Speed control method and system for urban rail transit train

Abstract

The invention discloses a speed control method and system for an urban rail transit train. A corresponding first speed-distance curve graph is matched based on a running route of the urban rail transit train; forming a first speed-time graph based on the conversion of the first speed-distance graph; forming a second speed-time curve graph according to the first speed-time curve graph and the travel time; and the corresponding speed-time point is defined based on the second speed-time curve graph and the sampling node, so that multiple conversion of the speed-time point is realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time. Furthermore, corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve graph is output in the integral processing, so that the control of the travel distance is realized, and the speed control of the urban rail transit train in the current line and the speed control of the switched line are compatible.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit trains, and in particular to a speed control method and system for urban rail transit trains. Background Art

[0002] With the development of science and technology, urban rail transit trains are gradually applied to people's lives and are dynamically running on corresponding lines. In the existing technology, urban rail transit trains are controlled and the speed-distance curve is controlled. However, relying solely on the speed-distance curve, it is impossible to control the speed in real time, and it is impossible to be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line. Summary of the invention

[0003] The purpose of the present invention is to overcome the shortcomings of the prior art. The present invention provides a speed control method and system for an urban rail transit train, which matches a corresponding first speed-distance curve graph based on the line on which the urban rail transit train travels; forms a first speed-time curve graph based on the transformation of the first speed-distance curve graph; forms a second speed-time curve graph according to the first speed-time curve graph and the travel time; defines corresponding speed-time points based on the second speed-time curve graph and sampling nodes, introduces the first speed-distance curve graph, the first speed-time curve graph, the second speed-time curve graph and the speed-time points, realizes multiple transformations of the speed-time points, ensures the accuracy of the speed-time points, and performs real-time control of the speed.

[0004] Furthermore, the corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, thereby realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve, so as to realize the autonomous control of the speed of the urban rail transit train, and be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line.

[0005] An embodiment of the present invention provides a speed control method for an urban rail transit train, which is applied to a speed control scenario of an urban rail transit train;

[0006] The speed control method of the urban rail transit train comprises:

[0007] A first speed-distance curve corresponding to the line matching of the urban rail transit train;

[0008] forming a first speed-time graph based on the conversion of the first speed-distance graph;

[0009] forming a second speed-time graph based on the first speed-time graph and the travel time;

[0010] Defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes;

[0011] triggering a corresponding integration process based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integration process;

[0012] If the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

[0013] Optionally, the first speed-distance curve diagram corresponding to the line matching of the urban rail transit train includes:

[0014] Collect the location of urban rail transit trains;

[0015] The route on which the urban rail transit train travels is defined according to the location of the urban rail transit train and the driving instructions of the urban rail transit train;

[0016] Generate a basic speed curve based on the maximum speed limit of the line on which the urban rail transit train runs;

[0017] Correlate basic speed curves and travel patterns of urban rail transit trains;

[0018] A corresponding first speed-distance curve diagram is matched based on the basic speed curve and the driving mode of the urban rail transit train.

[0019] Optionally, the forming of the first speed-time curve graph based on the conversion of the first speed-distance curve graph includes:

[0020] Freeze the first speed-distance graph;

[0021] Marking a corresponding starting point on the first speed-distance curve graph;

[0022] Starting from the starting point, the speed value of the next cycle is found based on the integration method and the reverse of the first speed-distance curve diagram;

[0023] Collect the speed value and corresponding time of the next cycle;

[0024] A first speed-time curve graph is formed according to the speed value of the previous cycle, the speed value of the next cycle and the corresponding time.

[0025] Optionally, forming a second speed-time curve graph according to the first speed-time curve graph and the travel time includes:

[0026] Freeze the first speed-time graph;

[0027] Collect users’ travel time;

[0028] Associating the first speed-time graph with the travel time;

[0029] A second speed-time graph is formed based on the first speed-time graph and the travel time.

[0030] Optionally, defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes includes:

[0031] Freeze the second speed-time graph;

[0032] associating a second speed-time graph with a preset simulation step size;

[0033] Define corresponding sampling nodes according to the second speed-time curve diagram and a preset simulation step size;

[0034] associating a second speed-time graph with a sampling node;

[0035] The corresponding speed-time points are defined according to the second speed-time curve graph and the sampling nodes.

