Train operation information determination method, device and system and computing equipment

Abstract

The embodiment of the invention provides a train operation information determination method, device and system and computing equipment. The method comprises the following steps: determining an association relationship between a planned running time length and a planned speed of a target train based on planned arrival time of the target train at each station on a target line; on the basis of the incidence relation, the duration difference between the actual running duration of the target train reaching the current position in the actual running process and the planned running duration is obtained; based on the time length difference and the planned arrival time of a target station which the target train does not pass through in the target line, determining the predicted arrival time of the target station; wherein the predicted arrival time is used for determining target operation information of a station passenger system to be displayed at the target station. According to the method, the determination accuracy of the train operation information can be improved.

Description

Technical Field

[0001] The embodiments of this specification relate to the field of rail transit technology, and in particular to a method, apparatus and system for determining train operation information, a computing device, a computer-readable storage medium, and a computer program product. Background Art

[0002] At present, urban rail transit is developing faster and faster. In the urban rail transit system, accurate determination of the operation information of each train is crucial.

[0003] For example, during a train's operation, it is often necessary to determine the estimated arrival time of the train at each station so that passengers on the train and those about to pass through the station can be informed of the train's operation status. In one approach, trigger locations are set along the train's route. When the train arrives at the trigger location, the corresponding pre-set arrival information is displayed.

[0004] However, the accuracy of determining this type of train operation information is low. Summary of the Invention

[0005] The embodiments of this specification provide a method for determining train operation information, which can improve the accuracy of train operation information determination. One or more embodiments of this specification also relate to a train operation information determination device, a train operation information determination system, a computing device, a computer-readable storage medium, and a computer program product.

[0006] According to one aspect of an embodiment of this specification, a method for determining train operation information is provided, the method comprising: Determining a correlation between a planned running time and a planned speed of the target train based on a planned arrival time of the target train at each station on the target route; Based on the association relationship, obtaining a time difference between an actual running time and a planned running time of the target train to reach the current position during actual running; Based on the time difference and the planned arrival time of the target station on the target line that the target train has not passed, the estimated arrival time of the target station is determined; wherein the estimated arrival time is used to determine the target operation information to be displayed in the station passenger system of the target station.

[0007] According to another aspect of the embodiments of this specification, a train operation information determination device is provided, comprising: A first determining module is configured to determine a correlation between a planned running time and a planned speed of the target train based on a planned arrival time of the target train at each station on the target line; A control module is configured to obtain, based on the association relationship, a time difference between an actual running time and a planned running time of the target train to reach a current position during actual running; The second determination module is used to determine the estimated arrival time of the target station based on the time difference and the planned arrival time of the target station that the target train has not passed in the target line; wherein the estimated arrival time is used to determine the target operation information to be displayed in the station passenger system of the target station.

[0008] According to yet another aspect of an embodiment of this specification, there is provided a train operation information determination system comprising an automatic train monitoring system, an onboard control system of a target train, and a station passenger information system of a target station on a target line; The automatic train monitoring system is used to send the planned arrival time of the target train at each station on the target line to the onboard control system; The onboard control system is used to execute the above method based on the planned arrival time, obtain the estimated arrival time of the target station, and send the estimated arrival time to the automatic train monitoring system; The automatic train monitoring system is further configured to determine target operation information based on the estimated arrival time, and send the target operation information to the station passenger information system; The station passenger information system is used to display the target operation information.

[0009] According to another aspect of the embodiments of this specification, there is provided a computing device, including: a memory and a processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the above method are implemented.

[0010] According to another aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores a computer program / instruction, and the computer program / instruction implements the steps of the above method when executed by a processor.

[0011] According to another aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction in the computer program product is executed in a processor.

[0012] In one embodiment of this specification, a correlation between the planned running time and planned speed of a target train is determined based on the planned arrival time of each station on the target route. Based on this correlation, the target train's operating status on the route it has already passed is determined, and the difference between the actual running time and the planned running time to reach the current location is determined. This is then combined with the planned arrival time of the target station to determine the estimated arrival time of the target station. This allows the impact of actual operating conditions to be fully considered in determining the estimated arrival time, ensuring a high degree of accuracy in determining the estimated arrival time. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a structural diagram of a train operation information determination system provided in one embodiment of this specification; Figure 2 This is a flow chart of a method for determining train operation information provided in one embodiment of this specification; Figure 3 This is a simplified flow chart of a method for determining operating information provided in an embodiment of this specification; Figure 4 This is a structural diagram of a train operation information determination device provided in one embodiment of this specification; Figure 5 This is a structural block diagram of a computing device provided in one embodiment of this specification. DETAILED DESCRIPTION

[0014] The following description sets forth many specific details to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0015] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a", "said" and "the" used in one or more embodiments of this specification and the appended claims are also intended to include plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more associated listed items. The term "at least one" in one or more embodiments of this specification refers to "one or more" and "a plurality" refers to "two or more". The term "including" is an open description and should be understood as "including but not limited to", and may include other content on the basis of what has been described.

[0016] It should be understood that although the terms "first," "second," and the like may be used to describe various information in one or more embodiments of this specification, such information should not be limited to these terms. These terms are merely used to distinguish information of the same type from one another. For example, without departing from the scope of one or more embodiments of this specification, "first" may also be referred to as "second," and similarly, "second" may also be referred to as "first." Depending on the context, the word "if" as used herein may be interpreted as "at the time of," "when," or "in response to determining."

