Train operation method and electronic equipment in case of water accumulation in subway track

Abstract

The invention discloses a train operation method and electronic equipment during water accumulation in a subway track, and the method comprises the steps: displaying a first page which comprises the current water level height of a target track; if the current water level height is greater than the early warning water level height, displaying a target operation strategy; the target operation strategy comprises a deceleration starting position and a final speed of the current train; the target operation strategy is a first operation strategy, a second operation strategy or a third operation strategy; the first operation strategy indicates that the current train can pass through the area of the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the rail web area before the water level reaches the rail; the third operation strategy indicates that the current train avoids entering a rail surface area; and the target operation strategy is sent to the current train control equipment, so that the current train operates according to the target operation strategy. The future water level is predicted through the real-time water level, the running strategy of the train is given in advance, and safe passing of the train is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of rail transit control technology, and in particular to a train operation method and electronic equipment when water accumulates in a subway track. Background Art

[0002] Urban rail transit is an indispensable way for people to travel, so it is very important to ensure its operation safety. Real-time monitoring and early warning of water levels in subway track sections are effective means to ensure safe operation of subways.

[0003] In the related technology, a sump is mainly set at the lowest point of the interval, and the real-time water level is monitored by the float in the sump. However, it can only detect three situations: low liquid level, normal liquid level, and high liquid level. It is impossible to detect the development trend of the water level in real time, and the float cannot continue to detect after the water level overflows the sump. Therefore, it is difficult to accurately judge the development trend of the water level, and it is also impossible to accurately judge whether the water level height in the interval after overflowing the sump affects driving. In addition, there are problems such as float jamming, which may lead to abnormal high liquid level alarms.

[0004] In addition, in the related art, sensors are densely deployed in the area to obtain real-time water level information, which is manually observed. It is impossible to predict the subsequent spread range and speed of the water level, and it is impossible to provide corresponding subsequent disposal measures. Summary of the invention

[0005] In an exemplary embodiment of the present application, a train operation method and electronic equipment are provided when water accumulates in a subway track, which are used to predict the future water level through the real-time water level in the subway track, give a train operation strategy in advance, and ensure the safe passage of the train.

[0006] According to a first aspect of an exemplary embodiment, a train operation method when water accumulates in a subway track is provided, comprising:

[0007] Display the first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes the rail surface, rail waist and rail bottom from top to bottom;

[0008] If the current water level is greater than the warning water level, the target operation strategy is displayed; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area at the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area at the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area on the rail surface;

[0009] The target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy.

[0010] In the embodiment of the present application, the real-time water level is monitored and displayed by a sensor, and the water level corresponding to the bottom of the rail is set as the warning water level. When the current water level is greater than the warning water level, a target operation strategy is generated and displayed for reference by dispatchers. The target operation strategy includes the position where the current train needs to start decelerating and the final speed. The train runs according to the target operation strategy, which can ensure that the current train can pass through the area at the bottom of the rail before the water level reaches the waist of the rail, or the current train can pass through the area at the waist of the rail before the water level reaches the front of the rail, or the current train avoids entering the area on the rail surface. Therefore, the future water level is predicted by the real-time water level in the subway track, and the train operation strategy is given in advance to ensure the safe passage of the train.

[0011] In an optional embodiment, the method further includes:

[0012] If the first operation strategy is valid, determining the first operation strategy as the target operation strategy;

[0013] If the first operation strategy is invalid and the second operation strategy is valid, determining the second operation strategy as the target operation strategy;

[0014] If both the first operation strategy and the second operation strategy are invalid, determining the third operation strategy as the target operation strategy;

[0015] The first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to a first set minimum braking distance;

[0016] The second operation strategy includes a second start deceleration position and a second end speed; the second start deceleration position is determined according to the second set minimum braking distance;

[0017] The third operation strategy includes a third starting deceleration position and a third final speed; the third starting deceleration position is determined according to a third set minimum braking distance.

[0018] In the above embodiment, according to the order of water level rise, the rail bottom to the rail surface is gradually submerged, so the effectiveness of the first operation strategy is first determined. If the first operation strategy is effective, it can be determined as the target operation strategy. According to the target operation strategy, the train can pass through the area at the bottom of the rail before the water level reaches the waist of the rail. If the first operation strategy is invalid, the effectiveness of the second operation strategy is determined; if the second operation strategy is invalid, the effectiveness of the third operation strategy is determined. In this way, combined with the actual situation of the water level rise, disposal suggestions are given to ensure the safe passage of the train.

[0019] In an optional embodiment, the method further includes:

[0020] If it is determined that the sum of the first time duration, the second time duration and the third time duration is less than the first set time duration threshold, the first operation strategy is determined to be effective; wherein the first set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail waist;

[0021] The first duration is the duration of the current train running from the second deceleration start position to the first deceleration start position at the current speed;

[0022] The second duration is the duration from when the current train starts to decelerate from the first deceleration start position until the final speed reached is the first final speed and the train runs to the first mileage mark at the bottom of the track;

[0023] The third duration is the duration that the current train takes to run from the first mileage mark at the bottom of the track to the second mileage mark at the bottom of the track at the first terminal speed.

[0024] In the above embodiment, when verifying the effectiveness of the first operating strategy, the running time of the train in the three stages before, during and after deceleration is taken into account, and the relationship between the time it takes for the water level at the current moment to rise to the water level corresponding to the rail waist is taken into account, so as to ensure the effectiveness of the first operating strategy and the safety of train operation.

