Speed control method and system for urban rail transit train

Abstract

The application discloses a speed control method and system for urban rail transit trains, which is based on matching corresponding first speed-distance curve diagrams according to the line where the urban rail transit train travels; forming first speed-time curve diagrams based on the transformation of the first speed-distance curve diagrams; forming second speed-time curve diagrams according to the first speed-time curve diagrams and the travel time; defining corresponding speed-time points based on the second speed-time curve diagrams and the sampling nodes, realizing multiple transformations of the speed-time points, ensuring the accuracy of the speed-time points, and realizing real-time control of the speed. Further, the corresponding integral processing is triggered based on the speed-time points, and the travel distance accumulated and calculated by the second speed-time curve diagrams is output in the integral processing, realizing the control of the travel distance, and compatible with the speed control of the current line and the speed control of the switched line of the urban rail transit train.

Description

TECHNICAL FIELD

[0001] The present application 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

[0002] With the development of science and technology, urban rail transit trains are gradually applied to people's lives and dynamically travel on corresponding lines. In the prior art, urban rail transit trains are controlled, and a speed-distance curve graph is controlled. However, relying only on the speed-distance curve graph cannot realize real-time control of speed and cannot be compatible with speed control of the current line and speed control of the line after switching of the urban rail transit train. SUMMARY

[0003] The present application aims to overcome the shortcomings of the prior art. The present application provides a speed control method and system for urban rail transit trains, which matches a corresponding first speed-distance curve graph based on a line traveled by the urban rail transit train. 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. A corresponding speed-time point is defined based on the second speed-time curve graph and the sampling node. The first speed-distance curve graph, the first speed-time curve graph, the second speed-time curve graph, and the speed-time point are introduced, multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and real-time control of the speed is realized.

[0004] Further, 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 graph is output in the integral processing. The travel distance is controlled. At the same time, if the line traveled by the urban rail transit train is replaced, the current position of the urban rail transit train is collected, 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 graph, so as to realize autonomous control of the speed of the urban rail transit train. The speed control of the current line and the speed control of the line after switching of the urban rail transit train are compatible.

[0005] The present application provides a speed control method for urban rail transit trains, which is applied to the speed control scene of urban rail transit trains.

[0006] The speed control method for urban rail transit trains comprises the following steps.

[0007] The corresponding first speed-distance curve graph is matched based on the line traveled by the urban rail transit train.

[0008] form a first speed-time curve based on the transformation of the first speed-distance curve;

[0009] form a second speed-time curve based on the first speed-time curve and the travel time;

[0010] define a corresponding speed-time point based on the second speed-time curve and the sampling node;

[0011] trigger a corresponding integral processing based on the speed-time point, and output the travel distance accumulated and calculated by the second speed-time curve in the integral processing;

[0012] if the line traveled by the urban rail train is changed, collect the current position of the urban rail train, and match the speed of the urban rail train according to the current position of the urban rail 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 train.

[0013] Optionally, the matching of the corresponding first speed-distance curve based on the line traveled by the urban rail train comprises:

[0014] collect the position of the urban rail train;

[0015] define the line traveled by the urban rail train according to the position of the urban rail train and the travel instruction of the urban rail train;

[0016] generate a basic speed curve based on the maximum limit speed of the line traveled by the urban rail train;

[0017] associate the basic speed curve with the travel mode of the urban rail train;

[0018] match the corresponding first speed-distance curve based on the basic speed curve and the travel mode of the urban rail train.

[0019] Optionally, the transformation of the first speed-distance curve to form the first speed-time curve comprises:

[0020] freeze the first speed-distance curve;

[0021] mark the corresponding starting point on the first speed-distance curve;

[0022] start from the starting point, and obtain the next period speed value based on the integral method and the reverse lookup of the first speed-distance curve;

[0023] collect the next period speed value and the corresponding time;

[0024] Form a first speed-time curve according to the speed value of the last period, the speed value of the next period and the corresponding time.