[0017] With the development of rail transit technology and information technology, the requirements for accurate determination and display of train operation information in rail transit are becoming increasingly stringent. Taking urban rail transit systems (such as subway operation systems) as an example, this system can include a subway passenger information system. A subway passenger information system is a comprehensive system that integrates various information technology and multimedia devices. Through various display terminals, broadcast equipment, and communication networks in stations and trains, it disseminates train operation information, safety tips, and public media content to passengers. It also supports information broadcasting and communication in emergency situations.

[0018] For example, subway passenger information systems can display train operation information, providing information such as arrival and departure times, train numbers, and final destinations, helping passengers understand train operations. They can also broadcast public media content, including news, weather forecasts, advertisements, and live sports broadcasts, providing passengers with diverse entertainment and information channels. They can also provide safety reminders and emergency notifications. In emergencies such as fires and power outages, the system can quickly issue safety reminders and emergency notifications to guide passengers in evacuating and avoiding danger. The system also provides passenger service information, such as subway line maps, transfer guides, fare information, and first and last train times, making it easier for passengers to plan their trips and learn more about subway services.

[0019] Currently, train operation information in the entire subway passenger information system is obtained through a communication interface with the Automatic Train Supervision (ATS) system. This information primarily includes train direction, arrival time, and first and last train information. This information facilitates passenger access and scheduling. Accurate determination and display of train operation information is crucial for subway operation systems.

[0020] In a related technology, the passenger information system determines whether each train is running according to the planned operation information through the ATS system. When the train does not run according to the planned operation information, the estimated arrival time of each train at each station is recalculated, and the arrival time of the first N trains that are about to arrive at each platform at each station is sent to the passenger information system. This solution of estimating and calculating the estimated arrival time of the train through the ATS system has the problem of inaccurate calculation, which makes the arrival information obtained by the passengers inaccurate. In another related technology, the update of the arrival information is triggered by the arrival of the train at a fixed location. There is a problem that the train arrival information cannot be calculated in real time, and the estimated train arrival information is inaccurate and has poor real-time performance, which also makes the arrival information obtained by the passengers inaccurate. Therefore, there is an urgent need for a solution that can accurately predict train arrival information to ensure that the train operation information displayed to passengers is highly accurate.

[0021] The embodiments of this specification provide a method for determining train operation information, which can improve the accuracy of determining train operation information. The embodiments of this specification also relate to a train operation information determination device, a train operation information determination system, a computing device, a computer-readable storage medium, and a computer program product, each of which will be described in detail in the following embodiments. The train operation information determination method can be applied to the train operation information determination device and the computing device. The train operation information determination device and the computing device can be devices with information processing capabilities, such as a train's onboard control system.

[0022] Figure 1 This is a structural diagram of a train operation information determination system provided in an embodiment of this specification. The system can be a rail transit system. In this embodiment of the specification, the system is taken as a subway operation system as an example. Optionally, the system can also be a ground railway rail transit system. Figure 1 As shown, the system may include an automatic train monitoring (ATS) system 101, an onboard control system 102 of a target train, and a station passenger information system 103 of a target station on a target line. Both the onboard control system 102 and the station passenger information system 103 may be communicatively connected to the ATS system 101. In some embodiments, the onboard control system 102 and the station passenger information system 103 may also be communicatively connected.

[0023] A rail transit system is generally provided with a plurality of operating lines, each of which is provided with a plurality of stations and a plurality of trains. Each station is provided with a corresponding station passenger information system 103, and each train has a corresponding onboard control system 102. The ATS system 101 can monitor the operating conditions of all trains running on one or more lines. In the embodiments of this specification, the monitoring of the operating conditions of all trains on the target line by the ATS system 101 is taken as an example, and the station passenger information system 103 of the target station on the target line and the onboard control system 102 of the running target train are used as examples for explanation. For other stations and other trains, reference can be made to the relevant introductions to the target station and the target train.

[0024] In the embodiments of this specification, the ATS system 101 manages the daily operation plan for each train. The operation plan can be manually formulated by staff, or can be automatically formulated by the ATS system according to set rules. For example, the planned operation information of each train can be obtained every day, and the planned operation information can be an operation plan diagram. The planned operation information can include the planned arrival time of each train at each station on its operating route, and can also include the setting of the planned operation characteristics of each train. The planned operation characteristics can include at least one of the basic operating speed, maximum operating speed, operating time, service type, stop mode, and operating time of the train. The planned operation information can also include the train's departure time, depot time, exit time, time to arrive at the main line, number of runs, etc.

[0025] The onboard control system 102 of the target train can control the target train's operation based on the target train's planned operation information, and ensure that the target train's actual operation is as close to the planned operation information as possible. The station passenger information system 103 of the target station can display the operation information of the target train that has not yet passed the station, such as the train's identification information, running direction information, expected arrival time information, expected departure time information, etc. Optionally, the station passenger information system 103 can only display the operation information of trains that are about to arrive at the target station or are located at the target station, or only display the operation information of trains with less than the target number of stations between the current location and the target station. The operation information of the target train will only be displayed on the station passenger information system 103 of the target station when the target train meets this condition. In the embodiments of this specification, the target station is taken as the next station to be arrived at by the target train as an example. Alternatively, the target station can also be the next two, three, or more stations to be arrived at by the target train, which is not limited here.