[0025] In an optional embodiment, the method further includes:

[0026] If it is determined that the sum of the fourth time duration, the fifth time duration and the sixth time duration is less than the second set time duration threshold, the second operation strategy is determined to be effective; wherein the second set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail surface;

[0027] The fourth duration is the duration of the current train running from the third deceleration start position to the second deceleration start position at the current speed;

[0028] The fifth duration is the duration from when the current train starts to decelerate from the second deceleration start position until the final speed reached is the second final speed and the train runs to the first milepost on the rail waist;

[0029] The sixth duration is the duration that the current train takes to run from the first mileage mark on the rail waist to the second mileage mark on the rail waist at the second terminal speed.

[0030] In the above embodiment, when verifying the effectiveness of the second operating strategy, the running time of the train in the three stages before, during and after deceleration is taken into account, and the relationship between the time it takes for the water level at the current moment to rise to the water level corresponding to the rail surface is taken into account, so as to ensure the effectiveness of the second operating strategy and the safety of train operation.

[0031] In an optional embodiment, the method further includes:

[0032] A track model is constructed based on at least one set of water level heights, at least one set of water volume contained in the sump, and at least one set of mileposts; wherein the track model indicates a first relationship between the height and the volume, and a second relationship between the height and the mileposts; and the at least one set of mileposts includes mileposts corresponding to the rail bottom, rail waist, and rail surface, respectively;

[0033] Calculate the flow rate according to a first water level at a first set time and a second water level at a second set time;

[0034] The first set time threshold and the second set time threshold are determined according to the flow rate.

[0035] In the above embodiment, the first set time threshold is the time taken for the water level at the current moment to rise to the water level corresponding to the rail waist, that is, the minimum time taken to safely pass through the rail waist area; the second set time threshold is the time taken for the water level at the current moment to rise to the water level corresponding to the rail surface, that is, the minimum time taken to safely pass through the rail surface area. Therefore, the first set time threshold and the second set time threshold can be determined by the relationship between the height and volume, the relationship between the height and the milepost, and the flow rate indicated by the pre-constructed track model.

[0036] In an optional embodiment, calculating the flow rate according to the first water level at the first set time and the second water level at the second set time includes:

[0037] Determine a first volume using the first water level and the first relationship, and determine a second volume using the second water level and the first relationship;

[0038] The flow rate is calculated based on the first volume, the second volume, the first set time, and the second set time.

[0039] In the above embodiment, the volume change is determined according to the volume water level height change at two moments, and then the flow rate is calculated, which provides a basis for calculating the first set time threshold and the second set time threshold.

[0040] In an optional implementation, determining the first set time threshold according to the flow rate includes:

[0041] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0042] Determine the volume corresponding to the rail waist according to the height of the rail waist and the first relationship;

[0043] A first set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the rail waist.

[0044] In the above embodiment, when calculating the first set time threshold, the calculation is performed in a manner that allows safe passage through the rail waist area, thereby ensuring the accuracy of the calculated first set time threshold.

[0045] In an optional implementation, determining the second set time threshold according to the flow rate includes:

[0046] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0047] Determining a volume corresponding to the rail surface according to the height of the rail surface and the first relationship;

[0048] A second set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the track surface.

[0049] In the above embodiment, when calculating the second set time threshold, the calculation is performed in a manner that allows safe passage through the track surface area, thereby ensuring the accuracy of the calculated second set time threshold.

[0050] According to a second aspect of the exemplary implementation, there is provided an electronic device, including a display screen and a processor;

[0051] The display is configured to perform:

[0052] Display the first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes the rail surface, rail waist and rail bottom from top to bottom;

[0053] If the current water level is greater than the warning water level, the target operation strategy is displayed; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area at the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area at the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area on the rail surface;

[0054] A processor configured to execute:

[0055] The target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy.

[0056] According to a third aspect of an exemplary embodiment, there is provided a train operation device when water accumulates in a subway track, comprising:

[0057] The display unit is used to: display a first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes a rail surface, a rail waist and a rail bottom from top to bottom;

[0058] The display unit is further used for: if the current water level is greater than the warning water level, then displaying the target operation strategy; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area at the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area at the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area on the rail surface;

[0059] The processing unit is used to: send the target operation strategy to the current train control device so that the current train runs according to the target operation strategy.

[0060] According to a fourth aspect of the exemplary implementation, a computer storage medium is provided, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the train operation method when water accumulates in the subway track as in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0062] Figure 1 A schematic diagram of a track section provided by an embodiment of the present application is exemplarily shown;

[0063] Figure 2 A flow chart of a train operation method when water accumulates in a subway track provided by an embodiment of the present application is exemplarily shown;

[0064] Figure 3 A schematic diagram of another track section provided in an embodiment of the present application is exemplarily shown;

[0065] Figure 4 A flowchart of a method for determining a set duration threshold provided in an embodiment of the present application is exemplarily shown;

[0066] Figure 5A flow chart of a method for calculating flow rate provided in an embodiment of the present application is exemplarily shown;

[0067] Figure 6 A flowchart of a method for determining a first set time threshold provided in an embodiment of the present application is exemplarily shown;

[0068] Figure 7 A flowchart of a method for determining a second set time threshold provided in an embodiment of the present application is exemplarily shown;

[0069] Figure 8a A page for predicting water level in a track section provided by an embodiment of the present application is exemplarily shown;

[0070] Figure 8b A page showing exemplary handling measures after a water level alarm in a track section provided in an embodiment of the present application;

[0071] Fig. 9 The structural schematic diagram of a train operation device when water accumulates in a subway track provided by an embodiment of the present application is exemplarily shown;

[0072] Fig.10 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application is exemplarily shown. DETAILED DESCRIPTION

[0073] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application.