[0036] Optionally, the speed-time point-based triggering of the corresponding integral processing, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing; the travel distance is less than a preset travel distance threshold, comprises:

[0037] Freeze speed-time point;

[0038] Integral processing based on speed-time point triggering;

[0039] The speed-time point integration process is monitored in real time, and the travel distance accumulated and calculated by the second speed-time curve is output during the integration process.

[0040] Optionally, the speed-time point-based triggering of the corresponding integral processing, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing; the travel distance is less than a preset travel distance threshold, further comprising:

[0041] Freeze the second speed-time curve to calculate the accumulated travel distance;

[0042] comparing the travel distance calculated cumulatively from the second speed-time curve with a preset travel distance threshold;

[0043] The travel distance is less than a preset travel distance threshold.

[0044] Optionally, if the line traveled by the urban rail transit train is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train, including:

[0045] Real-time monitoring of the routes traveled by urban rail transit trains;

[0046] If the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected.

[0047] Optionally, if the line traveled by the urban rail transit train is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train, and further includes:

[0048] Associating the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve graph;

[0049] defining a first speed parameter based on a current position and a remaining travel time of the urban rail transit train;

[0050] Defining a second speed parameter based on the current position of the urban rail transit train and the corresponding first speed-time curve graph;

[0051] The speed of the urban rail transit train is matched according to the first speed parameter and the second speed parameter to achieve autonomous control of the speed of the urban rail transit train.

[0052] In addition, an embodiment of the present invention further provides a speed control system for an urban rail transit train, characterized in that the speed control system for the urban rail transit train is applied to the speed control method for an urban rail transit train as described in any one of claims 1 to 9, and the speed control system for the urban rail transit train includes:

[0053] A collection module, used for matching a corresponding first speed-distance curve graph based on a line traveled by an urban rail transit train;

[0054] A first speed-time curve graph module, used to form a first speed-time curve graph based on the conversion of the first speed-distance curve graph;

[0055] A second speed-time curve diagram module, used to form a second speed-time curve diagram according to the first speed-time curve diagram and the travel time;

[0056] A speed-time point module, used for defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes;

[0057] A travel distance module, for triggering a corresponding integral process based on a speed-time point, and outputting a travel distance accumulated and calculated by a second speed-time curve in the integral process;

[0058] The speed module is used to collect the current position of the urban rail transit train if the line on which the urban rail transit train travels is changed, and match the speed of the urban rail transit train according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

[0059] In an embodiment of the present invention, through the method in the embodiment of the present invention, a corresponding first speed-distance curve graph is matched based on the line on which the urban rail transit train travels; a first speed-time curve graph is formed based on the transformation of the first speed-distance curve graph; a second speed-time curve graph is formed according to the first speed-time curve graph and the travel time; corresponding speed-time points are defined based on the second speed-time curve graph and the sampling nodes, and the first speed-distance curve graph, the first speed-time curve graph, the second speed-time curve graph and the speed-time points are introduced, multiple transformations of speed-time points are realized, the accuracy of the speed-time points is ensured, and the speed is controlled in real time.

[0060] Furthermore, the corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, thereby realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve, so as to realize the autonomous control of the speed of the urban rail transit train, and be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. 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 paying creative work.

[0062] Figure 1 is a schematic flow chart of a speed control method for an urban rail transit train in an embodiment of the present invention;

[0063] Figure 2 is a flow chart of S11 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0064] Figure 3 is a schematic flow chart of S12 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0065] Figure 4 is a schematic flow chart of S13 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0066] Figure 5 is a schematic flow chart of S14 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0067] Figure 6 is a schematic flow chart of S15 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0068] Figure 7 is a schematic flow chart of S16 in the speed control method for an urban rail transit train in an embodiment of the present invention;

[0069] Figure 8 Schematic diagram of the structure of a speed control system for an urban rail transit train according to an embodiment of the present invention;

[0070] Fig. 9 The figure is a hardware diagram of an electronic device according to an exemplary embodiment. DETAILED DESCRIPTION

[0071] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0072] See also Figures 1 to 9, a speed control method for an urban rail transit train, applied to a speed control scenario of an urban rail transit train; the speed control method for an urban rail transit train comprises:

[0073] Step S11: matching a corresponding first speed-distance curve graph based on the route traveled by the urban rail transit train;

[0074] Step S12: forming a first speed-time curve graph based on the conversion of the first speed-distance curve graph;