[0025] Optionally, the second speed-time curve is formed according to the first speed-time curve and the travel time, comprising:

[0026] Freeze the first speed-time curve;

[0027] Collect the travel time of the user;

[0028] Correlate the first speed-time curve and the travel time;

[0029] Form the second speed-time curve based on the first speed-time curve and the travel time.

[0030] Optionally, the corresponding speed-time point is defined according to the second speed-time curve and the sampling node, comprising:

[0031] Freeze the second speed-time curve;

[0032] Correlate the second speed-time curve and the preset simulation step;

[0033] Define the corresponding sampling node according to the second speed-time curve and the preset simulation step;

[0034] Correlate the second speed-time curve and the sampling node;

[0035] Define the corresponding speed-time point according to the second speed-time curve and the sampling node.

[0036] Optionally, 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; the travel distance will neither exceed nor be less than the standard travel distance value, comprising:

[0037] Freeze the speed-time point;

[0038] Trigger the corresponding integral processing based on the speed-time point;

[0039] Real-time monitor the integral processing of the speed-time point, and output the travel distance accumulated and calculated by the second speed-time curve in the integral processing.

[0040] Optionally, 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; the travel distance will neither exceed nor be less than the standard travel distance value, further comprising:

[0041] accumulatively calculate a travel distance of the second speed-time curve;

[0042] compare the travel distance accumulatively calculated by the second speed-time curve with a standard travel distance value;

[0043] the travel distance is neither more than nor less than the standard travel distance value.

[0044] Optionally, 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 autonomous control of the speed of the urban rail transit train, including:

[0045] real-time monitoring of the line on which the urban rail transit train travels;

[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 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 autonomous control of the speed of the urban rail transit train, further including:

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

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

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

[0051] matching the speed of the urban rail transit train according to the first speed parameter and the second speed parameter, so as to realize autonomous control of the speed of the urban rail transit train.

[0052] In addition, the embodiment of the present application also provides a speed control system of 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 1-9, and the speed control system of the urban rail transit train comprises:

[0053] a collection module, configured to match a corresponding first speed-distance curve based on a line on which the urban rail transit train travels;

[0054] a first speed-time curve plot module configured to form a first speed-time curve plot based on a transformation of the first speed-distance curve plot;

[0055] a second speed-time curve plot module configured to form a second speed-time curve plot according to the first speed-time curve plot and the travel time;

[0056] a speed-time point module configured to define a corresponding speed-time point based on the second speed-time curve plot and the sampling node;

[0057] a travel distance module configured to trigger a corresponding integration process based on the speed-time point and output a travel distance accumulated and calculated by the second speed-time curve plot in the integration process;

[0058] a speed module configured to, if a line traveled by the urban rail train is replaced, collect a current position of the urban rail train, match a speed of the urban rail train according to the current position of the urban rail train, the remaining travel time and the corresponding first speed-time curve plot, and realize autonomous control of the speed of the urban rail train.

[0059] In the embodiment of the present application, the corresponding first speed-distance curve plot is matched based on a line traveled by the urban rail train, the first speed-time curve plot is formed based on a transformation of the first speed-distance curve plot, the second speed-time curve plot is formed according to the first speed-time curve plot and the travel time, and the corresponding speed-time point is defined based on the second speed-time curve plot and the sampling node. The first speed-distance curve plot, the first speed-time curve plot, the second speed-time curve plot and the speed-time point are introduced, the multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0060] Further, the corresponding integration process is triggered based on the speed-time point, and the travel distance accumulated and calculated by the second speed-time curve plot is output in the integration process, the control of the travel distance is realized, and if the line traveled by the urban rail train is replaced, the current position of the urban rail train is collected, the speed of the urban rail train is matched according to the current position of the urban rail train, the remaining travel time and the corresponding first speed-time curve plot, and the autonomous control of the speed of the urban rail train is realized, which is compatible with the speed control of the urban rail train in the current line and the speed control of the line after switching. BRIEF DESCRIPTION OF DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings described below are only some embodiments of the present application, and for those skilled in the art, other drawings can also be obtained from these drawings without creative labor.