[0074] Urban rail transit is an indispensable way for people to travel, and ensuring operational safety is of vital importance. If a flooded section occurs, the consequences will be disastrous. Therefore, it is necessary to conduct effective real-time monitoring of water accumulation in the section and early warning of water level trends. At the same time, with the development of science and technology, the level of intelligence of urban rail transit is constantly improving, and operational management is becoming more efficient and convenient.

[0075] In the field of water level monitoring of subway tracks, there is a lack of accurate means of monitoring water levels. Subway lines set up water collection pump rooms at the lowest point of the interval according to the trend of the interval. The accumulated water in the interval will flow into the interval pump room along the water collection trough. The interval pump room is equipped with a sump, and the water is drained through the water pump in the sump. In the related technology, one method is to set a float in the sump and monitor the real-time water level through the float, but there are only three conditions: low liquid level, normal liquid level, and high liquid level. The water level development trend cannot be detected in real time, and the float cannot continue to detect after the water level overflows the sump. In addition, the float is easy to get stuck and false alarms occur. Another method is to densely deploy sensors in the interval to obtain real-time water level information, and manually observe the real-time water level information. It is impossible to predict the subsequent water level spread range and spread speed, and it is impossible to provide corresponding subsequent disposal measures.

[0076] In addition, people are not allowed to enter the subway section tunnels during normal operations. Once an emergency occurs in the section, it is usually discovered by the drivers passing by, and the visual estimation of the water level is not accurate. At the same time, due to incomplete information acquisition by operating personnel such as environmental control and traffic control, there is a possibility of improper judgment and handling of the incident.

[0077] In order to improve the accuracy of disposal and ensure operational safety, an embodiment of the present application provides a train operation method when water accumulates in a subway track. In this method, based on the interval structure information and the water level change information of the lowest point in the interval during the current time period, the real-time water level height and the rise and fall trend as well as the current and future spread range are comprehensively considered, and based on the water level prediction data combined with the driving data, auxiliary decisions for driving, on-site disposal, equipment operation, etc. are provided to assist operating personnel in improving disposal efficiency, improving system applicability, and ensuring operational safety.

[0078] After introducing the design ideas of the embodiments of the present application, the following briefly introduces the application scenarios to which the technical solutions of the embodiments of the present application can be applied. It should be noted that the application scenarios introduced below are only used to illustrate the embodiments of the present application and are not limited. In specific implementation, the technical solutions provided by the embodiments of the present application can be flexibly applied according to actual needs.

[0079] refer to Figure 1, showing a schematic diagram of a track section, where the area between two subway stations is called a section. In the embodiment of the present application, taking a section as an example, a water level sensor is set in the sump of the section water collection pump room to collect real-time water level data of the sump. Taking the lowest point of the section (the bottom of the sump) as a reference, the current water level height is the height relative to the bottom of the sump, and the sump is set at the bottom of the bottom of the target track. According to the relative height relationship between the water level and the track, the height of the track is usually divided into three dimensions: the bottom of the track, the waist of the track, and the surface of the track. The water level spreads to different positions, and the corresponding processing rules are different. Usually, speed limit or traffic opening is adopted, but how to limit the speed or at which position to limit the speed is a problem that needs to be solved in this application.

[0080] Figure 1 In the figure, the lowest point of the sump and the rail bottom, rail waist and rail surface are shown at different heights, where the rail bottom height is 1.2 meters, the rail waist height is 1.3 meters, and the rail surface height is 1.4 meters. In addition, Figure 1 Also shown are multiple mileposts, which are defined as follows: The subway uses mileposts to mark the distance information of various locations on the subway line. Usually, a specific location (such as the starting point of the line) is used as a reference to mark the distance between other locations and this reference location. The use of mileposts to determine the location of problem points, locate faults and repair them is very important for the operation, maintenance and management of the subway. Taking the milepost "K9+528" as an example, it means that the distance from a certain base point on the subway line to the location of this mark is 9 kilometers and 528 meters. "K" usually stands for kilometer, and the number after the "+" represents the additional meters after the last full kilometer point.

[0081] To further illustrate the technical solution provided by the embodiment of the present application, this is described in detail below in conjunction with the accompanying drawings and specific implementation methods. Although the embodiment of the present application provides the method operation steps shown in the following embodiments or drawings, more or fewer operation steps may be included in the method based on routine or no creative labor. In the steps where there is no necessary causal relationship logically, the execution order of these steps is not limited to the execution order provided in the embodiment of the present application.

[0082] Combine the following Figure 1 The application scenario shown is shown in Figure 2 A flow chart of a train operation method when water accumulates in a subway track is shown to illustrate the technical solution provided in an embodiment of the present application.

[0083] S201: Display the first page.

[0084] S202: If the current water level is greater than the warning water level, the target operation strategy is displayed.

[0085] S203: Send the target operation strategy to the current train control device so that the current train runs according to the target operation strategy.