[0026] In an embodiment of the present specification, the onboard control system 102 or the ATS system 101 of the target train can determine the train operation information to be displayed on the station passenger information system 103 based on the planned operation information and actual operation status of the target train. For example, the ATS system 101 can send the planned arrival time of the target train at each station on the target line to the onboard control system 102. The onboard control system 102 predicts the estimated arrival time of the target train at the target station based on the planned arrival time and sends the determined estimated arrival time to the ATS system 101. The ATS system 101 further determines a more accurate estimated arrival time based on the received estimated arrival time and can also determine other operation information to obtain the target operation information to be displayed on the station passenger information system 103. The target operation information includes at least the final estimated arrival time of the target train at the next station. The ATS system 101 sends the target operation information to the station passenger information system 103, and the station passenger information system 103 can then display the target operation information.

[0027] In one example, the target train may be an autonomous train equipped with an onboard Automatic Train Operation (ATO) system capable of acquiring arrival and departure information. The target train may also have an onboard passenger information system that displays the target train's operational information to passengers on the train. For example, the ATO system may transmit arrival and departure information to a Train Control and Management System (TCMS), which in turn transmits the arrival and departure information to the onboard passenger information system for display.

[0028] Figure 2 This is a flow chart of a method for determining train operation information provided in an embodiment of this specification. This method can be applied to Figure 1 The onboard control system of the target train. Figure 2 As shown, the train operation information determination method includes the following steps 202 to 206.

[0029] Step 202: Based on the planned arrival time of the target train at each station on the target line, determine the correlation between the planned running time and the planned speed of the target train.

[0030] In the present exemplary embodiment, a target train traveling on a target line is taken as an example. The onboard control system of the target train can obtain a predetermined planned arrival time of the target train at each station on the target line, such as can be obtained from the ATS system. Based on this planned arrival time, the onboard control system can plan the operation information of the target train during its operation so that the planned operation process meets the planned arrival time of each station. For example, the relationship between the planned running time and the planned speed of the target train is planned. This relationship can indicate the planned speed corresponding to the running time when the running time reaches different planned running times. Based on this relationship, the planned running time of the target train at multiple locations on the target line and the planned speed of the target train at each moment during its operation on the target line can be known. The multiple locations can include a set station, or can include multiple locations separated by a set distance in the line, or can be multiple random locations in the line, or can be multiple locations evenly distributed between adjacent stations.

[0031] This association relationship can be represented by a curve. For example, the on-board control system can plan a planned operation curve, which can reflect the planned running time of the target train to reach multiple locations on the target line, as well as the planned speed of the target train at each moment during its operation. For example, the curve can be a speed change curve at each moment, and each moment can also correspond to each location on the target line. In this way, the curve can also reflect the planned running time of the target train to each location on the target line. Optionally, the association relationship can also be represented by other forms of data, such as using a table, which can include information on multiple planned running times and corresponding planned speeds.

[0032] In some embodiments, after the ATS system starts working every day, it can load the daily operation plan diagram to determine the operation plan of all trains for that day. The ATS system issues fully automatic train departure commands to the depot according to the train operation plan. The train is powered on and fully automatically dispatched according to the departure command. The train is operated out of the depot, out of the depot, and onto the main line according to the operation plan. The ATS system also performs preliminary screening of train arrival information based on the planned arrival information of the train in the operation plan diagram, obtains the planned arrival time of each train at each station on its operating route, and sends the planned arrival time information to the on-board control system of the corresponding train, so that the on-board control system of the target train can obtain the planned arrival time of each station on the target route.

[0033] Optionally, the ATS system can also filter the planned operating characteristics of each train based on the operation plan diagram and transmit them to the onboard control system of the target train. The onboard control system then plans the operation information based on the planned operating characteristics and the planned arrival times at each station, thereby determining the correlation between the planned operating duration and the planned speed of the target train. The planned operating characteristics can correspond to the train's planned operating level, such as indicating basic data such as the train's set speed and operating duration. Optionally, information such as the train's service type, stop pattern, and operating hours can also be indicated.

[0034] In some embodiments, the onboard control system may also obtain the target train's permitted operating range and the target line's speed limit information, and plan the target train's operating information based on the aforementioned information and in combination with this information. The speed limit information may be pre-set. The permitted operating range includes a section of the line that the target train has not yet arrived at, and within which the target train can operate safely. In this embodiment, step 202 accordingly includes: determining the correlation between the target train's planned operating time and the planned speed based on the target train's planned arrival time at each station on the target line, the target train's planned operating characteristics, the target train's permitted operating range, and the target line's speed limit information.

[0035] For example, the permitted operating range can be periodically sent by the ground area controller system to the onboard control system based on the operating conditions of each train, and the permitted operating range can be included in the mobile authorization information sent by the ground area controller system. Since the permitted operating range is periodically received by the onboard control system, and each permitted operating range is only part of the target line, the onboard control system needs to periodically plan the operating information of each part of the target line based on the received permitted operating range, and then control the operation of the target train based on the latest planned subsequent line operating information. In this way, the operation information can be planned in real time based on a shorter operable range, ensuring that the operation process can be more consistent with the planned information and more in line with the actual traffic conditions, thereby ensuring operational safety.