[0075] Step S13: forming a first speed-time curve graph based on the conversion of the first speed-distance curve graph;

[0076] Step S14: defining corresponding speed-time points based on the second speed-time curve and the sampling nodes;

[0077] Step S15: triggering a corresponding integration process based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integration process;

[0078] Step S16: If the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

[0079] In an embodiment of the present invention, through the method in the embodiment of the present invention, a corresponding first speed-distance curve graph is matched based on the line on which the urban rail transit train travels; a first speed-time curve graph is formed based on the transformation of the first speed-distance curve graph; a second speed-time curve graph is formed according to the first speed-time curve graph and the travel time; corresponding speed-time points are defined based on the second speed-time curve graph and the sampling nodes, and the first speed-distance curve graph, the first speed-time curve graph, the second speed-time curve graph and the speed-time points are introduced, multiple transformations of speed-time points are realized, the accuracy of the speed-time points is ensured, and the speed is controlled in real time.

[0080] Furthermore, the corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, thereby realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve, so as to realize the autonomous control of the speed of the urban rail transit train, and be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line.

[0081] refer to Figure 2 , in step S11, matching a corresponding first speed-distance curve graph based on the route traveled by the urban rail transit train;

[0082] In the specific implementation process of the present invention, the specific steps may be:

[0083] S111: Collect the location of urban rail transit trains;

[0084] S112: defining the route on which the urban rail transit train travels according to the location of the urban rail transit train and the travel instruction of the urban rail transit train;

[0085] S113: generating a basic speed curve based on the maximum speed limit of the line on which the urban rail transit train travels;

[0086] S114: Associating a basic speed curve with a travel mode of an urban rail transit train;

[0087] S115: Matching a corresponding first speed-distance curve diagram based on the basic speed curve and the driving mode of the urban rail transit train.

[0088] In an embodiment of the present application, the location of an urban rail transit train is collected, the location of the urban rail transit train is introduced, and the location of the urban rail transit train is controlled. At the same time, the route on which the urban rail transit train travels is defined according to the location of the urban rail transit train and the driving instructions of the urban rail transit train, the location of the urban rail transit train and the driving instructions of the urban rail transit train are introduced, and multiple interactions of the location of the urban rail transit train and the driving instructions of the urban rail transit train are realized, thereby ensuring multi-dimensional control of the location of the urban rail transit train and the driving instructions of the urban rail transit train, and ensuring the accuracy of the route on which the urban rail transit train travels.

[0089] Furthermore, a basic speed curve is generated based on the maximum speed limit of the line on which the urban rail transit train travels, the maximum speed limit of the line on which the urban rail transit train travels is introduced, and the line on which the urban rail transit train travels is controlled, and the basic speed curve is output.

[0090] Therefore, the basic speed curve and the driving mode of the urban rail transit train are associated; based on the basic speed curve and the driving mode of the urban rail transit train, the corresponding first speed-distance curve is matched, the basic speed curve and the driving mode of the urban rail transit train are introduced, and the multi-dimensional control of the basic speed curve and the driving mode of the urban rail transit train is realized, thereby ensuring the precise matching of the basic speed curve and the driving mode of the urban rail transit train and the accuracy of the first speed-distance curve.

[0091] refer to Figure 3 , in step S12, forming a first speed-time curve graph based on the conversion of the first speed-distance curve graph;

[0092] In the specific implementation process of the present invention, the specific steps may be:

[0093] S121: freeze the first speed-distance curve graph;

[0094] S122: Marking a corresponding starting point on the first speed-distance curve graph;

[0095] S123: starting from the starting point, searching for the speed value of the next cycle based on the integration method and the reverse of the first speed-distance curve graph;

[0096] S124: Collect the speed value and corresponding time of the next cycle;

[0097] S125: forming a first speed-time curve graph according to the speed value of the previous cycle, the speed value of the next cycle and the corresponding time.

[0098] In an embodiment of the present application, the first speed-distance curve graph is frozen, and the first speed-distance curve graph is traversed to achieve the traversal of the first speed-distance curve graph, thereby marking a corresponding starting point on the first speed-distance curve graph and introducing a starting point.