[0086] In the embodiment of the present application, the real-time water level is monitored and displayed by a sensor, and the water level corresponding to the bottom of the rail is set as the warning water level. When the current water level is greater than the warning water level, a target operation strategy is generated and displayed for reference by dispatchers. The target operation strategy includes the position where the current train needs to start decelerating and the final speed. The train runs according to the target operation strategy, which can ensure that the current train can pass through the area at the bottom of the rail before the water level reaches the waist of the rail, or the current train can pass through the area at the waist of the rail before the water level reaches the front of the rail, or the current train avoids entering the area on the rail surface. Therefore, the future water level is predicted by the real-time water level in the subway track, and the train operation strategy is given in advance to ensure the safe passage of the train.

[0087] In case of S201, the electronic device displays the first page, which includes the current water level of the target track, so that the dispatcher can understand the water level in real time. If the water accumulation in the section continues to rise, it may affect normal driving. In order to ensure driving safety, it is very important to take reasonable measures according to the actual situation on site, and provide accurate driving auxiliary decision-making suggestions based on the driving speed and the current and future trends of the water level. And match it with the actual emergency response plan, and make targeted adjustments according to the requirements of different regions.

[0088] In S202, the rail bottom, rail waist and rail surface correspond to different water levels. Taking the rail bottom as an example, the water level corresponding to the rail bottom is the water level when the water level just reaches the rail bottom. In the embodiment of the present application, the water level corresponding to the rail bottom is set as the warning water level. If the current water level is greater than the warning water level, a target operation strategy is generated and displayed. The target operation strategy includes the starting deceleration position and the final speed of the current train during operation.

[0089] Figure 3 A schematic diagram of another track section provided for an embodiment of the present application. It is assumed that the current train position is at milepost p5, moving from left to right, and the current train speed is assumed to be v. The first deceleration start position is represented by j1, the second deceleration start position is represented by j2, and the third deceleration start position is represented by j3.

[0090] Optionally, the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy, and each operation strategy is as follows:

[0091] A1: The first operation strategy.

[0092] The first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to the first set minimum braking distance. The first operation strategy indicates that the current train can pass through the area at the bottom of the rail before the water level reaches the rail waist. Figure 3 , the first deceleration position is represented by j1, the first terminal speed is represented by v1, the deceleration duration is represented by x1, the first set minimum braking distance s1 is the distance between j1 and p1, and p1 is the position of the first milepost at the bottom of the track. In this strategy, the train should start to decelerate from j1 to v1 in order to pass the bottom of the track (p1-p11 flooded area) in compliance.

[0093] A2: The second operation strategy.

[0094] The second operation strategy includes a second start deceleration position and a second end speed; the second start deceleration position is determined according to the second set minimum braking distance; the second operation strategy indicates that the current train can pass through the area of ​​the rail waist before the water level reaches the rail face. Figure 3 , the second deceleration position is represented by j2, the second terminal speed is represented by v2, the deceleration duration is represented by x2, the second set minimum braking distance s2 is the distance between j2 and p2, and p2 is the position of the first milepost on the rail waist. The train should start to decelerate to v2 at j2 to pass the flooded area of ​​the rail waist (p2-p22) in compliance.

[0095] A3: The third operation strategy.

[0096] The third operation strategy includes a third deceleration start position and a third final speed; the third deceleration start position is determined according to the third set minimum braking distance; the third operation strategy instructs the current train to avoid entering the track surface area. Figure 3 , the third deceleration position is represented by j3, the third final speed is represented by v3, the deceleration time is represented by x3, and the third set minimum braking distance s3 is the distance between j3 and p3, and p3 is the position of the first milepost on the track surface. In this case, the third final speed can usually be 0, that is, it is recommended to stop. The train should start to stop at j3 to avoid entering the track surface (p3-p33) flooding area.

[0097] Therefore, the current train operates according to the target operation strategy and can pass the track section safely.

[0098] Optionally, determining the target operation strategy among the first operation strategy, the second operation strategy, and the third operation strategy is mainly divided into the following situations:

[0099] Case B1: If the first operating strategy is valid, the first operating strategy is determined as the target operating strategy.

[0100] According to the rising order of the water level, it gradually submerges from the bottom of the rail to the top of the rail. Therefore, first judge the effectiveness of the first operation strategy.

[0101] Optionally, the first operation strategy can be determined to be effective in the following way: If it is determined that the sum of the first duration, the second duration, and the third duration is less than the first set duration threshold, then the first operation strategy is determined to be effective.

[0102] Among them, the first duration can be represented by t1. The first duration t1 is the duration for the current train to run from the second deceleration start position j2 to the first deceleration start position j1 at the current speed v; the second duration can be represented by x1. The second duration t2 is the duration for the current train to start decelerating from the first deceleration start position j1 until the final speed reaches the first final speed v1 and runs to the position of the first mileage marker p1 at the bottom of the rail; the third duration can be represented by t3. The third duration t3 is the duration for the current train to run from the position of the first mileage marker p1 at the bottom of the rail to the position of the second mileage marker p11 at the bottom of the rail at the first final speed v1. The first set duration threshold m1 is the duration for the water level height at the current moment to rise to the water level height corresponding to the rail waist. At this time, the inundation range is the mileage markers p2 - p22.