[0036] In one approach, an initial relationship between the target train's planned operating time and planned speed can be mapped based on the target train's planned arrival time at each station on the target line and the planned operating characteristics. This initial relationship is then adjusted based on the target train's permitted operating range and the target line's speed limit information to yield a final correlation between the planned operating time and planned speed. For example, the range of planned operating time values in the initial relationship can be truncated based on the permitted operating range; and based on the speed limit information, any planned speeds in the initial relationship that exceed the speed limit information can be reset to the maximum permitted speed.

[0037] The target route may include multiple route segments. Accordingly, step 202 may include: for each route segment in the target route, based on the target train's planned arrival time at each station on the route segment, determining a sub-association between the target train's planned running time and planned speed within the route segment. In the embodiments of this specification, the sub-association determined for any route segment is referred to as the sub-association corresponding to the route segment. Based on the sub-association corresponding to each route segment, the planned running time for the target train to arrive at each location within the route segment, as well as the planned speed of the target train at each time during its operation on each route segment, can be obtained.

[0038] For example, the multiple line segments can be determined by the permitted operating range periodically sent by the ground area controller system, and accordingly, the sub-association relationship corresponding to each line segment can also be periodically determined. In this case, after receiving a new permitted operating range, the on-board control system plans the operating information for the corresponding line segment thereafter, and obtains the sub-association relationship between the planned operating time and the planned speed of the target train in the line segment. For another example, the multiple line segments can also be pre-divided for the target line before the target train runs. In this case, the on-board control system can plan the operating information for each line segment at the beginning of the operation, or it can plan the operating information of the line segment when it is about to reach any line segment, such as planning the operating information in the next line segment during the operation in the previous line segment. The method for determining the sub-association relationship can be the same as the method for determining the association relationship mentioned above, and will not be repeated here.

[0039] Step 204: Based on the association relationship, the time difference between the actual running time and the planned running time of the target train to reach the current position during the actual running process is obtained.

[0040] After planning the operating information for the target route in step 202, the onboard control system of the target train can control the target train's operation based on this operating information (e.g., based on the determined association). For example, the planned speed at each moment can be determined based on this association, and the target train's operation can be controlled based on the corresponding planned speed at each moment to ensure that the target train's operation closely matches the planned operating information. If the target route includes multiple segments, the onboard control system can control the target train's operation on each segment based on the planned speed at each moment. For example, the onboard control system can determine the traction force that should be applied to the target train to achieve the planned speed based on the planned speed at each moment, and then control the target train's power components to generate the corresponding traction force, thereby controlling the target train to operate at the planned speed.

[0041] Due to the influence of the specific conditions of the line or the influence of the control error on the train, even if the train operation is controlled according to the planned speed, the actual operation process of the train will be different from the planned operation process. In the embodiment of this specification, the on-board control system can also determine the actual operation information of the target train during the actual operation of the target train. The actual operation information includes the correlation between the actual operation time and the actual speed, such as an actual operation curve can be generated to represent the actual operation information. The actual operation information may include the actual speed at each operation moment and the actual operation time at each location. Based on the actual operation information, the actual operation time of the target train arriving at each location is determined, and the actual operation time is compared with the planned operation time to obtain the time difference of the operation time, so that the time of arrival at the subsequent station can be more accurately predicted based on the time difference.

[0042] In the case where the target line includes multiple line segments, in step 204, based on the association relationship, the difference between the actual running time and the planned running time of the target train to reach the current position during the actual operation process can be obtained, which can include: based on the sub-association relationship corresponding to each line segment passed by the target train during the actual operation process, obtaining the sub-time difference between the overall running time and the planned running time of each line segment; accumulating the sub-time difference of the target train on each line segment passed by the target line, and obtaining the difference between the actual running time and the planned running time of the target train to reach the current position (that is, from the initial position on the target line to the current position). This time difference is also the planned operation curve obtained by the above planning Compared with the actual operation curve After each target train passes through a line segment, the entire line segment that has been passed is updated, and the sub-time difference corresponding to the new line segment can be obtained accordingly to obtain the new time difference.

[0043] During the operation of the target train, the onboard control system can compare, in real time, the actual running time from the initial position of the line segment to the current position of the current line segment with the planned running time corresponding to the current position. After the operation of the line segment is completed, the sub-time difference between the overall running time of the line segment and the planned running time can be obtained. For example, the sub-time difference is the time difference between the overall running time and the planned running time. The onboard control system can record the sub-time differences corresponding to each line segment that has been completely passed, accumulate these sub-time differences, and determine the sum of these sub-time differences (i.e., the cumulative time difference). The resulting cumulative time difference is determined as the time difference between the actual running time and the planned running time of the target train to reach the current position.

[0044] For example, a target route includes four segments, each of which has a planned run time of 5 minutes. The target train has just completed the first three segments, and the actual run times for these segments are 6 minutes, 4 minutes, and 4 minutes, respectively. The onboard control system can determine that the sub-time differences corresponding to the first segment are 1 minute, -1 minute, and -1 minute, and that the difference between the actual run time and the planned run time for the target train to reach its current location is 1 + (-1) + (-1) = -1 minute.

