optimized based on the updated actual switch speed limit to achieve the station's fixed speed control requirements for receiving trains.

[0113] Optionally, in one embodiment, the method comprises:

[0114] When the train receives the track code sequence or large-number turnout package of the siding line, it obtains the track code sequence of the siding line or receives the actual turnout speed limit in the large-number turnout package;

[0115] Update the current turnout speed limit based on the track code sequence of the siding or the actual turnout speed limit received in the large-number turnout package to obtain the updated actual turnout speed limit;

[0116] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0117] In this embodiment, when the train receives the track code sequence or large-numbered turnout package of the siding line, the actual turnout speed limit is obtained from the track code sequence or large-numbered turnout package received. The current turnout speed limit is updated based on the actual turnout speed limit obtained to obtain the updated actual turnout speed limit, and the train entry speed curve is optimized based on the updated actual turnout speed limit, thereby controlling the train entry and achieving flexible and efficient comprehensive time division and control requirements. Figure 3 , Figure 3The schematic diagram of the optimized train entry speed curve (ATO speed curve) is shown in FIG. Figure 3 It is easy to imagine that the current turnout speed limit in this embodiment can be the current estimated turnout speed limit, can be the updated estimated turnout speed limit, or can be the actual turnout speed limit.

[0118] In a second aspect, an embodiment of the present invention further provides a device for optimizing a train entry speed curve.

[0119] In one embodiment, referring to Figure 6 , Figure 6 This is a functional module diagram of an embodiment of a train entry speed curve optimization device of the present invention. Figure 6 As shown, the train entry speed curve optimization device includes:

[0120] The turnout speed limit updating module 10 is configured to update the current estimated turnout speed limit to obtain an updated turnout speed limit when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station;

[0121] The speed curve optimization module 20 is configured to optimize the train entry speed curve based on the updated estimated turnout speed limit.

[0122] Optionally, in one embodiment, the turnout speed limit updating module 10 is configured to:

[0123] Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits;

[0124] Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0125] Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit;

[0126] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated;

[0127] Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed;

[0128] taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit;

[0129] Wherein, the preset formula is as follows:

[0130]

[0131] In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

[0132] Optionally, in one embodiment, the turnout speed limit updating module 10 is further configured to:

[0133] Taking the updated estimated turnout speed limit as the current estimated turnout speed limit, when the operation plan is changed, calculating a second difference between the train arrival time and the current time, and taking the second difference as the remaining time of the train operation;

[0134] If the remaining time of the train operation is greater than or equal to the preset time, the distance between the current train position and the next station is used as the remaining distance, and the process returns to the step of updating the current estimated turnout speed limit to obtain an updated estimated turnout speed limit.

[0135] Optionally, in one embodiment, the turnout speed limit updating module 10 is further configured to:

[0136] Get the time deviation adjustment value;

[0137] The sum of the time deviation adjustment value and the second difference is calculated, and the obtained sum is used as the remaining time of the train operation.

[0138] Optionally, in one embodiment, the speed curve optimization module 20 is further configured to:

[0139] When the train receives the actual station entry signal position, the ATO on-board equipment will update the newly added station entry turnout speed limit section;

[0140] The train entry speed curve is optimized based on the actual entry signal position and the updated entry switch speed limit section.

[0141] Optionally, in one embodiment, the turnout speed limit updating module 10 is further configured to:

[0142] When the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the station entry turnout, obtain the specified platform entry speed;

[0143] If the specified platform approach speed is less than or equal to the current estimated turnout speed limit, the specified platform approach speed will be used as the updated actual turnout speed limit;

[0144] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0145] Optionally, in one embodiment, the turnout speed limit updating module 10 is further configured to:

[0146] When the train receives the track code sequence or large-number turnout package of the siding line, it obtains the track code sequence of the siding line or receives the actual turnout speed limit in the large-number turnout package;

[0147] Update the current turnout speed limit based on the track code sequence of the siding or the actual turnout speed limit received in the large-number turnout package to obtain the updated actual turnout speed limit;

[0148] The train entry speed curve is optimized based on the updated actual turnout speed limit.

[0149] Among them, the functional implementation of each module in the above-mentioned train entry speed curve optimization device corresponds to the various steps in the above-mentioned train entry speed curve optimization method embodiment, and its functions and implementation processes will not be repeated here one by one.

[0150] In a third aspect, an embodiment of the present invention further provides an electronic device, whose structure is as follows: Figure 7 As shown, it includes: a memory and a processor, wherein the processor is used to read and execute a computer program stored in the memory to implement the aforementioned method for optimizing a train entry speed curve.

[0151] In a fourth aspect, an embodiment of the present invention further provides a computer storage medium, wherein the computer storage medium stores computer executable instructions, and when the computer executable instructions are executed, the aforementioned method for optimizing a train entry speed curve is implemented.

[0152] In a fifth aspect, an embodiment of the present invention provides a computer program product, which is stored in a storage medium and is executed by at least one processor to implement the various processes of the above-mentioned train approach speed curve optimization method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be repeated here.

