Calculation method, device, electronic device and storage medium for train speed curve under vehicle monitoring

Abstract

The present invention discloses a method, device, electronic device and storage medium for calculating the train running speed curve under on-board monitoring. The method includes obtaining a target speed limit section of the train to be limited in which the speed is reduced from the first target speed limit section to the second target speed limit section; determining a calculation starting point for the train to be limited according to the first target speed limit section and the second target speed limit section; starting from the calculation starting point, reversely determining each data point to be calculated before the calculation starting point for the train to be limited according to a preset handle position and a preset handle position conversion time, and each data point to be calculated does not cross the preset on-board monitoring line; calculating the speed value and position mileage for each data point to be calculated according to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, so as to determine the running speed curve for the train to be limited according to the speed value and position mileage of the calculation starting point and each data point to be calculated. The technical solution of the present invention is more in line with train operation rules and improves train transportation efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit operation control, and in particular to a method, device, electronic equipment and storage medium for calculating a train speed curve under on-board monitoring. Background Art

[0002] All trains of various speed levels running on my country's railway lines are equipped with train operation monitoring systems. The train driving modes are divided into manual priority and equipment priority. Regardless of the driving mode, the running speed curve of the train should be lower than the monitoring line of the on-board monitoring system to ensure the safe operation of the train.

[0003] At present, in the manual priority driving mode, the driver drives the train, and in the equipment priority mode, the train automatically drives the train. When the train runs to the TSM (Target Speed ​​Monitoring) section, in order to ensure that the train does not exceed the speed limit, there are roughly two calculation methods: one is Figure 1 As shown in the figure, the train speed is reduced at a distance far from the speed limit point to ensure that the train does not exceed the speed limit. Although this method ensures that the train does not exceed the speed limit and runs safely, the train speed is reduced at a distance far from the speed limit point, which increases the running time of the section and reduces the transportation efficiency. In particular, before entering the station to stop, it will increase the arrival tracking interval time of the station.

[0004] Another kind of Figure 2 As shown, by setting a fixed speed difference value " ", when the speed is lower than the monitoring allowed speed, the braking condition is changed to the coasting condition, and the coasting condition duration must be at least the time of a switch handle position If the brake handle position time is not met, the brake must be continued until the coasting time meets the switch handle position time. Figure 2 The "operating speed curve" shown by the middle broken line makes the train operating speed curve run as close to the on-board monitoring line as possible by frequently changing the operating conditions. Although this method seems to run near the monitoring line speed overall, the train operating conditions change frequently, and the speed value fluctuates greatly, which reduces the passenger running comfort and increases the difficulty of train operation. At the same time, it will also reduce the average running speed of the train and increase the interval running time. Summary of the invention

[0005] The present invention provides a method, device, electronic device and storage medium for calculating the train speed curve under on-board monitoring, so as to solve the problems that the existing calculation method leads to increased train interval running time, reduced transportation efficiency and increased difficulty in train operation. The method is more in line with train operation rules, ensures train control safety, improves transportation efficiency, makes the speed curve smoother, and improves passenger riding comfort.

[0006] According to one aspect of the present invention, a method for calculating a train running speed curve under vehicle-mounted monitoring is provided, the method comprising:

[0007] Obtaining a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section;

[0008] Determine a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; the speed value of the calculation starting point is the speed value of the second target speed limit section, and the position mileage of the calculation starting point is the preset speed limit advance amount;

[0009] Starting from the calculation starting point, each data point to be calculated before the calculation starting point is reversely determined for the train to be limited in speed in sequence according to the preset handle position and the preset handle position conversion time, and each data point to be calculated does not cross the preset vehicle monitoring line;

[0010] According to the operating condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, the speed value and position mileage are calculated for each data point to be calculated, so as to determine the operating speed curve for the train to be limited in speed according to the calculation starting point and the speed value and position mileage of each data point to be calculated.

[0011] According to another aspect of the present invention, there is provided a device for calculating a vehicle speed curve for monitoring a vehicle, the device comprising:

[0012] A speed limit section acquisition module is used to acquire a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section;

[0013] A calculation starting point determination module is used to determine a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; the speed value of the calculation starting point is the speed value of the second target speed limit section, and the position mileage of the calculation starting point is a preset speed limit advance amount;

[0014] A module for determining data points to be calculated, for determining, starting from the calculation starting point, each data point to be calculated before the calculation starting point in reverse order for the train to be limited in speed according to a preset handle position and a preset handle position conversion time, wherein each data point to be calculated does not cross a preset vehicle monitoring line;

[0015] The train running speed curve determination module is used to calculate the speed value and position mileage for each data point to be calculated according to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, so as to determine the running speed curve for the train to be speed-limited according to the speed value and position mileage of the calculation starting point and each data point to be calculated.