[0099] Furthermore, starting from the starting point, the speed value of the next cycle is searched based on the integral method and the reverse of the first speed-distance curve diagram; the speed value of the next cycle and the corresponding time are collected; the first speed-time curve diagram is formed according to the speed value of the previous cycle, the speed value of the next cycle and the corresponding time, and the speed value of the previous cycle, the speed value of the next cycle and the corresponding time are introduced, and multiple interactions of the speed value of the previous cycle, the speed value of the next cycle and the corresponding time shape are realized, which ensures the multi-dimensional control of the speed value of the previous cycle, the speed value of the next cycle and the corresponding time shape, and ensures the accuracy of the first speed-time curve diagram.

[0100] refer to Figure 4 , in step S13, forming a second speed-time curve graph according to the first speed-time curve graph and the travel time;

[0101] In the specific implementation process of the present invention, the specific steps may be:

[0102] S131: Freeze the first speed-time curve graph;

[0103] S132: Collecting the user's travel time;

[0104] S133: Associating the first speed-time curve graph with the travel time;

[0105] S134: Form a second speed-time curve graph based on the first speed-time curve graph and the travel time.

[0106] In an embodiment of the present application, the first speed-time curve graph is frozen, the first speed-time curve graph is further controlled, and the first speed-time curve graph is further processed.

[0107] At the same time, the user's travel time is collected; the first speed-time curve graph and the travel time are associated, the first speed-time curve graph and the travel time are introduced, and the second speed-time curve graph is formed based on the first speed-time curve graph and the travel time, thereby realizing multiple interactions of the first speed-time curve graph and the travel time, ensuring further transformation of the first speed-time curve graph, and further ensuring the accuracy of the second speed-time curve graph.

[0108] refer to Figure 5 , S14: defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes;

[0109] In the specific implementation process of the present invention, the specific steps may be:

[0110] S141: freeze the second speed-time curve graph;

[0111] S142: Associating a second speed-time curve graph with a preset simulation step length;

[0112] S143: defining corresponding sampling nodes according to the second speed-time curve diagram and a preset simulation step size;

[0113] S144: Associating the second speed-time curve graph with the sampling node;

[0114] S145: Define corresponding speed-time points according to the second speed-time curve graph and the sampling nodes.

[0115] In an embodiment of the present application, a first speed-distance graph is matched corresponding to the line on which the urban rail transit train travels; a first speed-time graph is formed based on the transformation of the first speed-distance graph; a second speed-time graph is formed according to the first speed-time graph and the travel time; corresponding speed-time points are defined based on the second speed-time graph and the sampling nodes, and the first speed-distance graph, the first speed-time graph, the second speed-time graph and the speed-time points are introduced, multiple transformations of the speed-time points are realized, the accuracy of the speed-time points is ensured, and the speed is controlled in real time.

[0116] At this time, the second speed-time curve graph is frozen, the second speed-time curve graph is introduced, and the second speed-time curve graph is further processed. At the same time, the second speed-time curve graph and the preset simulation step are associated, and the second speed-time curve graph and the preset simulation step are controlled as a whole, thereby realizing multiple interactions between the second speed-time curve graph and the preset simulation step.

[0117] Therefore, corresponding sampling nodes are defined according to the second speed-time graph and the preset simulation step; the second speed-time graph and the sampling nodes are associated; corresponding speed-time points are defined according to the second speed-time graph and the sampling nodes, which is compatible with the overall consideration of the second speed-time graph and the sampling nodes, realizes multiple interactions of the second speed-time graph and the sampling nodes, ensures multi-dimensional control of the second speed-time graph and the sampling nodes, and ensures the accuracy of the speed-time points.

[0118] At this time, based on the second speed-time curve and the speed-time points corresponding to the sampling node definitions, the first speed-distance curve, the first speed-time curve, the second speed-time curve and the speed-time points are introduced, realizing multiple transformations of speed-time points, ensuring the accuracy of the speed-time points, and performing real-time control of the speed.

[0119] refer to Figure 6, S15: triggering a corresponding integral process based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral process;

[0120] In the specific implementation process of the present invention, the specific steps may be:

[0121] S151: freeze speed-time point;

[0122] S152: triggering corresponding integral processing based on speed-time point;

[0123] S153: monitoring the speed-time point integration process in real time, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integration process;

[0124] S154: Freeze the travel distance accumulated and calculated in the second speed-time curve graph;

[0125] S155: comparing the travel distance accumulated and calculated from the second speed-time curve with a preset travel distance threshold;

[0126] S156: The travel distance is less than a preset travel distance threshold.