[0153] Finally, it should be noted that: in some processes described in the embodiments of the present invention, multiple operations or steps appearing in a specific order are included, but it should be understood that these operations or steps may not be executed in the order in which they appear in the embodiments of the present invention or may be executed in parallel, and the sequence number of the operation is only used to distinguish between different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed in sequence or in parallel, and these operations or steps may be combined.

[0154] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the aforementioned embodiments, or to make equivalent substitutions for some of the technical features therein. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for optimizing a train entry speed curve, characterized in that: The method comprises: When the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station, the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit; The updating of the current estimated turnout speed limit to obtain an updated estimated turnout speed limit includes: Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits; Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations; Based on the distance between the two stations, the station turnout speed limit section, the first acceleration, the second acceleration and the i-th preset turnout speed limit, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated; By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated; Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed; taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit; The train entry speed curve is optimized based on the updated estimated turnout speed limit.

2. The train entry speed curve optimization method according to claim 1, characterized in that: Based on the distance between the two stations, the station turnout speed limit section, the first acceleration, the second acceleration, and the i-th preset turnout speed limit, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated, including: Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit; Wherein, the preset formula is as follows: In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

3. The train entry speed curve optimization method according to claim 1, characterized in that: After the current estimated turnout speed limit is updated to obtain an updated estimated turnout speed limit, the method includes: Taking the updated estimated turnout speed limit as the current estimated turnout speed limit, when the operation plan is changed, calculating a second difference between the train arrival time and the current time, and taking the second difference as the remaining time of the train operation; If the remaining time of the train operation is greater than or equal to the preset time, the distance between the current train position and the next station is used as the remaining distance, and the process returns to the step of updating the current estimated turnout speed limit to obtain an updated estimated turnout speed limit.

4. The train entry speed curve optimization method according to claim 3 is characterized in that: After the second difference between the calculated train arrival time and the current time is subtracted, and the second difference is used as the remaining time of the train operation, the method further comprises: Get the time deviation adjustment value; The sum of the time deviation adjustment value and the second difference is calculated, and the obtained sum is used as the remaining time of the train operation.

5. The train entry speed curve optimization method according to claim 1, characterized in that: The method comprises: When the train receives the actual station entry signal position, the ATO on-board equipment will update the newly added station entry turnout speed limit section; The train entry speed curve is optimized based on the actual entry signal position and the updated entry switch speed limit section.

6. The train entry speed curve optimization method according to claim 1, characterized in that: The method comprises: When the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the station entry turnout, obtain the specified platform entry speed; If the specified platform approach speed is less than or equal to the current estimated turnout speed limit, the specified platform approach speed will be used as the updated actual turnout speed limit; The train entry speed curve is optimized based on the updated actual turnout speed limit.

7. The train entry speed curve optimization method according to claim 1, characterized in that: The method comprises: When the train receives the track code sequence or large-number turnout package of the siding line, it obtains the track code sequence of the siding line or receives the actual turnout speed limit in the large-number turnout package; Update the current turnout speed limit based on the track code sequence of the siding or the actual turnout speed limit received in the large-number turnout package to obtain the updated actual turnout speed limit; The train entry speed curve is optimized based on the updated actual turnout speed limit.

8. A train entry speed curve optimization device, characterized in that: The device comprises: The turnout speed limit update module is configured to update the current estimated turnout speed limit when the train operation plan is to stop at the next station and the ATO on-board equipment adds a new turnout speed limit section for entering the station, so as to obtain an updated estimated turnout speed limit; The turnout speed limit update module is specifically configured to: Obtain the distance between two stations, the newly added speed limit section of the turnout for entering the station by the ATO on-board equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits; Calculate a first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations; Substituting the distance between the two stations, the speed limit section of the station turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into a preset formula, and calculating the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit; By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated; Determine the maximum speed among each of the maximum speeds that is less than or equal to the maximum speed of the train as the target maximum speed; taking the preset turnout speed limit corresponding to the maximum value of the target maximum speeds as the updated estimated turnout speed limit; The speed curve optimization module is configured to optimize the train entry speed curve based on the updated estimated turnout speed limit.

9. The train entry speed curve optimization device according to claim 8, characterized in that: The preset formula is as follows: In the formula, Indicates the maximum speed of the train before entering the turnout. It indicates the time the train travels at a constant speed before entering the turnout. represents the uniform speed travel distance before the train enters the turnout, S represents the distance between two stations, represents the second acceleration before the train enters the turnout, represents the i-th preset turnout speed limit, It represents the first acceleration of the train after entering the turnout. It indicates the distance of the speed limit section of the turnout added by the ATO on-board equipment, and t indicates the running time of the train between the two stations.

10. An electronic device, characterized in that: include: Memory and processor; The processor is used to read and execute the computer program stored in the memory to implement the steps of the train entry speed curve optimization method as described in any one of claims 1-7.

11. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed, the steps of the train entry speed curve optimization method as described in any one of claims 1-7 are implemented.

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