[0016] According to another aspect of the present invention, an electronic device is provided, the electronic device comprising:

[0017] at least one processor; and

[0018] a memory communicatively connected to the at least one processor; wherein,

[0019] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for calculating the train running speed curve under on-board monitoring as described in any embodiment of the present invention.

[0020] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for calculating a train running speed curve under vehicle-mounted monitoring as described in any embodiment of the present invention when executed.

[0021] The technical solution of the embodiment of the present invention is to obtain a target speed limit section, which is a section where the train to be limited in speed slows down from a first target speed limit section to a second target speed limit section; determine a calculation starting point for the train to be limited in speed according to the first target speed limit section and the second target speed limit section; calculate the speed value of the starting point as the speed value of the second target speed limit section, and the position mileage of the calculation starting point as a preset speed limit advance amount; starting from the calculation starting point, according to a preset handle position and a preset handle position conversion time, reversely determine each data point to be calculated before the calculation starting point for the train to be limited in speed, and each data point to be calculated does not cross a preset on-board monitoring line; according to each data point to be calculated The working condition information of the previous data point corresponding to the point and the preset handle position conversion time are used to calculate the speed value and position mileage for each data point to be calculated, so as to determine the operating speed curve for the train to be limited in speed according to the speed value and position mileage of the calculation starting point and each data point to be calculated. The method of reverse calculation of the brake line is adopted to run along the on-board monitoring curve to calculate the optimal speed curve. The technical means solves the problems of increased train interval running time, reduced transportation efficiency and increased train operation difficulty caused by the existing calculation method. It is more in line with train operation rules, ensures vehicle control safety, improves transportation efficiency, makes the speed curve smoother, and improves passenger comfort.

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

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

[0024] Figure 1 A schematic diagram showing a comparison between the first train speed curve and the on-board monitoring line provided by the prior art;

[0025] Figure 2 A schematic diagram showing a comparison between the second train speed curve and the on-board monitoring line provided by the prior art;

[0026] Figure 3 A flow chart of a method for calculating a train running speed curve under vehicle-mounted monitoring provided in Embodiment 1 of the present invention;

[0027] Figure 4 A schematic diagram of a TSM speed limit section on a train line is provided for this embodiment;

[0028] Figure 5 A schematic diagram of a process for calculating the next data point is provided for this embodiment;

[0029] Figure 6 A schematic diagram of the calculation principle of reverse calculation of the train speed curve in a TSM section is provided for this embodiment;

[0030] Figure 7 A schematic diagram of the principle of calculating the speed value and position mileage for each data point to be calculated is provided for this embodiment;

[0031] Figure 8 A schematic diagram of the structure of a device for calculating a train running speed curve under vehicle-mounted monitoring provided in Embodiment 2 of the present invention;

[0032] Fig. 9 The present invention is a schematic diagram of the structure of an electronic device for implementing a method for calculating a train running speed curve under vehicle-mounted monitoring according to an embodiment of the present invention. DETAILED DESCRIPTION

[0033] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0034] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units that are clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0035] Embodiment 1

[0036] Figure 3 This is a flow chart of a method for calculating a train speed curve under on-board monitoring provided by the first embodiment of the present invention. This embodiment is applicable to the case where a train is subjected to speed limit control under a monitoring curve. The method can be executed by a calculation device for a train speed curve under on-board monitoring. The calculation device for a train speed curve under on-board monitoring can be implemented in the form of hardware and / or software. The calculation device for a train speed curve under on-board monitoring can be configured in a train main control device. Figure 3 As shown, the method includes:

[0037] S110. Obtain a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section.

[0038] The target speed limit section may refer to a section where the train speed drops from a first target speed limit value to a second target speed limit value. The first target speed limit value may refer to the maximum speed value of the first target speed limit section, and the second target speed limit value may refer to the maximum speed value of the second target speed limit section.

[0039] S120, determining a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; calculating a speed value of the calculation starting point as the speed value of the second target speed limit section, and calculating a position mileage of the calculation starting point as a preset speed limit advance amount.

[0040] In this embodiment, under a preset on-board monitoring line, the optimal running speed curve for the train to be speed-limited is calculated by reverse calculation, that is, the speed limit process is reversed according to the speed limit target. Therefore, a calculation starting point can be first determined for the running speed curve of the train to be speed-limited.

[0041] In an optional embodiment, determining the calculation starting point for the train to be speed limited based on the first target speed limit section and the second target speed limit section may include: determining a speed limit dividing point for the train to be speed limited based on the first target speed limit section and the second target speed limit section; and reversing the position mileage of the speed limit dividing point by a preset speed limit advance amount to determine the calculation starting point for the train to be speed limited.