[0127] In the embodiments of the present application, a speed-time point is frozen, and a corresponding integral processing is triggered based on the speed-time point. An integral processing of the speed-time point is introduced to further control the speed-time point.

[0128] Therefore, the integral processing of the speed-time points is monitored in real time, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, the travel distance accumulated and calculated by the second speed-time curve is introduced, and the travel distance accumulated and calculated by the second speed-time curve is further processed.

[0129] At the same time, the travel distance accumulated and calculated by the second speed-time curve is frozen; the travel distance accumulated and calculated by the second speed-time curve is compared with a preset travel distance threshold; the travel distance is less than the preset travel distance threshold.

[0130] refer to Figure 7 , S16: if the line traveled by the urban rail transit train is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram, so as to realize autonomous control of the speed of the urban rail transit train;

[0131] In the specific implementation process of the present invention, the specific steps may be:

[0132] S161: Real-time monitoring of the routes traveled by urban rail transit trains;

[0133] S162: if the line on which the urban rail transit train travels is changed, collecting the current position of the urban rail transit train;

[0134] S163: Associating the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve graph;

[0135] S164: defining a first speed parameter based on the current position and remaining travel time of the urban rail transit train;

[0136] S165: defining a second speed parameter based on the current position of the urban rail transit train and the corresponding first speed-time curve graph;

[0137] S166: Matching the speed of the urban rail transit train according to the first speed parameter and the second speed parameter to achieve autonomous control of the speed of the urban rail transit train.

[0138] In the specific implementation process of the present invention, the corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, thereby realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve, so as to realize the autonomous control of the speed of the urban rail transit train, and be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line.

[0139] At this time, the lines on which urban rail transit trains travel are monitored in real time, and the lines on which urban rail transit trains travel are controlled, so as to realize the judgment of the change of the lines on which urban rail transit trains travel.

[0140] Furthermore, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected; the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram are associated, and the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram are introduced, thereby realizing the overall consideration of the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram.

[0141] Therefore, defining the first speed parameter based on the current position and remaining travel time of the urban rail transit train is compatible with the overall consideration of the current position and remaining travel time of the urban rail transit train, realizes multi-dimensional control of the current position and remaining travel time of the urban rail transit train, and ensures the accuracy of the first speed parameter.

[0142] At the same time, the second speed parameter is defined based on the current position of the urban rail transit train and the corresponding first speed-time curve graph, which is compatible with the overall consideration of the current position of the urban rail transit train and the first speed-time curve graph, realizes multi-dimensional control of the current position of the urban rail transit train and the first speed-time curve graph, and ensures the accuracy of the second speed parameter.

[0143] Furthermore, the speed of the urban rail transit train is matched according to the first speed parameter and the second speed parameter to achieve autonomous control of the speed of the urban rail transit train. The first speed parameter and the second speed parameter are introduced to achieve multi-dimensional control of the first speed parameter and the second speed parameter, thereby ensuring the matching accuracy of the speed of the urban rail transit train.

[0144] At this time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train, which is compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line.

[0145] In another embodiment of the present invention, a speed control method for an urban rail transit train;

[0146] Step 1: Generate the first speed-distance curve

[0147] Generate a basic speed curve based on the maximum speed limit of the line

[0148] Starting mileage Termination Mileage Speed ​​limit (km / h or m / s) M1_1 M1_2 V1 M2_1 M2_2 V2 … … … Mn_1 Mn_2 Vn

[0149] Table 1

[0150] The above table is converted into a first speed-distance curve diagram, as shown in Table 1.

[0151] The first speed-distance curve is the maximum speed that the train can take when running on the line, that is, the running mode with the shortest travel time. The travel time defined by other users should be greater than the travel time of this curve.

[0152] Step 2: Transform to the first speed-time curve

[0153] Based on the first speed-distance curve generated in step 1, it is converted into a first speed-time curve. The method of this step is implemented by discretization. For example, with a simulation step length of 10 ms, starting from the starting point, the speed value of the next cycle is reversely searched on the original speed-distance graph by integration.

[0154] The calculation is as follows:

[0155]

[0156] According to the iterative calculation of the above formula, a complete speed-time curve can be obtained.

[0157] In the new speed-time curve, the area of ​​each simulation cycle is the distance traveled in that cycle, and the integral of each sampled area is the distance traveled in the original graph. The two curves can be converted equally.