[0062] Figure 1 is a flowchart of a speed control method of an urban rail transit train in an embodiment of the present application;

[0063] Figure 2 is a flowchart of S11 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0064] Figure 3 is a flowchart of S12 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0065] Figure 4 is a flowchart of S13 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0066] Figure 5 is a flowchart of S14 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0067] Figure 6 is a flowchart of S15 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0068] Figure 7 is a flowchart of S16 in the speed control method of the urban rail transit train in the embodiment of the present application;

[0069] Figure 8 is a structural composition diagram of a speed control system of an urban rail transit train in an embodiment of the present application;

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

[0071] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0072] Please refer to Figures 1 to 9The application discloses a speed control method of an urban rail transit train, which is applied to a speed control scene of the urban rail transit train.

[0073] Step S11: matching a corresponding first speed-distance curve based on a line where the urban rail transit train travels;

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

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

[0076] Step S14: defining a corresponding speed-time point based on the second speed-time curve and a sampling node;

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

[0078] Step S16: if the line where the urban rail transit train travels is replaced, collecting a current position of the urban rail transit train, matching a speed of the urban rail transit train according to the current position of the urban rail transit train, a remaining travel time and the corresponding first speed-time curve, so as to realize autonomous control of the speed of the urban rail transit train.

[0079] In the embodiment of the application, the method in the embodiment of the application matches a corresponding first speed-distance curve based on a line where the urban rail transit train travels, forms a first speed-time curve based on transformation of the first speed-distance curve, forms a second speed-time curve according to the first speed-time curve and a travel time, and defines a corresponding speed-time point based on the second speed-time curve and a sampling node, so that the first speed-distance curve, the first speed-time curve, the second speed-time curve and the speed-time point are introduced, multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0080] Further, based on the speed-time point trigger corresponding integral processing, and output the second speed-time curve accumulated calculation of travel distance in the integral processing, realize the control of travel distance, at the same time, if the line of the urban rail transit train is replaced, the current position of the urban rail transit train is collected, 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, to realize the autonomous control of the speed of the urban rail transit train, and the speed control of the urban rail transit train in the current line and the speed control of the line after switching are compatible.

[0081] Reference Figure 2 In step S11, the corresponding first speed-distance curve is matched based on the line of the urban rail transit train;

[0082] In the specific implementation process of the present application, the specific steps can be:

[0083] S111: collect the position of the urban rail transit train;

[0084] S112: define the line of the urban rail transit train according to the position of the urban rail transit train and the travel instruction of the urban rail transit train;

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

[0086] S114: associate the basic speed curve and the travel mode of the urban rail transit train;

[0087] S115: match the corresponding first speed-distance curve based on the basic speed curve and the travel mode of the urban rail transit train.

[0088] In the embodiment of the present application, the position of the urban rail transit train is collected, the position of the urban rail transit train is introduced, and the position of the urban rail transit train is controlled. At the same time, the line of the urban rail transit train is defined according to the position of the urban rail transit train and the travel instruction of the urban rail transit train, the position of the urban rail transit train and the travel instruction of the urban rail transit train are introduced, the multiple interaction of the position of the urban rail transit train and the travel instruction of the urban rail transit train is realized, the multidimensional control of the position of the urban rail transit train and the travel instruction of the urban rail transit train is ensured, and the accuracy of the line of the urban rail transit train is ensured.

[0089] Further, the basic speed curve is generated based on the maximum limit speed of the line on which the urban rail train travels, the maximum limit speed of the line on which the urban rail train travels is introduced, the line on which the urban rail 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 train are associated, the corresponding first speed-distance curve is matched based on the basic speed curve and the driving mode of the urban rail train, the basic speed curve and the driving mode of the urban rail train are introduced, the multidimensional control of the basic speed curve and the driving mode of the urban rail train is realized, the accurate matching of the basic speed curve and the driving mode of the urban rail train is ensured, and the accuracy of the first speed-distance curve is ensured.