[0045] If the current position is within a line segment that has not yet been fully completed, the onboard control system can also determine the actual running time taken by the target train to travel from its initial position within the line segment to the current position, and the additional time difference between the planned running time corresponding to the current position. This additional time difference can be used as a sub-time difference corresponding to the current line segment. This sub-time difference is updated as the target train runs until the line segment is completed, at which point the update stops and the sub-time difference can be recorded. This additional time difference is then added to the aforementioned accumulated time difference to obtain the time difference between the actual running time taken by the target train to reach its current position from its initial position on the target line and the planned running time.

[0046] Continuing with the previous example, if the target train is currently running at the middle of the fourth line segment, where the planned run time for this middle position in the fourth line segment is 2.5 minutes, and the target train has actually been running for 3 minutes by the time it reaches the current position, then the sub-time difference corresponding to the fourth line segment can be determined to be 0.5 minutes. Adding this sub-time difference to the accumulated time difference of the previous three line segments, the difference between the actual run time and the planned run time for the target train to reach the current position is -0.5 minutes.

[0047] In some embodiments, the vehicle control system may also directly compare the actual running time from the initial position of the target route to the current position with the planned running time to obtain the corresponding time difference, without accumulating the sub-time differences of each route segment.

[0048] In the embodiments of this specification, the onboard control system can adaptively control the target train based on the actual operating conditions during this operation, so as to ensure that the actual operating conditions are more closely aligned with the planned operating curve obtained by planning. For example, the onboard control system can perform subsequent train control based on the difference between the planned speed and the actual speed at each moment during the operation. Accordingly, the train operation information determination method provided in the embodiments of this specification also includes: obtaining the speed difference between the planned speed and the actual speed at each operating moment during the operation of the target train; and controlling the operation of the target train based on the speed difference at each operating moment that the target train has experienced during the current operation.

[0049] The onboard control system can control the target train's operation at each operating moment during each run of the target train according to the corresponding planned speed and obtain the target train's actual speed. Since each operating moment corresponds to a location on the target line, this is equivalent to obtaining the target train's actual speed at each location on the target line. If the target train is equipped with a speed detection device, the target train's actual speed can be detected by the speed detection device. The onboard control system can also determine the speed difference between the planned speed and the actual speed at each operating moment, such as the difference between the planned speed and the actual speed. The onboard control system can also record the speed differences experienced at each operating moment during the current run. When controlling the target train's operation at each operating moment, the speed differences at previous operating moments are not only based on the planned speed at that operating moment, but also on the speed differences at previous operating moments. This allows actual operating conditions to be taken into account during train operation control. For example, if the speed differences at previous operating moments indicate that the actual speed was mostly higher than the planned speed, the target train's actual speed can be controlled to be lower than the planned speed at the next operating moment, ensuring that the overall actual operating curve closely matches the planned operating curve.

[0050] In some embodiments, the onboard control system can determine control information for the target train based on the planned operating information, such as information indicating traction or braking of the target train, and then control the target train based on the control information. Accordingly, the above-mentioned control of the target train operation based on the speed difference at each operating moment during the current operation of the target train can include: determining the control information for the target train based on the speed difference at each operating moment during the current operation of the target train; wherein the control information includes traction information or braking information; based on the control information, controlling the target train to accelerate, decelerate, or maintain the current speed. For example, the traction information in the control information can be engine power information, and the braking information can be brake power information.

[0051] A positive speed difference indicates that the actual speed is slower than the planned speed, while a negative speed difference indicates that the actual speed is faster than the planned speed. In one approach, if the speed difference is positive and greater than a set speed threshold, the control information for the target train is determined to be traction information, and the target train is controlled to accelerate accordingly. If the speed difference is negative and its absolute value is greater than the set speed threshold, the control information for the target train is determined to be braking information, and the target train is controlled to decelerate accordingly. If the absolute value of the speed difference is less than or equal to the speed threshold, the target train can be controlled to maintain its current speed.

[0052] In one approach, the train's speed differences at each operating moment and the train's control information can satisfy a set target relationship. The onboard control system can then calculate the corresponding control information based on this target relationship. For example, this target relationship can satisfy a fully automatic fuzzy adaptive PID (Proportional-Integral-Differentiation) control algorithm, which includes proportional, integral, and differential control terms.

[0053] If the target relationship is ,in Indicates the traction or braking output signal control amount for the target train; represents the error signal control quantity, , which is the difference between the planned speed and the actual speed of the target train in the time dimension. Represents the fuzzy adaptive proportional control term (also known as the proportional control parameter), which establishes the proportional control signal between the target train's actual speed and the planned speed. When the target train's actual speed is lower than the planned speed, the proportional control term increases the target train's traction force; when the target train's actual speed is higher than the planned speed, the proportional control term increases the target train's braking force. represents the fuzzy adaptive integral control term, which establishes the cumulative error control signal for the target train over time. As the time it takes for the target train to reach the planned speed increases, the integral control term increases until the planned speed is reached, at which point it gradually decreases. It represents the fuzzy adaptive trend control item (also known as the differential control item), which provides reverse control to make the speed change of the target train smoother through the speed change trend. Indicates the train status indication item. By detecting and analyzing the running status of the target train, such as normal, idling, slipping, etc., the speed change trend of the target train is controlled.