[0042] The speed limit demarcation point may refer to the demarcation point between the first target speed limit section and the second target speed limit section. For example, the train line passes through points A, B, and C in sequence. The AB section is the first target speed limit section with a speed limit of V1, and the BC section is the second target speed limit section with a speed limit of V2. If V2 is less than V1, the speed limit demarcation point under the current train line may refer to point B. The preset speed limit advance amount may refer to a safe distance before the train enters the second target speed limit section. Continuing with the previous example, the train may reduce its speed to V2 100m in advance before entering the BC section, where "100m" is the preset speed limit advance amount.

[0043] In this embodiment, the intersection point of the first target speed limit section and the second target speed limit section can be determined as the speed limit dividing point of the train to be speed limited, and the position mileage of the speed limit dividing point can be further retracted back by the preset speed limit advance amount, so as to determine the calculation starting point of the speed curve of the train to be speed limited under the current on-board monitoring line.

[0044] S130, starting from the calculation starting point, each data point to be calculated before the calculation starting point is reversely determined for the train to be limited in speed according to the preset handle position and the preset handle position conversion time, and each data point to be calculated does not cross the preset on-board monitoring line.

[0045] Among them, the preset handle position may include a preset maximum brake handle position Nmax and a preset minimum brake handle position Nmin. The preset maximum brake handle position may refer to the angular position of the brake handle corresponding to the maximum braking force during the train speed limit control process. The preset minimum brake handle position may refer to the angular position of the brake handle corresponding to the minimum braking force during the train speed limit control process. In this embodiment, the handle position of the train brake handle during the entire speed limit control process is always between the preset maximum brake handle position Nmax and the preset minimum brake handle position Nmin. The preset handle position conversion time may refer to the conversion time between the two handle positions. The preset on-board monitoring line may refer to a pre-set speed monitoring curve. The speed value of any mileage position during the train speed limit control process cannot exceed the preset on-board monitoring line.

[0046] In an optional implementation, starting from the calculation starting point, the data points to be calculated before the calculation starting point are determined in reverse order for the train to be limited in speed according to the preset handle position and the preset handle position conversion time, which may include: starting from the calculation starting point, calculating the next candidate data point for the calculation starting point according to the preset maximum brake handle position and the preset handle position conversion time; judging whether the next candidate data point is the next target data point of the calculation starting point according to the preset on-board monitoring line; after determining the next target data point of the calculation starting point, continuing to reversely calculate the next candidate data point for the next target data point; when the next target data point reaches the first target speed limit section or other CSM speed limit line, stopping the operation of reversely calculating the next candidate data point to obtain the data points to be calculated.

[0047] In this embodiment, the next candidate data point may refer to a candidate speed point obtained by reverse calculation, that is, the next candidate data point is a candidate point in the running speed curve during the train speed limit control process. The next target data point may refer to a determined data point in the running speed curve during the train speed limit control process. In the case where the candidate data point does not cross the preset on-board monitoring line, the next candidate data point may be determined as the next target data point.

[0048] Based on the above optional implementation manner, judging whether the next candidate data point is the next target data point of the calculation starting point according to the preset vehicle monitoring line may include: when the next candidate data point is not the calculation starting point, lowering the current handle position step by step, and re-reverse calculating the new next candidate data point according to twice the preset handle position conversion time, until the next candidate data point corresponding to the target handle position does not cross the preset vehicle monitoring line, and determining the next candidate data point as the next target data point of the calculation starting point; the target handle position is between the preset maximum brake handle position and the preset minimum brake handle position; when the next candidate data point is the calculation starting point, judging whether the next candidate data point crosses the preset vehicle monitoring line, if not, determining the next candidate data point as the next target data point of the calculation starting point, if crossing, re-determining the new calculation starting point, and calculating the next candidate data point of the new calculation starting point according to twice the preset handle position conversion time so that it does not cross the preset vehicle monitoring line, and determining the next candidate data point of the new calculation starting point as the next target data point of the new calculation starting point.

[0049] In order to enable those skilled in the art to better understand the above-mentioned embodiment, for example, a schematic diagram of a TSM speed limit section on a known train line is shown as follows: Figure 4As shown, the train will decelerate from the high speed limit section with speed limit V1 to the low speed limit section with speed limit V2, where V1 is greater than V2. The red solid line is the on-board monitoring line, and the red dotted line is the speed curve of the train braking condition. The speed curve consists of several calculated speed sections, and points B and C are the first speed curve of the reverse calculated speed curve. Point A is the position of the speed end point of the on-board monitoring line at the line speed limit boundary. Based on Figure 4 , Figure 5 A schematic diagram of a process for calculating the next data point is provided for this embodiment.