[0091] Reference Figure 3 In step S12, the first speed-time curve is formed based on the transformation of the first speed-distance curve;

[0092] In the specific implementation process of the present application, the specific steps can be:

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

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

[0095] S123: starting from the starting point, the next period speed value is found based on the integral method and the reverse lookup of the first speed-distance curve;

[0096] S124: collect the next period speed value and the corresponding time;

[0097] S125: form the first speed-time curve according to the last period speed value, the next period speed value and the corresponding time.

[0098] In the embodiments of the present application, the first speed-distance curve is frozen, the first speed-distance curve is traversed, the traversal of the first speed-distance curve is realized, the corresponding starting point is marked on the first speed-distance curve, and the starting point is introduced.

[0099] Further, starting from the starting point, the speed value of the next period is obtained based on the integral method and the reverse lookup of the first speed-distance graph; the speed value of the next period and the corresponding time are collected; the first speed-time graph is formed according to the speed value of the last period, the speed value of the next period and the corresponding time, the speed value of the last period, the speed value of the next period and the corresponding time are introduced, the multiple interactions of the speed value of the last period, the speed value of the next period and the corresponding time are realized, the multidimensional control of the speed value of the last period, the speed value of the next period and the corresponding time is guaranteed, and the accuracy of the first speed-time graph is guaranteed.

[0100] Reference Figure 4 In step S13, a second speed-time graph is formed according to the first speed-time graph and the travel time.

[0101] In the specific implementation process of the application, the specific steps can be:

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

[0103] S132: collect the travel time of the user;

[0104] S133: associate the first speed-time graph and the travel time;

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

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

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

[0108] Reference Figure 5 S14: define the corresponding speed-time point based on the second speed-time graph and the sampling node;

[0109] In the specific implementation process of the application, the specific steps can be:

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

[0111] S142: associate the second speed-time curve diagram with the preset simulation step length;

[0112] S143: define the corresponding sampling node according to the second speed-time curve diagram and the preset simulation step length;

[0113] S144: associate the second speed-time curve diagram with the sampling node;

[0114] S145: define the corresponding speed-time point according to the second speed-time curve diagram and the sampling node.

[0115] In the embodiments of the present application, the corresponding first speed-distance curve diagram is matched based on the line on which the urban rail transit train travels; the first speed-time curve diagram is formed based on the transformation of the first speed-distance curve diagram; the second speed-time curve diagram is formed according to the first speed-time curve diagram and the travel time; and the corresponding speed-time point is defined based on the second speed-time curve diagram and the sampling node. The first speed-distance curve diagram, the first speed-time curve diagram, the second speed-time curve diagram, and the speed-time point are introduced, multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0116] At this time, the second speed-time curve diagram is fixed, the second speed-time curve diagram is introduced, the second speed-time curve diagram is further processed, the second speed-time curve diagram is associated with the preset simulation step length, the second speed-time curve diagram and the preset simulation step length are overall controlled, and multiple interactions of the second speed-time curve diagram and the preset simulation step length are realized.

[0117] Therefore, the corresponding sampling node is defined according to the second speed-time curve diagram and the preset simulation step length; the second speed-time curve diagram is associated with the sampling node; and the corresponding speed-time point is defined according to the second speed-time curve diagram and the sampling node. The overall consideration of the second speed-time curve diagram and the sampling node is compatible, multiple interactions of the second speed-time curve diagram and the sampling node are realized, multidimensional control of the second speed-time curve diagram and the sampling node is ensured, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0118] At this time, the corresponding speed-time point is defined based on the second speed-time curve diagram and the sampling node, the first speed-distance curve diagram, the first speed-time curve diagram, the second speed-time curve diagram, and the speed-time point are introduced, multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0119] Reference Figure 6S15: triggering corresponding integral processing based on the speed-time point, and outputting the travel distance accumulated and calculated in the integral processing of the second speed-time curve;

[0120] In the implementation of the present application, the specific steps can be:

[0121] S151: freezing the speed-time point;

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

[0123] S153: real-time monitoring of the integral processing of the speed-time point, and outputting the travel distance accumulated and calculated in the integral processing of the second speed-time curve;

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

[0125] S155: comparing the travel distance accumulated and calculated in the second speed-time curve with the standard travel distance value;

[0126] S156: the travel distance neither exceeds nor is less than the standard travel distance value.