[0054] Accordingly, the above-mentioned determination of the control information for the target train based on the speed difference at each running moment experienced during the current operation of the target train may include: adjusting the proportional control parameter based on the difference between the current actual speed of the target train and the planned speed; adjusting the integral control parameter based on the speed difference at each running moment experienced during the current operation of the target train; adjusting the trend control parameter based on the current speed change trend of the target train; and determining the control information for the target train based on the adjusted proportional control parameter, integral control parameter and trend control parameter, as well as the operating status of the target train.

[0055] The vehicle control system can continuously determine the difference between the current actual speed and the planned speed, that is, , adjust the proportional control parameter based on the obtained difference. If the difference is large, the proportional control parameter can be made larger. The vehicle control system is based on the current running time and the previous running time , that is, the speed difference of each running moment that has been experienced during the current operation, adjust the integral control parameter. For example, the integral control parameter can be adjusted based on the cumulative information of the speed difference at each running moment. When the cumulative information is within a certain range, the integral control parameter can increase as the cumulative information increases, and decrease as the cumulative information decreases. When the cumulative information is outside the range, the integral control parameter can be reduced. The on-board control system can compare the actual speed and planned speed of the target train at each moment, and based on this, determine the current speed change trend of the target train, that is, whether the target train should be accelerated or decelerated at present, and adjust the trend control parameter based on the obtained speed change trend. For example, when the speed change rate indicated by the speed change trend is faster, the trend control parameter is increased; when the speed change rate indicated by the speed change trend is slower, the trend control parameter is reduced. And then based on the current running moment , the previous running time , the adjusted control parameters and the aforementioned target relationship, and calculate the control information of the target train.

[0056] Step 206: Determine an estimated arrival time at the target station based on the time difference and the planned arrival time of the target station on the target line that the target train has not passed through; wherein the estimated arrival time is used to determine target operation information to be displayed in the station passenger system of the target station.

[0057] The vehicle control system determines the difference between the actual running time and the planned running time of the target train during the actual running process (e.g. ), the estimated arrival time of subsequent stations (such as the target station) can be predicted based on the duration difference.

[0058] In a first embodiment, the onboard control system can calculate the scheduled arrival time of the target station that the target train has not passed. The cumulative duration difference is based on , get the estimated arrival time of the target station .

[0059] In the second embodiment, when the above-mentioned duration differences are different, the on-board control system adopts different methods to determine the estimated arrival time of the target station. For example, the newly determined estimated arrival time and the planned arrival time can be integrated to obtain the final estimated arrival time. When the duration difference is greater than the target difference value, the duration difference is accumulated on the basis of the planned arrival time of the target station that the target train has not passed through to obtain the estimated arrival time of the target station; when the duration difference is less than or equal to the target difference value, the planned arrival time of the target station that the target train has not passed through is determined as the estimated arrival time of the target station. For example, whether the duration difference is greater than the target difference value can refer to whether the absolute value representing the duration difference is greater than the target difference value. For example, the target difference value can be one minute, or it can also be 30 seconds or other values. That is, when and If the difference is more than one minute, the new estimated arrival time is used. As the final estimated time of arrival, otherwise the planned time is used as the final estimated time of arrival.

[0060] In an embodiment of this specification, the vehicle-mounted control system may execute the second embodiment described above to fuse the newly determined estimated arrival time with the planned arrival time, or the vehicle-mounted control system may execute the first embodiment described above, and then the ATS system performs the fusion to obtain target operation information for output, and the target operation information at least includes the estimated arrival time of the target site. For example, the vehicle-mounted control system adopts the first embodiment to accumulate the above-obtained time difference on the basis of the planned arrival time of the target site to obtain the estimated arrival time of the target site, and then sends the determined estimated arrival time to the ATS system. The ATS system is used to: when the time difference between the received estimated arrival time and the planned arrival time of the target site is greater than the target difference value, determine the received estimated arrival time as the estimated arrival time of the target site in the target operation information; when the time difference is less than or equal to the target difference value, determine the planned arrival time of the target site as the estimated arrival time of the target site in the target operation information. That is, the ATS system determines the planned arrival time of the target site in the operation plan diagram. Estimated time of arrival received The difference between and If the difference is greater than the target value (e.g. one minute), the new estimated arrival time is used. As output information, otherwise the planned time is used as output information.

[0061] In the embodiment of this specification, after determining the estimated arrival time of the target station in step 206, the on-board control system of the target train can also send the estimated arrival time of the target station to the automatic train monitoring ATS system, so that the ATS system can determine the target operation information of the target station based on the estimated arrival time, and send the target operation information to the station passenger information system of the target station for display. If the ATS system adopts the aforementioned fusion method, it determines the estimated arrival time of the target station that should be included in the target operation information, and then sends the estimated arrival time to the station passenger information system of the target station for display. Optionally, the ATS system can also directly use the estimated arrival time of the target station received from the on-board control system of the target train as the estimated arrival time in the target operation information, and then send it to the station passenger information system of the target station for display.