[0050] The maximum brake handle position Nmax, the minimum brake handle position Nmin, and the handle position conversion time tgk are preset. During the train braking process, the handle position is selected between Nmax and Nmin. Figure 4 Starting from point A in the figure, the maximum handle position Nmax and twice the handle position conversion time are used to reversely calculate the next speed point. Determine whether the next speed point is the calculation starting point A. If the next speed point is not point A, the current handle position or coefficient can be increased or decreased step by step, and the next speed point is reversely calculated again according to twice the preset handle position conversion time until a suitable target handle position or coefficient is found so that the next speed point does not cross the preset vehicle monitoring line, then the next speed point calculation is determined to be successful; if the next speed point is point A and does not cross the vehicle monitoring line, the next speed point C calculated from point A is calculated successfully; if the next speed point is point A and crosses the vehicle monitoring line, point A can be moved left to find a suitable point B, and the next speed point is calculated with the maximum handle position so that it does not exceed the vehicle monitoring line, then the next speed point is calculated successfully. Continue to reversely calculate the next speed point according to the same principle as above until the CSM (Ceiling Speed ​​Monitoring section) section is calculated, that is, the starting position mileage of the first target speed limit section is calculated, so that the data points to be calculated before point A can be obtained.

[0051] S140. Calculate the speed value and position mileage for each data point to be calculated according to the operating condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, so as to determine the operating speed curve for the train to be speed-limited according to the speed value and position mileage of the calculation starting point and each data point to be calculated.

[0052] Exemplary, reference Figure 6 A schematic diagram of the calculation principle of the reverse calculation of the train speed curve in the TSM section is provided for this embodiment. It can represent the starting point of calculation, and each data point to be calculated is The previous point, such as , etc., therefore, Figure 6The red dotted line in the middle refers to the running speed curve of the train to be speed-limited under the preset on-board monitoring line, which can be expressed as: ,in, represents the point on the speed curve of the train to be limited, i represents the sequence number of the data point on the train speed curve starting from 0, represents the velocity value of the data point, Indicates the location mileage of the data point.

[0053] At that time, i is equal to 0, that is, the calculation starting point Can be V2, calculate the starting point Whether it is the preset speed limit advance amount can be finally determined through logical judgment.

[0054] In an optional implementation, the speed value and position mileage are calculated for each data point to be calculated based on the operating condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, which can include: obtaining the current data point to be calculated from each data point to be calculated in reverse sequence; calculating the comprehensive braking deceleration from the previous data point to the current data point to be calculated for the speed-limited train based on the operating condition information of the previous data point of the current data point to be calculated; calculating the speed value and position mileage for the current data point to be calculated based on the operating condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time.

[0055] In this embodiment, reference Figure 6 , the current data point to be calculated can be determined in turn from each data point to be calculated, and the comprehensive braking deceleration between the two points is calculated in combination with the working condition of the previous data point of the current data point to be calculated, and then the speed value and position mileage are calculated for the current data point to be calculated in combination with the preset handle position conversion time.

[0056] In order to enable those skilled in the art to better understand the technical solution of calculating the speed value and position mileage for each data point to be calculated in this embodiment, Figure 7 A schematic diagram of the principle of calculating the speed value and position mileage for each data point to be calculated is provided for this embodiment. The end point of the vehicle monitoring line, i.e., the position mileage of the speed limit dividing point V1 and V2, is retracted by a speed limit advance amount, i.e. The position is used as the calculation starting point; the braking comprehensive deceleration is calculated based on the maximum handle position Nmax Calculate the next data point based on the comprehensive braking deceleration, twice the handle position conversion time and the starting speed V2 ;judge and Whether there is an intersection point Pc between the line connecting the preset vehicle monitoring line and the preset vehicle monitoring line, if there is no intersection point, you can As the final position of the next data point, the velocity value is , location mileage is If there is an intersection point, the handle position can be lowered step by step to recalculate the comprehensive braking deceleration until the next data point is calculated successfully.

[0057] Based on the above optional implementation manner, the operating condition information of the previous data point of the current data point to be calculated includes speed value, position mileage, serial number of the train brake handle position, slope resistance deceleration within the length of the train, tunnel resistance deceleration, curve resistance deceleration, basic operating resistance deceleration, and on-board control deceleration; accordingly, calculating the comprehensive braking deceleration from the previous data point to the current data point to be calculated for the train to be limited in speed based on the operating condition information of the previous data point of the current data point to be calculated can include: calculating the comprehensive braking deceleration of the train to be limited in speed from the previous data point to the current data point to be calculated based on the serial number of the train brake handle position of the previous data point of the current data point to be calculated, the slope resistance deceleration within the length of the train, the tunnel resistance deceleration, the curve resistance deceleration, the basic operating resistance deceleration, and the on-board control deceleration.