[0127] In the embodiment of the present application, the speed-time point is frozen, the corresponding integral processing is triggered based on the speed-time point, the integral processing of the speed-time point is introduced, and the speed-time point is further controlled.

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

[0129] Meanwhile, the travel distance accumulated and calculated in the second speed-time curve is frozen, the travel distance accumulated and calculated in the second speed-time curve is compared with the standard travel distance value, and the travel distance neither exceeds nor is less than the standard travel distance value.

[0130] Reference Figure 7 S16: if the line on which the urban rail transit train travels is replaced, the current position of the urban rail transit train is collected, 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 autonomous control of the speed of the urban rail transit train;

[0131] In the implementation of the present application, the specific steps can be:

[0132] S161: Real-time monitoring of the line on which the urban rail transit train travels;

[0133] S162: If the line on which the urban rail transit train travels is replaced, 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;

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

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

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

[0138] In the specific implementation process of the present application, 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, realizing the control of the travel distance. At the same time, if the line on which the urban rail transit train travels is replaced, 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, to realize 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 line after switching.

[0139] At this time, the line on which the urban rail transit train travels is monitored in real time, and the line on which the urban rail transit train travels is controlled, realizing the judgment of the replacement of the line on which the urban rail transit train travels.

[0140] Further, if the line on which the urban rail transit train travels is replaced, 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 are associated, the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve are introduced, and the overall consideration of the current position of the urban rail transit train, the remaining travel time, and the corresponding first speed-time curve is realized.

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

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

[0143] Further, the speed of the urban rail transit train is matched according to the first speed parameter and the second speed parameter, so as to realize autonomous control of the speed of the urban rail transit train, the first speed parameter and the second speed parameter are introduced, multi-dimensional control of the first speed parameter and the second speed parameter is realized, and the matching accuracy of the speed of the urban rail transit train is ensured.

[0144] At this time, if the line traveled by the urban rail transit train is replaced, 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 autonomous control of the speed of the urban rail transit train, which is compatible with the speed control of the urban rail transit train in the current line and the speed control of the line after switching.

[0145] In another embodiment of the present application, a speed control method for an urban rail transit train is provided.

[0146] Step one: generating a first speed-distance curve

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

[0148]

[0149] Table 1

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

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

[0152] Step two: transforming into a first speed-time curve

[0153] Based on the first speed-distance graph generated in step one, it is converted into a first speed-time graph. The method of this step is achieved by means of discretization. For example, with a simulation step of 10 ms, starting from the starting point, the next period speed value is found by means of integration and reverse lookup on the original speed-distance graph.

[0154] The calculation is as follows:

[0155]

[0156]

[0157]

[0158]

[0159]

[0160]

[0161] According to the iterative calculation of the above formula, a complete speed-time graph can be obtained.

[0162] In the new speed-time graph, the area of each simulation period is the running distance in that period. The integral of each sampling area is the running distance in the original graph. The two curves can be converted equivalently.

[0163] Step three: according to the new travel time requirement, calculate the second speed-time graph using the "distance invariant" principle

[0164] Based on the principle of "constant running distance", each sampling grid (time-speed) obtained in step two is transformed without changing the distance.

[0165] For example, the new speed curve requires the overall travel time to increase by 3% compared to the original speed curve. Therefore, under the condition of considering the total travel distance (area) unchanged, the width (time axis) of each calculation grid is increased by 3%, and the height (speed axis) is decreased to 10 / 10.3=0.971 of the original value. Each original calculation grid is transformed in the same way, and a second speed-time graph is obtained, as shown in Figure Three .

[0166] Since the time width of each grid is enlarged to 1.03 times the original value, the new curve obtained by adding all the calculation grids is 1.03 times the original curve in the time axis, that is, the travel time increases by 3%.

[0167] Step four: resampling on the speed-time graph

[0168] According to the second speed-time curve generated in step three, re-sampling is performed at a simulation step of 10 ms, so as to facilitate the computer to draw discrete points.

