A real-time calculation method, device and medium for target speed of automatic train driving

Abstract

The present invention relates to a method, device, and medium for calculating the target speed of an automatic train driving system in real time. The method comprises: step S1, defining a set of configuration parameters for calculating the target speed of an automatic train driving system without the need for an electronic map; step S2, triggering an inter-station distance update event when the remaining distance and remaining time of the operation plan received by the train become both valid; step S3, updating the original target speed value and the initial train speed when the triggering condition of the target speed update event is met; step S4, adding an offset to the original target speed value and obtaining the time-adjusted target speed calculated online; and step S5, calculating the automatic to automatic driving target speed using the time-adjusted target speed calculated online. Compared with the prior art, the present invention has the advantages of not requiring pre-storage of electronic map information, being applicable to the real-time calculation of the automatic train driving target speed by the onboard computer of the rail transit signal system, and improving the punctuality rate of the automatic train driving system.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to a real-time calculation method, device and medium for a target speed of an automatic train driving system. Background Art

[0002] Automatic Train Operation (ATO) systems must ensure smooth train operation, accurate stops, on-time arrivals, and energy-efficient operation, all while ensuring safety. Ensuring that trains run on time according to the timetable improves rail transportation services, avoiding the extra energy waste caused by early train arrivals, the impact on passenger travel caused by late train arrivals, and disruptions to train operation plans (even at the network level).

[0003] In the scenario of autonomous train operation in urban rail transit, trains typically operate on fixed lines / sections / routes, with relatively fixed train formations and models. The signal system's onboard computer is pre-loaded with electronic map information of the train's route. Because urban rail transit is characterized by short station spacing (section lengths are typically approximately 1-2 km) and a limited number of mainline train routes (stations rarely have sidings), the onboard electronic map information also stores relevant information to ensure punctual train operation (such as target speeds for different section operating times). This information is typically pre-calculated offline using simulation tools. The onboard computer uses parameters such as train positioning, operating tasks, and remaining planned time as input, and by searching pre-stored data, it obtains an autonomous driving punctual operation control strategy that meets the timetable requirements.

[0004] Compared to urban rail transit, national railway lines feature longer sections, multiple train routes, and flexible train intersections. Furthermore, they feature a wide variety of train models and flexible train formations (e.g., multiple trains and mixed trains). Therefore, existing signaling systems (CTCS-2 / 3) typically do not store electronic map information in onboard computers. Instead, they obtain real-time electronic maps of the route ahead (gradients, speed limits), and operation plans through beacons and wireless messages. If existing urban rail transit signaling solutions were to be adopted, exhaustively storing all of this information (e.g., the range of all CTCS-2 / 3 lines nationwide where EMUs can operate) would require significant onboard computer storage capacity and highly complex search algorithms. Post-operation updates to electronic maps and other information would require data upgrades for all trains nationwide, a significant workload, resource consumption, and cost. Therefore, simply adopting the urban rail transit approach of storing pre-calculated time adjustment information on electronic maps is unfeasible for national railway autonomous train driving.

[0005] After searching CN113753103A, a train speed control method compatible with CTCS and urban area systems is disclosed. The method includes obtaining the MRSP curve of the target section according to the section speed limit and the tail-end keeping strategy before the target train departs; obtaining the EBI curve according to the MRSP curve, the first preset speed interval and the kinematic model; obtaining the SBI curve according to the EBI curve and the second preset speed interval; calculating the alarm W curve according to the SBI curve, the first preset deceleration time and the second preset deceleration time; calculating the allowable speed P curve according to the SBI curve, the first preset deceleration time, the second preset deceleration time and the third preset deceleration time; during the operation of the target train, planning the target speed curve of the target train in real time according to the P curve and the preset impact rate threshold, so as to improve the speed limit and switching efficiency of the switching process between CTCS and urban area systems. However, this existing patent involves the field of urban areas and national railway signaling system (CTCS-2), focusing on the calculation of target speed curves under safety conditions, and solving the problem of needing to reduce train speed when switching between signaling systems in shared management areas. However, this existing patent cannot achieve the real-time calculation of automatic driving target speed by the on-board computer of the rail transit signaling system without pre-storing electronic map information, thereby improving the punctuality of automatic driving operation of trains. Summary of the Invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a real-time calculation method, device and medium for the target speed of automatic train driving. The on-board computer of the rail transit signal system calculates the target speed of automatic driving in real time without the need to pre-store electronic map information, thereby improving the punctuality of automatic train driving operation.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to a first aspect of the present invention, a method for calculating a target speed of an automatic train driving system in real time is provided, the method comprising the following steps:

[0009] Step S1, defining a set of configuration parameters for calculating the target speed of automatic train driving with time adjustment without the need for an electronic map;

[0010] Step S2: When the remaining distance and remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered;

[0011] Step S3: When the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated;

[0012] Step S4, adding an offset to the original value of the target speed, and obtaining the time-adjusted target speed calculated online;

[0013] Step S5: Calculate the ATO driving target speed based on the comfort factor and the time-adjusted target speed calculated online.

[0014] As a preferred technical solution, the configuration parameter set in step S1 includes the minimum target speed, the maximum and minimum station distances, multiple distance ratio and speed offset combinations for updating the target speed, the additional offset of the target speed for the skip stop plan, and the target speed reduction slope (acceleration).

[0015] As a preferred technical solution, step S2 specifically includes:

[0016] Step S21: Update the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station distance;

[0017] Step S22: Calculate the remaining distance evaluation point for updating the target speed based on the remaining distance updated in step S21 and the configured target speed update distance ratio.

[0018] As a preferred technical solution, the triggering condition for the target speed update event in step S3 is when the remaining distance of the train is greater than a preset minimum distance between stations.

[0019] As a preferred technical solution, when the remaining distance of the train is greater than the preset minimum distance between stations, it specifically includes the moment when the remaining distance and the remaining time of the train position operation plan become valid at the same time, or the moment when the remaining distance evaluation point is crossed, or the moment when the remaining time of the operation plan changes, or the moment when the remaining distance of the operation plan changes.

[0020] As a preferred technical solution, in step S3, the original value of the updated target speed is the average speed calculated by the remaining speed and the remaining time.

[0021] As a preferred technical solution, in step S3, the initial train speed is updated to the train speed value at the moment when the original value of the target speed changes.

[0022] As a preferred technical solution, step S4 specifically includes:

[0023] Step S41: Add the speed offset to the original value of the train target speed to obtain the target speed value;

[0024] Step S42: If the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan;

[0025] Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

[0026] As a preferred technical solution, the speed offset in step S41 is specifically obtained as follows: according to the relationship between the current position of the train and the distance evaluation point used to update the target speed, the speed offset corresponding to the current evaluation point is obtained.

[0027] As a preferred technical solution, step S5 specifically includes:

[0028] When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online;

[0029] When the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed will use the initial train speed as the initial value and decrease the slope according to the configured target speed until it reaches the time-adjusted target speed calculated online.

[0030] According to a second aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0031] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0032] Compared with the prior art, the present invention has the following advantages:

[0033] 1) The present invention provides an online method for calculating the target speed for on-time train operation without requiring the signal system's onboard computer to pre-store electronic map information, overcoming the limitations of the prior art in relying on electronic map information and the limited computing power of the onboard computer;

[0034] 2) The present invention can not only provide target speeds for automatic driving of national railway trains without pre-stored electronic maps, but can also be applied to scenarios where electronic maps are known. It can also serve as a driver assistance system, providing recommended speeds for on-time operation when manually driving trains.

[0035] 3) The present invention adopts an event-driven approach, taking into account factors such as schedule changes, running distance changes, and running plan type changes. During the interval operation process, the target speed can be updated multiple times by triggering conditions, thereby enhancing the real-time performance, flexibility, and robustness of the system.

[0036] 4) The present invention has the characteristic of low computational complexity and is suitable for long-distance railways and limited computing resource environments such as national railways and on-board embedded devices, and has very strong engineering implementation feasibility. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1Flowchart of the calculation process of the method for adjusting the online train operation time according to an embodiment of the present invention;

[0038] Figure 2 A trend chart showing changes in the operation plan and remaining distance information over time used for calculation in an embodiment of the present invention;

[0039] Figure 3 This is a trend diagram of train speed, online time adjustment speed, and ATO driving target speed in an embodiment of the present invention. DETAILED DESCRIPTION

[0040] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0041] Figure 1 This is a flow chart of the calculation process of the method for adjusting the online train operation time in an embodiment of the present invention. The specific process is as follows:

[0042] Step S1: define a set of time-adjusted target speed calculation configuration parameters for automatic train driving without an electronic map.