[0103] Therefore, when t1 + x1 + t3 < m1, it can be determined that the first operation strategy is effective, that is, the current train can pass through the area at the bottom of the rail before the water level reaches the rail waist, and the water level will not rise to the rail waist during the time period when the train passes through this area.

[0104] Case B2: If the first operation strategy is ineffective and the second operation strategy is effective, then determine the second operation strategy as the target operation strategy.

[0105] Optionally, if t1 + x2 + t3 ≥ m1, then it is determined that the first operation strategy is ineffective. At this time, if the second operation strategy is effective, then the second operation strategy can be determined as the target operation strategy.

[0106] Exemplarily, the second operation strategy can be determined to be effective in the following way:

[0107] If it is determined that the sum of the fourth duration, the fifth duration, and the sixth duration is less than the second set duration threshold, then the second operation strategy is determined to be effective.

[0108] Among them, the fourth time duration can be represented by t4. The fourth time duration t4 is the time for the current train to decelerate from the third deceleration start position j3 to the second deceleration start position j2 at the current speed v. The fifth time duration can be represented by x2. The fifth time duration x2 is the time for the current train to start decelerating from the second deceleration start position j2 until the final speed reaches the second final speed v2 and runs to the position of the first mileage marker p2 on the web of the rail. The sixth time duration can be represented by t6. The sixth time duration t6 is the time for the current train to run from the position of the first mileage marker p2 on the web of the rail to the position of the second mileage marker p22 on the web of the rail at the second final speed v2. The second set time duration threshold m2 is the time for the water level height at the current moment to rise to the water level height corresponding to the rail surface. At this time, the inundation range is from mileage marker p3 to p33.

[0109] Therefore, when t4 + x2 + t6 < m2, it can be determined that the second operation strategy is effective, that is, the current train can pass through the area of the web of the rail before the water level reaches the rail surface.

[0110] Case B3: If both the first operation strategy and the second operation strategy are ineffective, then determine the third operation strategy as the target operation strategy.

[0111] Optionally, when t4 + x2 + t6 ≥ m2, it is determined that the second operation strategy is ineffective. When both the first operation strategy and the second operation strategy are ineffective, it can be determined that the third operation strategy is the target operation strategy. At this time, the train starts to decelerate at the third deceleration start position j3 and decelerates to zero, and the current train avoids entering the area of the rail surface.

[0112] In the above embodiments, the first set time duration thresholds m1 and m2 are applied. Optionally, referring to Figure 4 , the first set time duration threshold m1 and the second set time duration threshold m2 can be determined in the following manner.

[0113] S401: Construct a track model based on at least one set of water level heights, at least one set of volumes of water contained in the sump, and at least one set of mileage markers.

[0114] Optionally, with the bottom of the sump as the reference, other heights are relative heights based on this. Based on the Building Information Modeling (BIM) technology, convert the interval structure data into a model consistent with the actual position, height, volume, etc. data of the interval, realize the conversion from two-dimensional to three-dimensional, and construct the first relationship between the relative height and the interval volume. Table 1 shows a mapping table of height and volume.

[0115] Table 1 Mapping table of height and volume

[0116]

[0117] In addition, based on BIM technology, each point of the line is finely marked, and corresponding mileage marks (hereinafter referred to as mileage marks) are marked for each point along the actual line direction. At the same time, according to the real-time water level, a water level line is drawn in the horizontal direction. This line crosses the three-dimensional model of the section. When this horizontal water level line intersects with the vertical mileage mark line, it means that the place has been flooded, and the mileage mark at the intersection accurately indicates the scope of the flooding.

[0118] Table 2 Mapping table of altitude and mileage

[0119] Serial number Height(m) Milestones 1 H1 p1-p11 2 H2 p2-p22 3 H3 p3-p33 … … …

[0120] Thus, the track model indicates a first relationship between altitude and volume, and a second relationship between altitude and milestones.

[0121] S402: Calculate the flow rate according to the first water level at the first set time and the second water level at the second set time.

[0122] Optional, reference Figure 5 , the flow rate is calculated as follows:

[0123] S501: applying a first water level and a first relationship to determine a first volume, and applying a second water level and the first relationship to determine a second volume.

[0124] The first set time is denoted by t01, the first water level is denoted by h1, the second set time is denoted by t02, and the second water level is denoted by h2. If h1 is equal to H1, then according to the first relationship, the volume at time t01 can be determined to be V1; if h2 is equal to H2, then according to the second relationship, the volume at time t02 can be determined to be V2.

[0125] S502: Calculate the flow rate according to the first volume, the second volume, the first set time and the second set time.

[0126] In a specific example, the flow rate

[0127] S403: Determine a first set time threshold and a second set time threshold according to the flow rate

[0128] Optionally, when the current time, current volume, flow rate, volume corresponding to the height of the rail waist, and volume corresponding to the height of the rail surface are all determined, the first set time threshold m1 and the second set time threshold m2 can be determined. In addition, the set time threshold m0 can also be determined based on the volume corresponding to the height of the rail bottom. At this time, the flooding range is the mileposts p1-p11, which is not involved in the embodiments of the present application and will not be repeated here.

[0129] In addition, the current flooding range can also be calculated based on the flow rate. For example, the current flooding range can be represented by a milepost.

[0130] Optional, reference Figure 6 , the first set duration threshold is determined by:

[0131] S601: Determine the water level at the current moment and the current volume corresponding to the water level at the current moment.