[0169] Step five: secondary calibration

[0170] According to the speed-time points generated in step four, integral calculation is performed to confirm that the accumulated travel distance of the new speed curve is neither more than nor less than the standard travel distance value.

[0171] If the standard travel distance value is S, and the distance S1 calculated by the new speed curve is less than S, it indicates that the calculated speed value in the specified time is lower than expected, and the speed in each sampling period needs to be increased by a corresponding value according to the ratio of S1 to S. For example, after calculation, S1 is 0.98S, so the speed in each period needs to be increased to 1 / 0.98=1.02. For another example, after calculation, S1 is 1.05S, so the speed in each period needs to be reduced to 0.952.

[0172] In this way, both the travel time control and the travel distance control can meet the requirements of train operation.

[0173] The above steps one to five are applicable to offline calculation of train operation speed curve between stations in urban rail transit. For online temporary adjustment, step six needs to be added.

[0174] Step six: temporary operation requirement adjustment during train operation

[0175] The train runs from station A to station B, and the travel time in this section is T obtained from the offline calculated speed-time graph.

[0176] When the train runs to a certain position in the section, it runs according to the original speed plan and has consumed travel time , and the remaining travel time is set as , At this time, the front running time requirement is updated to , so the train needs to adjust the following running speed at the current position and make stepless adjustment.

[0177] At this time, the train needs to complete steps two to four again on the original speed-time data pair according to the principle of "distance (area) invariance", so as to obtain the following speed-time curve. In this way, stepless adjustment of travel time can be realized in online and offline ways.

[0178] In the embodiment of the present application, by the method in the embodiment of the present application, the corresponding first speed-distance curve is matched based on the line on which the urban rail transit train travels; the first speed-time curve is formed based on the transformation of the first speed-distance curve; the second speed-time curve is formed according to the first speed-time curve and the travel time; the corresponding speed-time point is defined based on the second speed-time curve and the sampling node; the first speed-distance curve, the first speed-time curve, the second speed-time curve and the speed-time point are introduced, the multiple transformations of the speed-time point are realized, the accuracy of the speed-time point is ensured, and the speed is controlled in real time.

[0179] Further, 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, the travel distance is controlled, and meanwhile, if the line on which the urban rail transit train travels is replaced, the current position of the urban rail transit train is collected, 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 the speed control of the urban rail transit train on the current line and the speed control of the line after switching are compatible.

[0180] Please refer to Figure 8 , Figure 8 is a structural composition schematic diagram of the speed control system of the urban rail transit train in the embodiment of the present application.

[0181] As Figure 8 shown, a speed control system of an urban rail transit train comprises:

[0182] A collection module 21 is configured to match a corresponding first speed-distance curve based on a line on which an urban rail transit train travels.

[0183] A first speed-time curve module 22 is configured to form a first speed-time curve based on the transformation of the first speed-distance curve.

[0184] A second speed-time curve module 23 is configured to form a second speed-time curve according to the first speed-time curve and the travel time.

[0185] A speed-time point module 24 is configured to define a corresponding speed-time point based on the second speed-time curve and a sampling node.

[0186] A travel distance module 25 is configured to trigger corresponding integral processing based on the speed-time point, and output a travel distance accumulated and calculated by the second speed-time curve in the integral processing.

[0187] The speed module 26 is configured to collect the current position of the urban rail train if the line where the urban rail train travels is changed, and match the speed of the urban rail train according to the current position of the urban rail train, the remaining travel time and the corresponding first speed-time curve, so as to realize autonomous control of the speed of the urban rail train.

[0188] Referring to Figure 9 , the electronic device 40 according to the embodiment of the present application will be described below with reference to Figure 9 . Figure 9 The electronic device 40 shown is merely an example and should not limit the function and use range of the embodiments of the present application.

[0189] As shown in Figure 9 , the electronic device 40 is in the form of a general computing device. The components of the electronic device 40 can include, but are not limited to, the at least one processing unit 41, the at least one storage unit 42, and the bus 43 connecting different system components, including the storage unit 42 and the processing unit 41.