[0043] The defined configuration parameter set includes the minimum target speed, the maximum station distance, the minimum station distance, the five distance ratios (in descending order) and speed offset combinations used to update the target speed, the additional target speed offset for the skip stop plan, and the slope of the target speed reduction.

[0044] refer to Figure 2 , introduces the inter-station distance update event triggering principle of the present invention.

[0045] Step S2: When the remaining distance and remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered.

[0046] refer to Figure 2 As shown in the figure, in the high-speed rail ATO system, trains receive the ATO operation plan information packet CTCS-41 and the inter-station distance length packet CTCS-42 via wireless communication. ATO requires both packets to be valid before it can perform subsequent time adjustment target speed online calculations. Therefore, to account for the possibility that these two packets may be received at different times, the remaining distance and remaining time variables used here must be logical variables maintained by the onboard software based on the time and position information at the moment of receipt, using train displacement and software time.

[0047] For example Figure 2 As shown in the figure, the remaining time in the operation plan received at 25.0s is valid for 255s, and the remaining distance in the operation plan received at 30.0s is valid for 5348.82m. Now that both the remaining distance and the remaining time are valid, online time adjustment calculation can be performed. The remaining time in the operation plan used for calculation is now the logical variable 250s, which is maintained by the software based on the remaining time of 255s received at 25.0s.

[0048] Step 201: Update the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station spacing; the remaining distance is 5348.82m, and the configured maximum station spacing is 15000m, so the remaining distance used is 5348.82m.

[0049] Step 202: Calculate the remaining distance evaluation points for updating the target speed based on the remaining distance refreshed in step 201 and the configured target speed update distance ratio: for example, if the configured ratios are 94%, 75%, 55%, 30%, and 15%, and the remaining distance is 5348.817m, the evaluation point distances are 5027.89m, 4011.61m, 2941.85m, 1604.64m, and 802.32m.

[0050] Step S3: When the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated.

[0051] Step S31, the triggering condition of the target speed update event is when the remaining distance of the train is greater than the preset minimum distance between stations, the remaining distance and the remaining time of the train position operation plan become valid at the same time, or cross the remaining distance evaluation point, or the remaining time of the operation plan changes, or the remaining distance of the operation plan changes.

[0052] Step S32: The original value of the target speed is the average speed calculated by the remaining speed and the remaining time.

[0053] Step S33: Update the initial train speed to the train speed value at the time when the original value of the target speed changes.

[0054] like Figure 3 As shown in the figure, the online calculated time-adjusted target speed was updated 7 times in total, and the triggering reasons were:

[0055] (1) At 30.0s, the remaining distance and remaining time of the operation plan become valid at the same time;

[0056] (2) After passing the preset position evaluation points at 44.9s (position remaining 94%), 82.1s (position remaining 75%), 123.0s (position remaining 55%), 176.2s (position remaining 30%), and 211.5s (position remaining 15%);

[0057] (3) The remaining time of the operation plan is adjusted to 110.0s, and the operation plan is reduced by 10s.

[0058] Step S4: adding an offset to the original value of the target speed to obtain the time-adjusted target speed calculated online.

[0059] Step S41: Obtain a speed offset corresponding to the current evaluation point based on the relationship between the current train position and the distance evaluation point used to update the target speed; add the offset to the original value of the train target speed to obtain the target speed value;

[0060] Step S42: If the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan;

[0061] Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

[0062] like Figure 3 As shown, for example, at 30.0s, the remaining distance and the remaining time of the operation plan become valid at the same time. At this time, the original value of the target speed is 5348.82m / 250s=77.02km / h; considering that the offset configured at this time is 28km / h, and the operation plan type is to stop at the next station, the time-adjusted target speed calculated by the line is 77.02km / h+28km / h=105.02km / h.