[0058] Continuing with the previous example, the comprehensive braking deceleration of the train to be limited from the previous data point to the current data point to be calculated can be expressed as ,in, , , and They represent the slope resistance deceleration, tunnel resistance deceleration, curve resistance deceleration, and basic operation resistance deceleration within the train length range at the previous data point respectively; Indicates the vehicle control deceleration corresponding to the speed of the previous data point. The vehicle control deceleration is different for different handle positions. Indicates the train brake handle position used at the previous data point.

[0059] Furthermore, the operating condition information of the previous data point of the current data point to be calculated also includes a speed value and a position mileage; accordingly, calculating the speed value and position mileage for the current data point to be calculated based on the operating condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time, may include: calculating the speed value for the current data point to be calculated based on the speed value, the comprehensive braking deceleration and the preset handle position conversion time of the previous data point of the current data point to be calculated; calculating the position mileage for the current data point to be calculated based on the speed value of the current data point to be calculated, the comprehensive braking deceleration of the current data point to be calculated, the speed value of the previous data point of the current data point to be calculated and the position mileage of the previous data point of the current data point to be calculated.

[0060] Continuing with the previous example, the data points to be calculated are Figure 6 middle Specifically, when When the next data point The velocity value at a position can be obtained by Calculate, where Indicates the speed of the last data point that has been determined, Indicates the preset handle position conversion time; Indicates the previous data point To next data point The resultant acceleration value between (i.e. the comprehensive braking deceleration from the previous data point to the current data point to be calculated).

[0061] when When , the location mileage of the next data point Can be It should be noted that the train running speed curve is calculated according to the above calculation principle until it intersects with the CSM speed limit section of the line. At this point, the calculation of the reverse braking speed curve of the TSM section is completed.

[0062] The technical solution of the embodiment of the present invention is to obtain a target speed limit section, which is a section where the train to be limited in speed slows down from a first target speed limit section to a second target speed limit section; determine a calculation starting point for the train to be limited in speed according to the first target speed limit section and the second target speed limit section; calculate the speed value of the starting point as the speed value of the second target speed limit section, and the position mileage of the calculation starting point as a preset speed limit advance amount; starting from the calculation starting point, according to a preset handle position and a preset handle position conversion time, reversely determine each data point to be calculated before the calculation starting point for the train to be limited in speed, and each data point to be calculated does not cross a preset on-board monitoring line; according to each data point to be calculated The working condition information of the previous data point corresponding to the point and the preset handle position conversion time are used to calculate the speed value and position mileage for each data point to be calculated, so as to determine the operating speed curve for the train to be limited in speed according to the speed value and position mileage of the calculation starting point and each data point to be calculated. The method of reverse calculation of the brake line is adopted to run along the on-board monitoring curve to calculate the optimal speed curve. The technical means solves the problems of increased train interval running time, reduced transportation efficiency and increased train operation difficulty caused by the existing calculation method. It is more in line with train operation rules, ensures vehicle control safety, improves transportation efficiency, makes the speed curve smoother, and improves passenger comfort.

[0063] Embodiment 2

[0064] Figure 8 This is a schematic diagram of the structure of a device for calculating the train speed curve under vehicle-mounted monitoring provided by the second embodiment of the present invention. Figure 8 As shown, the device includes: a speed limit section acquisition module 210, a calculation starting point determination module 220, a to-be-calculated data point determination module 230 and a train speed curve determination module 240. Among them:

[0065] The speed limit section acquisition module 210 is used to acquire a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section;

[0066] A calculation starting point determination module 220 is used to determine a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; the speed value of the calculation starting point is the speed value of the second target speed limit section, and the position mileage of the calculation starting point is a preset speed limit advance amount;

[0067] The module 230 for determining data points to be calculated is used to determine, starting from the calculation starting point, each data point to be calculated before the calculation starting point in reverse order for the train to be limited in speed according to a preset handle position and a preset handle position conversion time, and each data point to be calculated does not cross a preset vehicle monitoring line;

[0068] The train running speed curve determination module 240 is used to calculate the speed value and position mileage for each data point to be calculated according to the operating condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, so as to determine the running speed curve for the train to be limited in speed according to the calculation starting point and the speed value and position mileage of each data point to be calculated.

[0069] The technical solution of the embodiment of the present invention is to obtain a target speed limit section, which is a section where the train to be limited in speed slows down from a first target speed limit section to a second target speed limit section; determine a calculation starting point for the train to be limited in speed according to the first target speed limit section and the second target speed limit section; calculate the speed value of the starting point as the speed value of the second target speed limit section, and the position mileage of the calculation starting point as a preset speed limit advance amount; starting from the calculation starting point, according to a preset handle position and a preset handle position conversion time, reversely determine each data point to be calculated before the calculation starting point for the train to be limited in speed, and each data point to be calculated does not cross a preset on-board monitoring line; according to each data point to be calculated The working condition information of the previous data point corresponding to the point and the preset handle position conversion time are used to calculate the speed value and position mileage for each data point to be calculated, so as to determine the operating speed curve for the train to be limited in speed according to the speed value and position mileage of the calculation starting point and each data point to be calculated. The method of reverse calculation of the brake line is adopted to run along the on-board monitoring curve to calculate the optimal speed curve. The technical means solves the problems of increased train interval running time, reduced transportation efficiency and increased train operation difficulty caused by the existing calculation method. It is more in line with train operation rules, ensures vehicle control safety, improves transportation efficiency, makes the speed curve smoother, and improves passenger comfort.