[0062] Figure 3 This is a simplified flow chart of a method for determining operation information provided in an embodiment of this specification. Figure 3 The introduction can be combined with the above Figure 2 For reference, see the introduction of Figure 3 As shown, the ATS system can load the daily operation plan diagram after starting work every day to determine the operation plan of all trains on that day. The ATS system issues fully automatic train departure commands to the depot according to the train operation plan. The train is powered on and automatically dispatched according to the departure command. The train runs out of the depot, out of the depot, and onto the main line according to the plan. The ATS system performs preliminary screening of the train arrival information based on the train arrival information in the operation plan diagram and obtains the planned arrival time of the train at each platform. and planned operating levels and send this information to the train. Indicates the planned operation characteristics of the train. During the train operation, the onboard control system uses the movement authorization information input by the ground area controller system (indicating the aforementioned permitted operation range) and the planned arrival time at the subsequent platform input by the ATS system. and planned operating levels Information, as well as the speed limit information of the line, to plan the planned operation curve of the train , the curve can meet the planned arrival time and planned operating levels The ideal curve.

[0063] The vehicle control system operates according to the plan curve , and the target relationship corresponding to the established train automatic fuzzy adaptive PID control algorithm , to control the train to follow the planned running curve as much as possible Run and obtain the actual running curve of the train in real time The corresponding mobile authorization information determined by the cycle and Calculate the cumulative time difference between the actual running time and the planned running time during each cycle , and then calculate the estimated arrival time of the train at the next platform (such as the target station) After that, the vehicle control system sends the estimated arrival time to the ATS system through the interface.

[0064] ATS system establishes planned time and the new estimated time of arrival The fusion solution combines the initial screening information of the planned arrival station with the information obtained by the real-time calculation of the train to determine the operation information of the train arriving at the next station. and If the difference is more than one minute, the new estimated arrival time is used. As output information, otherwise the planned time is used As output information, the ATS system then outputs the estimated arrival time of the train at the next platform to the station passenger information system for display and output by the passenger information system.

[0065] The onboard automated driving (ATO) system can also transmit train arrival and departure information (such as upcoming arrivals, arrivals, departures, and upcoming arrivals) to the onboard control and management system (TCMS) by acquiring the relationship between the train's current operating position and the train's platform location. The onboard control system can then output this information to the onboard passenger information system for display and output. Both the station passenger information system and the onboard passenger information system can display and broadcast information based on this acquired information to provide passenger information services.

[0066] The embodiments of this specification provide a train operation status monitoring and information display solution that integrates multiple information sources (such as planned operation information and real-time operation information). First, the ATS system obtains the train operation plan from the daily train operation plan to determine the train's planned arrival information and performs preliminary screening and application of this information. Second, the system calculates the train's estimated arrival time at the upcoming platform based on the real-time operation status and information of the train on the line, combined with the train's planned operation curve, thereby improving the accuracy of the train's arrival time calculation. Finally, by integrating the planned arrival time of the station with the determined estimated arrival information, the integrated train's estimated arrival information is calculated and transmitted to the station passenger information system via the ATS system. Furthermore, the train's onboard control system can transmit train operation information (such as upcoming station information, estimated arrival time, arrival and departure information, etc.) to the onboard passenger information system. In this way, by integrating the train operation plan and the real-time operation status and information of the train, the operation information of the train arriving at the scheduled platform can be optimized, which can ensure that the confirmed operation information is relatively accurate, solve the problem of poor passenger experience caused by inaccurate train arrival information in the station passenger information system and the on-board passenger information system, and improve the passenger experience.

[0067] In summary, in the train operation information determination method provided in the embodiments of this specification, the relationship between the planned running time and the planned speed of the target train is determined based on the planned arrival time of each station on the target line. Based on this relationship, the operation status of the target train on the line it has passed can be obtained, and the difference between the actual running time and the planned running time to reach the current position can be determined. Then, combined with the planned arrival time of the target station in the future, the estimated arrival time of the target station can be determined. In this way, the impact of the actual operation status can be fully considered in the process of determining the estimated arrival time, which can ensure that the determination of the estimated arrival time is highly accurate.

[0068] Corresponding to the above-mentioned train operation information determination method embodiment, this specification also provides a train operation information determination device embodiment, Figure 4 This is a schematic diagram of the structure of a train operation information determination device provided in one embodiment of this specification. Figure 4 As shown, the train operation information determination device includes: A first determining module 402 is configured to determine a correlation between a planned running time and a planned speed of a target train based on a planned arrival time of the target train at each station on a target line; The control module 404 is configured to obtain, based on the association relationship, a time difference between an actual running time and a planned running time of the target train to reach the current position during actual running; The second determination module 406 is used to determine the estimated arrival time of the target station based on the time difference and the planned arrival time of the target station that the target train has not passed in the target line; wherein the estimated arrival time is used to determine the target operation information to be displayed in the station passenger system of the target station.

[0069] Optionally, the target route includes multiple route segments; the first determining module 402 is configured to: for each route segment in the target route, determine a sub-correlation between a planned running time and a planned speed of the target train in the route segment based on the planned arrival time of the target train at each station on the route segment; The control module 404 is used to: Based on the sub-association relationships corresponding to each line segment that the target train has passed through during actual operation, the sub-duration difference between the overall running time of each line segment and the planned running time is obtained; The sub-time differences of the target train on the target line on each line segment that has been passed are accumulated to obtain the time difference between the actual running time and the planned running time of the target train to reach the current position.

[0070] Optionally, the control module 404 includes: An acquisition submodule is used to obtain the speed difference between the planned speed and the actual speed at each running moment during the running process of the target train; The control submodule is used to control the operation of the target train based on the speed difference of each running moment experienced by the target train during its current operation.