[0158] Step 3: Calculate the second speed-time curve using the "distance invariance" principle based on the new travel time requirement

[0159] Based on the principle of "distance unchanged", a distance-invariant transformation is performed on each sampling grid (time-speed) obtained in step 2.

[0160] For example, the new speed curve requires that the overall travel time be 3% longer than the original speed curve. Therefore, considering that the total travel distance (area) remains unchanged, the width (time axis) of each calculation grid is increased by 3%, so that the height (speed axis) is reduced to 10 / 10.3=0.971 of the original value. The same mathematical transformation is performed on each original calculation grid to obtain a second speed-time curve, such as Figure 3 As shown (black is the original speed-time curve, red is the new speed-time curve).

[0161] Since the time width of each grid is enlarged to 1.03 of the original value, the new curve obtained by adding up all the calculation grids is 1.03 times the original on the time axis, that is, the travel time has increased by 3%.

[0162] Step 4: Resampling the speed-time graph

[0163] The second speed-time curve generated in step 3 is resampled according to a simulation step length of 10 ms, so as to facilitate the computer to draw discrete points.

[0164] Step 5: Secondary calibration

[0165] Perform an integral calculation based on the speed-time point pairs generated in step 4 to confirm that the travel distance accumulated by the new speed curve does not exceed or fall short of the standard distance value.

[0166] If the standard travel distance value is S, and the distance S1 calculated by the new speed curve is less than S, it means that the speed value calculated within the specified time is lower than expected, and the speed in each sampling cycle needs to be increased by the corresponding value according to the ratio of S1 to S. For example, after calculation, S1 is 0.98S, so the speed of each cycle needs to be increased to 1 / 0.98=1.02. For another example, after calculation, S1 is 1.05S, so the speed of each cycle needs to be reduced to 0.952.

[0167] In this way, the control of travel time and travel distance can meet the train operation requirements.

[0168] The above steps 1 to 5 are applicable to the offline calculation of the train speed curve between stations in urban rail transit. For online temporary adjustment, step 6 needs to be added.

[0169] Step 6: Temporary operational requirements adjustment during train operation

[0170] The train runs from station A to station B. On the speed-time diagram calculated offline, the travel time in this section is T.

[0171] When the train reaches a certain position in the section, it runs according to the original speed plan and has consumed the travel time T1. The remaining travel time is set to T2, T1+T2=T. At this time, the running time request received from the front is updated to T2', so the train needs to adjust the following running speed mode at the current position and make infinite adjustments.

[0172] At this time, the train needs to re-complete steps 2 to 4 on the original speed-time data pair according to the principle of "distance (area) unchanged" to obtain the following speed-time curve. In this way, the travel time can be infinitely adjusted in both online and offline modes.

[0173] In an embodiment of the present invention, through the method in the embodiment of the present invention, a corresponding first speed-distance curve graph is matched based on the line on which the urban rail transit train travels; a first speed-time curve graph is formed based on the transformation of the first speed-distance curve graph; a second speed-time curve graph is formed according to the first speed-time curve graph and the travel time; corresponding speed-time points are defined based on the second speed-time curve graph and the sampling nodes, and the first speed-distance curve graph, the first speed-time curve graph, the second speed-time curve graph and the speed-time points are introduced, multiple transformations of speed-time points are realized, the accuracy of the speed-time points is ensured, and the speed is controlled in real time.

[0174] Furthermore, the corresponding integral processing is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve is output in the integral processing, thereby realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve, so as to realize the autonomous control of the speed of the urban rail transit train, and be compatible with the speed control of the urban rail transit train on the current line and the speed control of the switched line.

[0175] See also Figure 8 , Figure 8 It is a schematic diagram of the structural composition of a speed control system for an urban rail transit train in an embodiment of the present invention.

[0176] like Figure 8 As shown, a speed control system for an urban rail transit train, the speed control system for an urban rail transit train comprises:

[0177] A collection module 21, used for matching a corresponding first speed-distance curve graph based on the route traveled by the urban rail transit train;

[0178] A first speed-time curve diagram module 22, for forming a first speed-time curve diagram based on the conversion of the first speed-distance curve diagram;

[0179] A second speed-time curve diagram module 23, for forming a second speed-time curve diagram according to the first speed-time curve diagram and the travel time;

[0180] A speed-time point module 24, configured to define corresponding speed-time points based on the second speed-time curve graph and the sampling nodes;

[0181] A travel distance module 25, for triggering a corresponding integral process based on a speed-time point, and outputting a travel distance accumulated and calculated by a second speed-time curve in the integral process;

[0182] The speed module 26 is used to collect the current position of the urban rail transit train if the line on which the urban rail transit train travels is changed, and match the speed of the urban rail transit train according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

[0183] See also Fig. 9 , refer to the following Fig. 9 The electronic device 40 according to this embodiment of the present invention will be described. Fig. 9The electronic device 40 shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present invention.