[0070] Optionally, the calculation starting point determination module 220 may be specifically used for:

[0071] Determining a speed limit demarcation point for the train to be speed limited according to the first target speed limit section and the second target speed limit section;

[0072] The position mileage of the speed limit demarcation point is retracted by the preset speed limit advance amount to determine the calculation starting point of the train to be speed limited.

[0073] Optionally, the preset handle position includes a preset maximum braking handle position;

[0074] Accordingly, the module 230 for determining data points to be calculated may include:

[0075] a next candidate data point calculation unit, configured to calculate, starting from the calculation starting point, a next candidate data point for the calculation starting point according to the preset maximum brake handle position and the preset handle position conversion time;

[0076] a next target data point determination unit, configured to determine whether the next candidate data point is the next target data point of the calculation starting point according to the preset vehicle monitoring line;

[0077] A next candidate data point return calculation unit is used to continue to reversely calculate the next candidate data point for the next target data point after determining the next target data point of the calculation starting point;

[0078] The units for obtaining the data points to be calculated are used to stop the operation of reversely calculating the next candidate data point when the next target data point reaches the first target speed limit section or other CSM speed limit line, so as to obtain the data points to be calculated.

[0079] Optionally, the preset handle position includes a preset minimum brake handle position;

[0080] Accordingly, the next target data point determination unit may be specifically used for:

[0081] In the case where the next candidate data point is not the calculation starting point, the current handle position is gradually reduced, and a new next candidate data point is reversely calculated according to twice the preset handle position conversion time, until the next candidate data point corresponding to the target handle position does not cross the preset vehicle monitoring line, and the next candidate data point is determined as the next target data point of the calculation starting point; the target handle position is between the preset maximum brake handle position and the preset minimum brake handle position;

[0082] When the next candidate data point is the calculation starting point, determine whether the next candidate data point crosses the preset vehicle monitoring line. If not, determine the next candidate data point as the next target data point of the calculation starting point. If crosses, re-determine a new calculation starting point, and calculate the next candidate data point of the new calculation starting point according to twice the preset handle position conversion time so that it does not cross the preset vehicle monitoring line, and determine the next candidate data point of the new calculation starting point as the next target data point of the new calculation starting point.

[0083] Optionally, the train speed curve determination module 240 may include:

[0084] A current data point to be calculated acquisition unit, used to sequentially acquire the current data point to be calculated from the data points to be calculated in reverse order;

[0085] A braking comprehensive deceleration calculation unit, used for calculating the braking comprehensive deceleration from the previous data point to the current data point to be calculated for the train to be speed-limited according to the working condition information of the previous data point of the current data point to be calculated;

[0086] The working condition calculation unit of the current data point to be calculated is used to calculate the speed value and position mileage for the current data point to be calculated based on the working condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time.

[0087] Optionally, the working condition information of the previous data point of the current data point to be calculated includes speed value, position mileage, serial number of the train brake handle position, ramp resistance deceleration within the train length range, tunnel resistance deceleration, curve resistance deceleration, basic operation resistance deceleration, and vehicle-mounted control deceleration;

[0088] Accordingly, the braking comprehensive deceleration calculation unit can be specifically used for:

[0089] According to the serial number of the train brake handle position of the previous data point of the current data point to be calculated, the slope resistance deceleration within the train length range, the tunnel resistance deceleration, the curve resistance deceleration, the basic operation resistance deceleration, and the on-board control deceleration, the comprehensive braking deceleration of the train to be speed limited from the previous data point to the current data point to be calculated is calculated.

[0090] Optionally, the working condition information of the previous data point of the current data point to be calculated also includes speed value and position mileage;

[0091] Correspondingly, the working condition calculation unit of the current data point to be calculated can be specifically used for:

[0092] Calculate the speed value for the current data point to be calculated according to the speed value of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time;

[0093] The position mileage is calculated for the current data point to be calculated based on the speed value of the current data point to be calculated, the comprehensive braking deceleration of the current data point to be calculated, the speed value of the previous data point of the current data point to be calculated, and the position mileage of the previous data point of the current data point to be calculated.