[0132] The water level at the current moment can be obtained according to the sensor, and the water level at the current moment can be matched in Table 1, so as to determine the current volume corresponding to the water level at the current moment.

[0133] S602: Determine the volume corresponding to the rail waist according to the height of the rail waist and the first relationship.

[0134] Among them, according to the height of the rail waist, the volume corresponding to the rail waist can be determined by matching in Table 1.

[0135] S603: Determine a first set time threshold according to the flow rate, the current volume and the volume corresponding to the rail waist.

[0136] The difference between the current volume and the volume corresponding to the rail waist is determined, and then the first set time threshold is determined based on the difference and the calculated flow rate.

[0137] Optional, reference Figure 7 , the second set duration threshold is determined by:

[0138] S701: Determine the water level at the current moment and the current volume corresponding to the water level at the current moment.

[0139] S702: Determine a volume corresponding to the rail surface according to the height of the rail surface and the first relationship;

[0140] S703: Determine a second set time threshold according to the flow velocity, the current volume and the volume corresponding to the track surface.

[0141] The calculation process of the second set time threshold is similar to the calculation process of the first set time, which will not be described in detail here.

[0142] In S203, after the target operation strategy is generated, it can be directly displayed on the electronic device for the dispatcher's reference. And the target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy. Ensure that the train starts to decelerate to the corresponding final speed at the corresponding deceleration position, and ensure that the train passes the track section safely.

[0143] Figure 8a A page for predicting water level in a track section provided in an embodiment of the present application, Figure 8b This is a page for handling measures after a water level alarm in a track section provided by an embodiment of the present application, wherein an icon in the page can be controlled to flash when the train approaches a flooded section, and the icon is green when the train is in a safe section. In addition, Figure 8a and Figure 8b It can also be displayed dynamically in 3D, which is just an example and does not constitute a specific limitation.

[0144] The embodiment of the present application combines the real-time water level height and interval structure information of the sump to predict the future interval water level development trend and flooding range (milestone), and monitor and display it in real time. In addition, the water level change trend is analyzed and modeled to achieve the prediction of the water level spread trend within a certain period of time in the future with high accuracy. A disposal plan is proposed, including driving speed and position, to ensure operational safety.

[0145] On the basis of the above technical solutions, a topological relationship tree model between valve equipment can also be constructed based on BIM technology, and based on this model, users can quickly locate valve equipment near the leakage point and improve disposal efficiency.

[0146] like Fig. 9 As shown, based on the same inventive concept, an embodiment of the present application provides a train operation device when water accumulates in a subway track, including a display unit 91 and a processing unit 92.

[0147] The display unit 91 is used to: display a first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes a rail surface, a rail waist and a rail bottom from top to bottom;

[0148] The display unit is further used for: if the current water level is greater than the warning water level, then displaying the target operation strategy; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area at the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area at the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area on the rail surface;

[0149] The processing unit 92 is used to send the target operation strategy to the current train control device so that the current train runs according to the target operation strategy.

[0150] In an optional implementation, the processing unit 92 is further configured to:

[0151] If the first operation strategy is valid, determining the first operation strategy as the target operation strategy;

[0152] If the first operation strategy is invalid and the second operation strategy is valid, determining the second operation strategy as the target operation strategy;

[0153] If both the first operation strategy and the second operation strategy are invalid, determining the third operation strategy as the target operation strategy;

[0154] The first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to a first set minimum braking distance;

[0155] The second operation strategy includes a second start deceleration position and a second end speed; the second start deceleration position is determined according to the second set minimum braking distance;

[0156] The third operation strategy includes a third starting deceleration position and a third final speed; the third starting deceleration position is determined according to a third set minimum braking distance.

[0157] In an optional implementation, the processing unit 92 is further configured to:

[0158] If it is determined that the sum of the first time duration, the second time duration and the third time duration is less than the first set time duration threshold, the first operation strategy is determined to be effective; wherein the first set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail waist;

[0159] The first duration is the duration of the current train running from the second deceleration start position to the first deceleration start position at the current speed;

[0160] The second duration is the duration from when the current train starts to decelerate from the first deceleration start position until the final speed reached is the first final speed and the train runs to the first mileage mark at the bottom of the track;

[0161] The third duration is the duration that the current train takes to run from the first mileage mark at the bottom of the track to the second mileage mark at the bottom of the track at the first terminal speed.

[0162] In an optional implementation, the processing unit 92 is further configured to:

[0163] If it is determined that the sum of the fourth time duration, the fifth time duration and the sixth time duration is less than the second set time duration threshold, the second operation strategy is determined to be effective; wherein the second set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail surface;

[0164] The fourth duration is the duration of the current train running from the third deceleration start position to the second deceleration start position at the current speed;

[0165] The fifth duration is the duration from when the current train starts to decelerate from the second deceleration start position until the final speed reached is the second final speed and the train runs to the first milepost on the rail waist;

[0166] The sixth duration is the duration that the current train takes to run from the first mileage mark on the rail waist to the second mileage mark on the rail waist at the second terminal speed.

[0167] In an optional implementation, the processing unit 92 is further configured to:

[0168] A track model is constructed based on at least one set of water level heights, at least one set of water volume contained in the sump, and at least one set of mileposts; wherein the track model indicates a first relationship between the height and the volume, and a second relationship between the height and the mileposts; and the at least one set of mileposts includes mileposts corresponding to the rail bottom, rail waist, and rail surface, respectively;

[0169] Calculate the flow rate according to a first water level at a first set time and a second water level at a second set time;

[0170] The first set time threshold and the second set time threshold are determined according to the flow rate.