[0190] The storage unit stores program codes which can be executed by the processing unit 41, so that the processing unit 41 performs the steps according to various exemplary embodiments of the present application described in the above “Embodiment Method” section of the present specification.

[0191] The storage unit 42 can include a readable medium in the form of a volatile storage unit, such as a random access memory (RAM) 421 and / or a cache memory 422, and can further include a read-only memory (ROM) 423.

[0192] The storage unit 42 can further include program / utility 424 having a set of the program modules 425, including but not limited to, an operating system, one or more application programs, other program modules, and program data, and each of these examples or some combination thereof, can include implementation of a network environment.

[0193] The bus 43 can be one or more of several types of bus structures, including a storage unit bus or storage unit controller, a peripheral bus, a graphics acceleration port, a processing unit bus, or a local bus using any of a variety of bus architectures.

[0194] The electronic device 40 can also communicate with one or more external devices such as a keyboard or a pointing device, a Bluetooth device, etc., and can also communicate with one or more devices that enable a user to interact with the electronic device 40 and / or one or more devices (e.g., a router, a modem, etc.) that enable the electronic device 40 to communicate with one or more other computing devices. Such communication can occur via an input / output (I / O) interface 44. Still yet, the electronic device 40 can communicate with one or more networks such as a local area network (LAN), a wide area network (WAN), and / or the Internet through a network adapter 45. As Figure 9 illustrated, the network adapter 45 can communicate with the other components of the electronic device 40 through a bus 43. It should be understood that although not shown, other hardware and / or software components could be used in conjunction with the electronic device 40. These include, but are not limited to, microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, tape drives, and data archival Figure 9 systems, etc.

[0195] From the above description of the embodiments, it is easy for those skilled in the art to understand that the example embodiments described herein can be implemented by software, or by software in combination with necessary hardware. Therefore, the technical solutions according to the embodiments of the present disclosure can be embodied in the form of a software product. The software product can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash disk, a mobile hard disk, etc.) or a network, and includes a number of instructions to enable a computing device (which can be a personal computer, a server, a terminal device, or a network device, etc.) to perform the methods according to the embodiments of the present disclosure.

[0196] Those skilled in the art can understand that all or part of the steps of the above-mentioned embodiments can be completed by a relevant hardware instructed by a program, and the program can be stored in a computer readable storage medium, which can include a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, etc. Moreover, the storage medium has computer program instructions stored therein, and when the computer program instructions are executed by a computer, the computer executes the method according to the above-mentioned embodiments.

[0197] In addition, the speed control method and system of the urban rail transit train provided by the embodiment of the present application are described in detail above, the principle and implementation manner of the present application are described by using specific examples in this paper, and the above embodiment is only used to help understand the method of the present application and the core idea thereof; meanwhile, for the general technical personnel in the art, the specific implementation manner and application range will be changed according to the idea of the present application, and the above description should not be understood as the limitation of the present application.

Claims

1. A speed control method of an urban rail train, characterized by, The application is applied to the speed control scene of urban rail transit train; The speed control method of the urban rail transit train comprises: Matching the corresponding first speed-distance curve based on the line where the urban rail transit train travels; Forming the first speed-time curve based on the transformation of the first speed-distance curve; Forming the second speed-time curve according to the first speed-time curve and the travel time; Defining the corresponding speed-time point based on the second speed-time curve and the sampling node; Triggering the corresponding integral processing based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing, including: fixing the speed-time point; triggering the corresponding integral processing based on the speed-time point; monitoring the integral processing of the speed-time point in real time, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing; fixing the travel distance accumulated and calculated by the second speed-time curve; comparing the travel distance with the standard travel distance value; the travel distance will neither exceed nor be less than the standard travel distance value; If the line where the urban rail transit train travels is replaced, 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 to realize the autonomous control of the speed of the urban rail transit train, including: associating the current position of the urban rail transit train, the remaining travel time and the corresponding first speed-time curve; defining the first speed parameter based on the current position of the urban rail transit train and the remaining travel time; defining the second speed parameter based on the current position of the urban rail transit train and the corresponding first speed-time curve; matching the speed of the urban rail transit train according to the first speed parameter and the second speed parameter to realize the autonomous control of the speed of the urban rail transit train.