[0094] The device for calculating the train speed curve under on-board monitoring provided in an embodiment of the present invention can execute the method for calculating the train speed curve under on-board monitoring provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0095] Embodiment 3

[0096] Fig. 9 A schematic diagram of an electronic device 300 that can be used to implement an embodiment of the present invention is shown. The electronic device is intended to represent various forms of digital computers or various forms of mobile devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or required herein.

[0097] like Fig. 9 As shown, the electronic device 300 includes at least one processor 301, and a memory connected to the at least one processor 301 in communication, such as a read-only memory (ROM) 302, a random access memory (RAM) 303, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 301 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 302 or the computer program loaded from the storage unit 308 to the random access memory (RAM) 303. In the RAM 303, various programs and data required for the operation of the electronic device 300 can also be stored. The processor 301, the ROM 302, and the RAM 303 are connected to each other via a bus 304. An input / output (I / O) interface 305 is also connected to the bus 304.

[0098] A number of components in the electronic device 300 are connected to the I / O interface 305, including: an input unit 306, such as a keyboard, a mouse, etc.; an output unit 307, such as various types of displays, speakers, etc.; a storage unit 308, such as a disk, an optical disk, etc.; and a communication unit 309, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 309 allows the electronic device 300 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0099] The processor 301 may be a variety of general and / or special processing components with processing and computing capabilities. Some examples of the processor 301 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various special artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 301 performs the various methods and processes described above, such as a method for calculating a train running speed curve under vehicle-mounted monitoring.

[0100] In some embodiments, the calculation method of the train running speed curve under vehicle-mounted monitoring can be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 308. In some embodiments, part or all of the computer program can be loaded and / or installed on the electronic device 300 via the ROM 302 and / or the communication unit 309. When the computer program is loaded into the RAM 303 and executed by the processor 301, one or more steps of the calculation method of the train running speed curve under vehicle-mounted monitoring described above can be performed. Alternatively, in other embodiments, the processor 301 can be configured to perform the calculation method of the train running speed curve under vehicle-mounted monitoring by any other appropriate means (for example, by means of firmware).

[0101] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0102] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0103] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in conjunction with an instruction execution system, device, or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0104] To provide interaction with a user, the systems and techniques described herein may be implemented on an electronic device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user; and a keyboard and a pointing device (e.g., a mouse or trackball) through which the user can provide input to the electronic device. Other types of devices may also be used to provide interaction with the user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0105] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0106] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0107] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0108] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for calculating a train speed curve under vehicle-mounted monitoring, characterized in that: include: Obtaining a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section; Determine a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; the speed value of the calculation starting point is the speed value of the second target speed limit section, and the position mileage of the calculation starting point is the preset speed limit advance amount; Starting from the calculation starting point, the data points to be calculated before the calculation starting point are determined in reverse order for the train to be limited in speed according to the preset handle position and the preset handle position conversion time, and the data points to be calculated do not cross the preset on-board monitoring line; the preset handle position includes the preset maximum brake handle position; starting from the calculation starting point, the data points to be calculated before the calculation starting point are determined in reverse order for the train to be limited in speed according to the preset handle position and the preset handle position conversion time, including: starting from the calculation starting point, according to the preset maximum brake handle position and the preset handle position conversion time, the next candidate data point is calculated for the calculation starting point; according to the preset on-board monitoring line, whether the next candidate data point is the next target data point of the calculation starting point is determined; after determining the next target data point of the calculation starting point, continue to reversely calculate the next candidate data point for the next target data point; when the next target data point reaches the first target speed limit section or other ceiling speed monitoring CSM speed limit line, stop the operation of reversely calculating the next candidate data point to obtain the data points to be calculated; According to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, the speed value and position mileage are calculated for each data point to be calculated, so as to determine the operating speed curve for the train to be limited in speed according to the calculation starting point and the speed value and position mileage of each data point to be calculated; according to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, the speed value and position mileage are calculated for each data point to be calculated, including: obtaining the current data point to be calculated from the data points to be calculated in reverse order; calculating the comprehensive braking deceleration from the previous data point to the current data point to be calculated for the train to be limited in speed according to the working condition information of the previous data point of the current data point to be calculated; calculating the speed value and position mileage for the current data point to be calculated according to the working condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time.

2. The method according to claim 1, characterized in that Determining a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section includes: Determining a speed limit demarcation point for the train to be speed limited according to the first target speed limit section and the second target speed limit section; The position mileage of the speed limit demarcation point is retracted by the preset speed limit advance amount to determine the calculation starting point of the train to be speed limited.