[0171] In an optional implementation, the processing unit 92 is specifically configured to:

[0172] Determine a first volume using the first water level and the first relationship, and determine a second volume using the second water level and the first relationship;

[0173] The flow rate is calculated based on the first volume, the second volume, the first set time, and the second set time.

[0174] In an optional implementation, the processing unit 92 is specifically configured to:

[0175] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0176] Determine the volume corresponding to the rail waist according to the height of the rail waist and the first relationship;

[0177] A first set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the rail waist.

[0178] In an optional implementation, the processing unit 92 is specifically configured to:

[0179] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0180] Determining a volume corresponding to the rail surface according to the height of the rail surface and the first relationship;

[0181] A second set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the track surface.

[0182] Since the device is the device in the method in the embodiment of the present application, and the principle of solving the problem by the device is similar to that of the method, the implementation of the device can refer to the implementation of the method, and the repeated parts will not be repeated.

[0183] like Fig.10 As shown, based on the same inventive concept, an embodiment of the present application provides an electronic device, including a display screen 101 and a processor 102 .

[0184] The display screen 101 is configured to perform:

[0185] Display the first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes the rail surface, rail waist and rail bottom from top to bottom;

[0186] If the current water level is greater than the warning water level, the target operation strategy is displayed; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area at the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area at the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area on the rail surface;

[0187] The processor 102 is configured to execute:

[0188] The target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy.

[0189] In an optional implementation, the processor 102 is further configured to execute:

[0190] If the first operation strategy is valid, determining the first operation strategy as the target operation strategy;

[0191] If the first operation strategy is invalid and the second operation strategy is valid, determining the second operation strategy as the target operation strategy;

[0192] If both the first operation strategy and the second operation strategy are invalid, determining the third operation strategy as the target operation strategy;

[0193] The first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to a first set minimum braking distance;

[0194] The second operation strategy includes a second start deceleration position and a second end speed; the second start deceleration position is determined according to the second set minimum braking distance;

[0195] The third operation strategy includes a third starting deceleration position and a third final speed; the third starting deceleration position is determined according to a third set minimum braking distance.

[0196] In an optional implementation, the processor 102 is further configured to:

[0197] If it is determined that the sum of the first time duration, the second time duration and the third time duration is less than the first set time duration threshold, the first operation strategy is determined to be effective; wherein the first set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail waist;

[0198] The first duration is the duration of the current train running from the second deceleration start position to the first deceleration start position at the current speed;

[0199] The second duration is the duration from when the current train starts to decelerate from the first deceleration start position until the final speed reached is the first final speed and the train runs to the first mileage mark at the bottom of the track;

[0200] The third duration is the duration that the current train takes to run from the first mileage mark at the bottom of the track to the second mileage mark at the bottom of the track at the first terminal speed.

[0201] In an optional implementation, the processor 102 is further configured to:

[0202] If it is determined that the sum of the fourth time duration, the fifth time duration and the sixth time duration is less than the second set time duration threshold, the second operation strategy is determined to be effective; wherein the second set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail surface;

[0203] The fourth duration is the duration of the current train running from the third deceleration start position to the second deceleration start position at the current speed;

[0204] The fifth duration is the duration from when the current train starts to decelerate from the second deceleration start position until the final speed reached is the second final speed and the train runs to the first milepost on the rail waist;

[0205] The sixth duration is the duration that the current train takes to run from the first mileage mark on the rail waist to the second mileage mark on the rail waist at the second terminal speed.

[0206] In an optional implementation, the processor 102 is further configured to:

[0207] A track model is constructed based on at least one set of water level heights, at least one set of water volume contained in the sump, and at least one set of mileposts; wherein the track model indicates a first relationship between the height and the volume, and a second relationship between the height and the mileposts; and the at least one set of mileposts includes mileposts corresponding to the rail bottom, rail waist, and rail surface, respectively;

[0208] Calculate the flow rate according to a first water level at a first set time and a second water level at a second set time;

[0209] The first set time threshold and the second set time threshold are determined according to the flow rate.

[0210] In an optional implementation, the processor 102 is specifically configured to:

[0211] Determine a first volume using the first water level and the first relationship, and determine a second volume using the second water level and the first relationship;

[0212] The flow rate is calculated based on the first volume, the second volume, the first set time, and the second set time.

[0213] In an optional implementation, the processor 102 is specifically configured to:

[0214] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0215] Determine the volume corresponding to the rail waist according to the height of the rail waist and the first relationship;

[0216] A first set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the rail waist.

[0217] In an optional implementation, the processor 102 is specifically configured to:

[0218] Determine the water level at the current moment and the current volume corresponding to the water level at the current moment;

[0219] Determining a volume corresponding to the rail surface according to the height of the rail surface and the first relationship;

[0220] A second set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the track surface.

[0221] The embodiment of the present application also provides a computer storage medium, in which computer program instructions are stored. When the instructions are executed on a computer, the computer executes the steps of the train operation method when water accumulates in the subway track.