[0063] Step S5: Considering the comfort factor, the ATO driving target speed is calculated by adjusting the target speed based on the online calculation time.

[0064] Step S51: When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online. When the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed is initialized to the initial train speed and decreases according to the configured target speed reduction slope to the time-adjusted target speed calculated online.

[0065] like Figure 3As shown in the figure, taking the remaining 30% speed update at the 176.2s position as an example, after the update, the time-adjusted target speed calculated online becomes 80km / h. At this time, the train speed is 91.5km / h. Therefore, the initial train speed is greater than the time-adjusted target speed calculated online. The ATO driving target speed will use the initial train speed (91.5km / h) as the initial value, and will decrease according to the configured target speed reduction slope (-0.3m / s2) to the time-adjusted target speed calculated online (80km / h).

[0066] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0067] An embodiment of the present invention further provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0068] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0069] The processing unit performs the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S5 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S5 by any other appropriate means (for example, by means of firmware).

[0070] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0071] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0072] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0073] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A real-time calculation method for target speed of automatic train driving, characterized in that: The method comprises the following steps: Step S1, defining a set of configuration parameters for calculating the target speed of automatic train driving with time adjustment without the need for an electronic map; Step S2: When the remaining distance and remaining time of the operation plan received by the train become valid, an inter-station distance update event is triggered; Step S3: When the target speed update event triggering condition is met, the target speed original value and the initial train speed are updated; Step S4, adding an offset to the original value of the target speed, and obtaining the time-adjusted target speed calculated online; Step S5, calculating the ATO driving target speed based on the comfort factor and the time-adjusted target speed calculated online; The configuration parameter set in step S1 includes the minimum target speed, the maximum and minimum station-to-station distances, a plurality of distance ratio and speed offset combinations for updating the target speed, an additional target speed offset for skip-stop planning, and a target speed reduction slope; The step S2 specifically includes: Step S21: Update the remaining distance at this time to the smaller value of the received operation plan distance and the configured maximum station distance; Step S22: Calculate the remaining distance evaluation point for updating the target speed based on the remaining distance updated in step S21 and the configured target speed update distance ratio; The trigger condition for the target speed update event in step S3 is when the remaining distance of the train is greater than the preset minimum distance between stations; The step S4 specifically includes: Step S41: Add the speed offset to the original value of the train target speed to obtain the target speed value; Step S42: If the current operation plan is a skip-stop plan, the target speed value obtained in S41 needs to be added with the target speed additional offset of the skip-stop plan; Step S43: If the target speed obtained in S42 is lower than the configured minimum target speed, the target speed calculated in S42 needs to be set to the configured minimum target speed.

2. The method for calculating the target speed of an automatic train driving system in real time according to claim 1, wherein: When the remaining distance of the train is greater than the preset minimum distance between stations, it specifically includes the moment when the remaining distance and the remaining time of the train position operation plan become valid at the same time, or the moment when the remaining distance evaluation point is crossed, or the moment when the remaining time of the operation plan changes, or the moment when the remaining distance of the operation plan changes.

3. The method for calculating the target speed of an automatic train driving in real time according to claim 1, characterized in that: In step S3, the original value of the target speed is updated to the average speed calculated by the remaining speed and the remaining time.

4. The method for calculating the target speed of an automatic train driving in real time according to claim 1, characterized in that: In step S3, the initial train speed is updated to the train speed value at the time when the original value of the target speed changes.

5. The method for calculating the target speed of an automatic train driving in real time according to claim 1, characterized in that: The speed offset in step S41 is specifically obtained as follows: according to the relationship between the current position of the train and the distance evaluation point used to update the target speed, the speed offset corresponding to the current evaluation point is obtained.

6. The method for calculating the target speed of an automatic train driving in real time according to claim 1, characterized in that: The step S5 specifically includes: When the initial train speed is not greater than the time-adjusted target speed calculated online, the ATO driving target speed is the time-adjusted target speed calculated online; When the initial train speed is greater than the time-adjusted target speed calculated online, the ATO driving target speed will use the initial train speed as the initial value and decrease the slope according to the configured target speed until it reaches the time-adjusted target speed calculated online.

7. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 6 is implemented.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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