[0184] like Fig. 9 As shown, the electronic device 40 is in the form of a general computing device. The components of the electronic device 40 may include but are not limited to: at least one processing unit 41, at least one storage unit 42, and a bus 43 connecting different system components (including the storage unit 42 and the processing unit 41).

[0185] The storage unit stores program codes, which can be executed by the processing unit 41, so that the processing unit 41 executes the steps according to various exemplary embodiments of the present invention described in the above “Embodiment Method” section of this specification.

[0186] The storage unit 42 may include a readable medium in the form of a volatile storage unit, such as a random access memory unit (RAM) 421 and / or a cache memory unit 422 , and may further include a read-only memory unit (ROM) 423 .

[0187] The storage unit 42 may also include a program / utility 424 having a set (at least one) of program modules 425, such program modules 425 including but not limited to: an operating system, one or more application programs, other program modules, and program data, each of which or some combination may include an implementation of a network environment.

[0188] Bus 43 may represent one or more of several types of bus structures, including a memory unit bus or memory unit controller, a peripheral bus, an accelerated graphics port, a processing unit, or a local bus using any of a variety of bus architectures.

[0189] The electronic device 40 may also communicate with one or more external devices (e.g., keyboards, pointing devices, Bluetooth devices, etc.), one or more devices that enable a user to interact with the electronic device 40, and / or any device that enables the electronic device 40 to communicate with one or more other computing devices (e.g., routers, modems, etc.). Such communication may be performed via an input / output (I / O) interface 44. Furthermore, the electronic device 40 may also communicate with one or more networks (e.g., a local area network (LAN), a wide area network (WAN), and / or a public network, such as the Internet) via a network adapter 45. Fig. 9 As shown, the network adapter 45 communicates with other modules of the electronic device 40 via the bus 43. It should be understood that although Fig. 9Not shown, other hardware and / or software modules may be used in conjunction with the electronic device 40, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data backup planning systems.

[0190] Through the description of the above implementation, it is easy for those skilled in the art to understand that the example implementation described here can be implemented by software, or by software combined with necessary hardware. Therefore, the technical solution according to the implementation of the present disclosure can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.) or on a network, including several instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to execute the method according to the implementation of the present disclosure.

[0191] Those skilled in the art can understand that all or part of the steps in the various methods of the above embodiments can be completed by instructing related hardware through a program, and the program can be stored in a computer-readable storage medium, and the storage medium can include: a read-only memory (ROM), a random access memory (RAM), a disk or an optical disk, etc. In addition, it stores computer program instructions, and when the computer program instructions are executed by a computer, the computer executes the above method.

[0192] In addition, the speed control method and system for urban rail transit trains provided in the embodiments of the present invention are introduced in detail above. Specific examples are used herein to illustrate the principles and implementation methods of the present invention. The description of the above embodiments is only used to help understand the method of the present invention and its core idea. At the same time, for those skilled in the art, according to the ideas of the present invention, there will be changes in the specific implementation methods and application scopes. In summary, the content of this specification should not be understood as a limitation on the present invention.

Claims

1. A speed control method for urban rail transit trains, characterized in that: Applied to speed control scenarios of urban rail transit trains; The speed control method of the urban rail transit train comprises: A first speed-distance curve corresponding to the line matching of the urban rail transit train; forming a first speed-time graph based on the conversion of the first speed-distance graph; forming a second speed-time graph based on the first speed-time graph and the travel time; Defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes; triggering a corresponding integration process based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integration process; If the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

2. The speed control method for urban rail transit train according to claim 1, characterized in that: The first speed-distance curve diagram corresponding to the line matching of the urban rail transit train includes: Collect the location of urban rail transit trains; The route on which the urban rail transit train travels is defined according to the location of the urban rail transit train and the driving instructions of the urban rail transit train; Generate a basic speed curve based on the maximum speed limit of the line on which the urban rail transit train runs; Correlate basic speed curves and travel patterns of urban rail transit trains; A corresponding first speed-distance curve diagram is matched based on the basic speed curve and the driving mode of the urban rail transit train.