[0222] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0223] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0224] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0225] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0226] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A train operation method when there is water accumulation in a subway track, characterized in that: include: Displaying a first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes a rail surface, a rail waist and a rail bottom from top to bottom; If the current water level is greater than the warning water level, the target operation strategy is displayed; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area of ​​the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area of ​​the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area of ​​the rail surface; The target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy.

2. The method according to claim 1, characterized in that The method further comprises: If the first operation strategy is valid, determining the first operation strategy as the target operation strategy; If the first operation strategy is invalid and the second operation strategy is valid, determining the second operation strategy as the target operation strategy; If both the first operation strategy and the second operation strategy are invalid, determining the third operation strategy as the target operation strategy; Wherein, the first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to a first set minimum braking distance; The second operation strategy includes a second start deceleration position and a second final speed; the second start deceleration position is determined according to a second set minimum braking distance; The third operation strategy includes a third starting deceleration position and a third final speed; the third starting deceleration position is determined according to a third set minimum braking distance.

3. The method according to claim 2, characterized in that The method further comprises: If it is determined that the sum of the first time duration, the second time duration and the third time duration is less than the first set time duration threshold, it is determined that the first operation strategy is effective; wherein the first set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail waist; The first duration is the duration for the current train to run from the second deceleration start position to the first deceleration start position at the current speed; The second duration is the duration from when the current train starts to decelerate from the first deceleration start position until the final speed reached is the first final speed and the train runs to the first milepost at the bottom of the rail; The third duration is the duration that the current train takes to run from the first milepost at the bottom of the rail to the second milepost at the bottom of the rail at the first terminal speed.

4. The method according to claim 2, characterized in that: The method further comprises: If it is determined that the sum of the fourth time duration, the fifth time duration and the sixth time duration is less than the second set time duration threshold, it is determined that the second operation strategy is effective; wherein the second set time duration threshold is the time duration for the water level at the current moment to rise to the water level corresponding to the rail surface; The fourth duration is the duration for the current train to run from the third deceleration start position to the second deceleration start position at the current speed; The fifth duration is the duration from when the current train starts to decelerate from the second deceleration start position until the final speed reached is the second final speed and the train runs to the first milepost on the rail waist; The sixth duration is the duration that the current train takes to run from the first milepost on the rail waist to the second milepost on the rail waist at the second terminal speed.

5. The method according to claim 4, characterized in that The method further comprises: A track model is constructed according to at least one set of water level heights, at least one set of water volume contained in the sump, and at least one set of mileposts; wherein the track model indicates a first relationship between height and volume, and a second relationship between height and mileposts; and the at least one set of mileposts includes mileposts corresponding to the rail bottom, the rail waist, and the rail surface, respectively; Calculate the flow rate according to a first water level at a first set time and a second water level at a second set time; The first set time threshold and the second set time threshold are determined according to the flow rate.

6. The method according to claim 5, characterized in that The calculating of the flow rate according to the first water level at the first set time and the second water level at the second set time comprises: applying the first water level and the first relationship to determine a first volume, and applying the second water level and the first relationship to determine a second volume; The flow rate is calculated according to the first volume, the second volume, the first set time and the second set time.

7. The method according to claim 5, characterized in that The determining the first set time threshold according to the flow rate includes: Determine the water level at the current moment and the current volume corresponding to the water level at the current moment; determining a volume corresponding to the rail waist according to the height of the rail waist and the first relationship; A first set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the rail waist.

8. The method according to claim 5, characterized in that The determining the second set time threshold according to the flow rate includes: Determine the water level at the current moment and the current volume corresponding to the water level at the current moment; determining a volume corresponding to the rail surface according to the height of the rail surface and the first relationship; A second set time threshold is determined according to the flow rate, the current volume and the volume corresponding to the track surface.

9. An electronic device, characterized in that: Includes display and processor; The display screen is configured to perform: Displaying a first page; wherein the first page includes the current water level of the target track; the current water level is the height relative to the bottom of the sump, and the sump is set at the bottom of the rail bottom of the target track; the target track includes a rail surface, a rail waist and a rail bottom from top to bottom; If the current water level is greater than the warning water level, the target operation strategy is displayed; wherein the warning water level is the water level corresponding to the rail bottom; the target operation strategy includes the starting deceleration position and the final speed of the current train; the target operation strategy is any one of the first operation strategy, the second operation strategy and the third operation strategy; the first operation strategy indicates that the current train can pass through the area of ​​the rail bottom before the water level reaches the rail waist; the second operation strategy indicates that the current train can pass through the area of ​​the rail waist before the water level reaches the rail face; the third operation strategy indicates that the current train should avoid entering the area of ​​the rail surface; The processor is configured to execute: The target operation strategy is sent to the current train control device so that the current train runs according to the target operation strategy.

10. The electronic device according to claim 9, characterized in that: The processor is further configured to perform: If the first operation strategy is valid, determining the first operation strategy as the target operation strategy; If the first operation strategy is invalid and the second operation strategy is valid, determining the second operation strategy as the target operation strategy; If both the first operation strategy and the second operation strategy are invalid, determining the third operation strategy as the target operation strategy; Wherein, the first operation strategy includes a first start deceleration position and a first end speed; the first start deceleration position is determined according to a first set minimum braking distance; The second operation strategy includes a second start deceleration position and a second final speed; the second start deceleration position is determined according to a second set minimum braking distance; The third operation strategy includes a third starting deceleration position and a third final speed; the third starting deceleration position is determined according to a third set minimum braking distance.

Images