3. The method according to claim 1, characterized in that The preset handle position includes a preset minimum brake handle position; Determining whether the next candidate data point is the next target data point of the calculation starting point according to the preset vehicle monitoring line includes: In the case where the next candidate data point is not the calculation starting point, the current handle position is gradually reduced, and a new next candidate data point is reversely calculated according to twice the preset handle position conversion time, until the next candidate data point corresponding to the target handle position does not cross the preset vehicle monitoring line, and the next candidate data point is determined as the next target data point of the calculation starting point; The target handle position is between the preset maximum brake handle position and the preset minimum brake handle position; When the next candidate data point is the calculation starting point, determine whether the next candidate data point crosses the preset vehicle monitoring line. If not, determine the next candidate data point as the next target data point of the calculation starting point. If crosses, re-determine a new calculation starting point, and calculate the next candidate data point of the new calculation starting point according to twice the preset handle position conversion time so that it does not cross the preset vehicle monitoring line, and determine the next candidate data point of the new calculation starting point as the next target data point of the new calculation starting point.

4. The method according to claim 1, characterized in that: The working condition information of the previous data point of the current data point to be calculated includes speed value, position mileage, serial number of the train brake handle position, ramp resistance deceleration within the train length range, tunnel resistance deceleration, curve resistance deceleration, basic operation resistance deceleration, and vehicle-mounted control deceleration; Calculating the braking comprehensive deceleration from the previous data point to the current data point to be calculated for the train to be speed-limited according to the working condition information of the previous data point of the current data point to be calculated, including: According to the serial number of the train brake handle position of the previous data point of the current data point to be calculated, the slope resistance deceleration within the train length range, the tunnel resistance deceleration, the curve resistance deceleration, the basic operation resistance deceleration, and the on-board control deceleration, the comprehensive braking deceleration of the train to be speed limited from the previous data point to the current data point to be calculated is calculated.

5. The method according to claim 4, characterized in that The working condition information of the previous data point of the current data point to be calculated also includes speed value and position mileage; Calculating the speed value and position mileage for the current data point to be calculated according to the working condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time, including: Calculate the speed value for the current data point to be calculated according to the speed value of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time; The position mileage is calculated for the current data point to be calculated based on the speed value of the current data point to be calculated, the comprehensive braking deceleration of the current data point to be calculated, the speed value of the previous data point of the current data point to be calculated, and the position mileage of the previous data point of the current data point to be calculated.

6. A device for calculating the train speed curve under vehicle-mounted monitoring, characterized in that: include: A speed limit section acquisition module is used to acquire a target speed limit section, where the target speed limit section is a section where the train to be speed-limited slows down from a first target speed limit section to a second target speed limit section; A calculation starting point determination module is used to determine a calculation starting point for the train to be speed-limited according to the first target speed limit section and the second target speed limit section; the speed value of the calculation starting point is the speed value of the second target speed limit section, and the position mileage of the calculation starting point is a preset speed limit advance amount; The module for determining the data points to be calculated is used to reversely determine, starting from the calculation starting point, the data points to be calculated before the calculation starting point in sequence according to the preset handle position and the preset handle position conversion time for the train to be limited in speed, and the data points to be calculated do not cross the preset on-board monitoring line; the preset handle position includes the preset maximum brake handle position; starting from the calculation starting point, reversely determine, for the train to be limited in speed, the data points to be calculated before the calculation starting point in sequence according to the preset handle position and the preset handle position conversion time, including: starting from the calculation starting point, calculating the next candidate data point for the calculation starting point according to the preset maximum brake handle position and the preset handle position conversion time; judging whether the next candidate data point is the next target data point of the calculation starting point according to the preset on-board monitoring line; after determining the next target data point of the calculation starting point, continuing to reversely calculate the next candidate data point for the next target data point; when the next target data point reaches the first target speed limit section or other ceiling speed monitoring CSM speed limit line, stopping the operation of reversely calculating the next candidate data point to obtain the data points to be calculated; A train running speed curve determination module is used to calculate the speed value and position mileage for each data point to be calculated according to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, so as to determine the running speed curve for the train to be limited in speed according to the calculation starting point and the speed value and position mileage of each data point to be calculated; calculate the speed value and position mileage for each data point to be calculated according to the working condition information of the previous data point corresponding to each data point to be calculated and the preset handle position conversion time, including: obtaining the current data point to be calculated from the data points to be calculated in reverse order; calculating the comprehensive braking deceleration from the previous data point to the current data point to be calculated for the train to be limited in speed according to the working condition information of the previous data point of the current data point to be calculated; calculating the speed value and position mileage for the current data point to be calculated according to the working condition information of the previous data point of the current data point to be calculated, the comprehensive braking deceleration and the preset handle position conversion time.

7. An electronic device, characterized in that: The electronic device comprises: at least one processor; and a memory communicatively connected to the at least one processor; wherein, The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the method for calculating the train running speed curve under the on-board monitoring system according to any one of claims 1 to 5.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the method for calculating a train running speed curve under vehicle-mounted monitoring according to any one of claims 1 to 5 when executed.

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