3. The speed control method of urban rail transit train according to claim 1, characterized in that: The forming of the first speed-time curve graph based on the conversion of the first speed-distance curve graph comprises: Freeze the first speed-distance graph; Marking a corresponding starting point on the first speed-distance curve graph; Starting from the starting point, the speed value of the next cycle is found based on the integration method and the reverse of the first speed-distance curve diagram; Collect the speed value and corresponding time of the next cycle; A first speed-time curve graph is formed according to the speed value of the previous cycle, the speed value of the next cycle and the corresponding time.

4. The speed control method for urban rail transit train according to claim 3, characterized in that: The forming of the second speed-time curve graph according to the first speed-time curve graph and the travel time comprises: Freeze the first speed-time graph; Collect users’ travel time; associating a first speed-time graph with a travel time; A second speed-time graph is formed based on the first speed-time graph and the travel time.

5. The speed control method for urban rail transit train according to claim 4, characterized in that: The defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes includes: Freeze the second speed-time graph; associating a second speed-time graph with a preset simulation step size; Define corresponding sampling nodes according to the second speed-time curve diagram and a preset simulation step size; associating a second speed-time graph with a sampling node; The corresponding speed-time points are defined according to the second speed-time curve graph and the sampling nodes.

6. The speed control method for urban rail transit train according to claim 5, characterized in that: The speed-time point-based triggering of the corresponding integral processing, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing; the travel distance is less than the preset travel distance threshold, comprises: Freeze speed-time point; Integral processing based on speed-time point triggering; The speed-time point integration process is monitored in real time, and the travel distance accumulated and calculated by the second speed-time curve is output during the integration process.

7. The speed control method for urban rail transit train according to claim 6, characterized in that: The method triggers the corresponding integral processing based on the speed-time point, and outputs the travel distance accumulated and calculated by the second speed-time curve in the integral processing; the travel distance is less than the preset travel distance threshold, and further includes: Freeze the second speed-time curve to calculate the accumulated travel distance; comparing the travel distance calculated cumulatively from the second speed-time curve with a preset travel distance threshold; The travel distance is less than a preset travel distance threshold.

8. The speed control method for urban rail transit train according to claim 7, characterized in that: If the line traveled by the urban rail transit train is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to realize autonomous control of the speed of the urban rail transit train, including: Real-time monitoring of the routes traveled by urban rail transit trains; If the line on which the urban rail transit train travels is changed, the current position of the urban rail transit train is collected.

9. The speed control method for urban rail transit train according to claim 8, characterized in that: If the line traveled by the urban rail transit train is changed, the current position of the urban rail transit train is collected, and the speed of the urban rail transit train is matched according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to realize the autonomous control of the speed of the urban rail transit train, and further includes: Associating the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve graph; defining a first speed parameter based on a current position and a remaining travel time of the urban rail transit train; Defining a second speed parameter based on the current position of the urban rail transit train and the corresponding first speed-time curve graph; The speed of the urban rail transit train is matched according to the first speed parameter and the second speed parameter to achieve autonomous control of the speed of the urban rail transit train.

10. A speed control system for an urban rail transit train, characterized in that: The speed control system of the urban rail transit train is applied to the speed control method of the urban rail transit train as claimed in any one of claims 1 to 9, and the speed control system of the urban rail transit train includes: A collection module, used for matching a corresponding first speed-distance curve graph based on a line traveled by an urban rail transit train; A first speed-time curve graph module, used to form a first speed-time curve graph based on the conversion of the first speed-distance curve graph; A second speed-time curve diagram module, used to form a second speed-time curve diagram according to the first speed-time curve diagram and the travel time; A speed-time point module, used for defining corresponding speed-time points based on the second speed-time curve graph and the sampling nodes; A travel distance module, for triggering a corresponding integral process based on a speed-time point, and outputting a travel distance accumulated and calculated by a second speed-time curve in the integral process; The speed module is used to collect the current position of the urban rail transit train if the line on which the urban rail transit train travels is changed, and match the speed of the urban rail transit train according to the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve diagram to achieve autonomous control of the speed of the urban rail transit train.

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