2. The speed control method of an urban rail train according to claim 1, characterized in that, The matching of the corresponding first speed-distance curve based on the line where the urban rail transit train travels comprises: Collecting the position of the urban rail transit train; Defining the line where the urban rail transit train travels according to the position of the urban rail transit train and the travel instruction of the urban rail transit train; Generating the basic speed curve based on the maximum limit speed of the line where the urban rail transit train travels; Associating the basic speed curve and the travel mode of the urban rail transit train; Matching the corresponding first speed-distance curve based on the basic speed curve and the travel mode of the urban rail transit train.

3. The speed control method of an urban rail train according to claim 1, characterized in that, The formation of the first speed-time curve based on the transformation of the first speed-distance curve comprises: Fixing the first speed-distance curve; Marking the corresponding starting point on the first speed-distance curve; Starting from the starting point, the next period speed value is obtained based on the integral mode and the reverse lookup of the first speed-distance curve; Collecting the next period speed value and the corresponding time; Forming the first speed-time curve according to the last period speed value, the next period speed value and the corresponding time. The application is applied to the speed control scene of urban rail transit train; 4. The speed control method of an urban rail train according to claim 3, characterized in that, The second speed-time curve is formed according to the first speed-time curve and the travel time, including: freezing the first speed-time curve; collecting the travel time of the user; associating the first speed-time curve and the travel time; forming the second speed-time curve based on the first speed-time curve and the travel time.

5. The speed control method of an urban rail train according to claim 4, characterized in that, The corresponding speed-time point is defined according to the second speed-time curve and the sampling node, including: freezing the second speed-time curve; associating the second speed-time curve and the preset simulation step; defining the corresponding sampling node according to the second speed-time curve and the preset simulation step; associating the second speed-time curve and the sampling node; defining the corresponding speed-time point according to the second speed-time curve and the sampling node.

6. The speed control method of an urban rail train according to claim 1, characterized in that, If the line where the urban rail transit train travels is replaced, 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 autonomous control of the speed of the urban rail transit train, including: real-time monitoring of the line where the urban rail transit train travels; if the line where the urban rail transit train travels is replaced, the current position of the urban rail transit train is collected.

7. A speed control system for an urban rail vehicle, 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 1-6, and the speed control system of the urban rail transit train includes: a collection module for matching the corresponding first speed-distance curve based on the line where the urban rail transit train travels; a first speed-time curve module for forming the first speed-time curve based on the transformation of the first speed-distance curve; a second speed-time curve module for forming the second speed-time curve according to the first speed-time curve and the travel time; a speed-time point module for defining the corresponding speed-time point based on the second speed-time curve and the sampling node; a travel distance module for triggering the corresponding integral processing based on the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing, including: freezing the speed-time point; triggering the corresponding integral processing based on the speed-time point; real-time monitoring of the integral processing of the speed-time point, and outputting the travel distance accumulated and calculated by the second speed-time curve in the integral processing; freezing the travel distance accumulated and calculated by the second speed-time curve; comparing the travel distance accumulated and calculated by the second speed-time curve with the standard travel distance value; the travel distance neither exceeds nor is less than the standard travel distance value; The speed module is used for changing the line where the urban rail transit train travels, collecting the current position of the urban rail transit train, and matching 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, so as to realize the autonomous control of the speed of the urban rail transit train, and comprises: associating the current position of the urban rail transit train, the remaining travel time and the corresponding first speed-time curve; defining the first speed parameter based on the current position of the urban rail transit train and the remaining travel time; defining the second speed parameter based on the current position of the urban rail transit train and the corresponding first speed-time curve; and matching the speed of the urban rail transit train according to the first speed parameter and the second speed parameter, so as to realize the autonomous control of the speed of the urban rail transit train.

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