[0071] Optionally, the control submodule is used to: Determining control information for the target train based on speed differences at various running moments experienced by the target train during its current running process; wherein the control information includes traction information or braking information; Based on the control information, the target train is controlled to accelerate, decelerate or maintain the current speed.

[0072] Optionally, the control submodule is used to: Adjusting proportional control parameters based on the difference between the target train's current actual speed and planned speed; Adjusting the integral control parameters based on the speed difference of each running moment experienced by the target train during its current running process; Adjust trend control parameters based on the current speed change trend of the target train; Control information for the target train is determined based on the adjusted proportional control parameter, integral control parameter, and trend control parameter, as well as the operating status of the target train.

[0073] Optionally, the first determining module 402 is configured to: Based on the planned arrival time of the target train at each station on the target line, the planned operating characteristics of the target train, the permitted operating range for the target train, and the speed limit information of the target line, the correlation between the planned operating time and the planned speed of the target train is determined.

[0074] Optionally, the second determining module 406 is configured to: If the difference information is greater than the target difference value, the time difference is accumulated based on the planned arrival time of the target station that the target train has not passed through to obtain the estimated arrival time of the target station; When the duration difference is less than or equal to the target difference value, the planned arrival time of the target station that the target train has not passed through is determined as the estimated arrival time of the target station.

[0075] Optionally, the train operation information determination device is applied to an onboard control system of a target train, and the train operation information determination device further includes: The sending module is used to send target operation information to the station passenger information system and the onboard passenger information system, so that the station passenger information system and the onboard passenger information system can display the target operation information.

[0076] In summary, in the train operation information determination device provided in the embodiments of this specification, the first determination module determines the relationship between the planned running time and the planned speed of the target train based on the planned arrival time of each station on the target line. Based on this relationship, the operation status of the target train on the line it has passed can be obtained, and the difference between the actual running time and the planned running time to reach the current position can be determined. Then, the second determination module determines the estimated arrival time of the target station based on the planned arrival time of the target station. In this way, the impact of the actual operation status can be fully considered in the process of determining the estimated arrival time, which can ensure that the determination of the estimated arrival time is highly accurate.

[0077] The various embodiments in this specification are described in a progressive manner. Similar portions between the various embodiments can be referenced to each other. Each embodiment focuses on the differences from the other embodiments. Regarding the train operation information determination device, since it is generally similar to the train operation information determination method embodiment, the description is relatively simple. For relevant portions, refer to the description of the train operation information determination method embodiment.

[0078] Figure 5 5 is a block diagram of a computing device according to an embodiment of the present disclosure. Components of the computing device 500 include, but are not limited to, a memory 510 and a processor 520. The processor 520 is connected to the memory 510 via a bus 530, and a database 550 is used to store data.

[0079] The computing device 500 also includes an access device 540 that enables the computing device 500 to communicate via one or more networks 560. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a personal area network (PAN), or a combination of communication networks such as the Internet. The access device 540 may include one or more of any type of network interface (e.g., a network interface card (NIC)) whether wired or wireless, such as an IEEE 802.11 wireless local area network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a universal serial bus (USB) interface, a cellular network interface, a Bluetooth interface, or a near field communication (NFC) interface.

[0080] In one embodiment of the present specification, the above components of the computing device 500 and Figure 5 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 5 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0081] Computing device 500 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, personal digital assistant, laptop computer, notebook computer, netbook computer, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.), or other types of mobile devices, or a stationary computing device such as a desktop computer or personal computer (PC). Computing device 500 can also be a mobile or stationary server.

[0082] The processor 520 is used to execute computer programs / instructions, which, when executed by the processor, implement the above Figure 2 or Figure 3 The method shown.

[0083] As for the computing device embodiment, since it is basically similar to the above-mentioned method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0084] One embodiment of this specification also provides a computer-readable storage medium storing computer instructions that, when executed by a processor, implement the steps of the above-described image processing method. The computer instructions include computer program code, which may be in source code form, object code form, an executable file, or some intermediate form. The computer-readable storage medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a removable hard drive, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electric carrier signal, a telecommunications signal, and a software distribution medium. It should be noted that the content of the computer-readable storage medium may be appropriately increased or decreased based on the requirements of legislation and patent practice within a jurisdiction. For example, in some jurisdictions, based on legislation and patent practice, computer-readable storage media do not include electric carrier signals and telecommunications signals.

[0085] One embodiment of the present specification further provides a computer program product, comprising a computer program / instruction, which implements the steps of the above method when the computer program / instruction is executed in a processor.

[0086] As for the computer-readable storage medium embodiment and the computer program product embodiment, since they are basically similar to the above-mentioned method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0087] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0088] It should be noted that the above description is of a specific embodiment of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps described in the claims can be performed in an order different from that in the embodiments and still achieve the desired results. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multi-tasking and parallel processing are also possible or may be advantageous. Secondly, those skilled in the art should also be aware that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0089] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0090] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations are possible based on the content of the embodiments described herein. These embodiments are selected and described in detail in this specification to better explain the principles and practical applications of the embodiments, thereby enabling those skilled in the art to better understand and utilize this specification.

Claims

1. A method for determining train operation information, characterized in that: The method comprises: Determining a correlation between a planned running time and a planned speed of the target train based on a planned arrival time of the target train at each station on the target route; Based on the association relationship, obtaining a time difference between an actual running time and a planned running time of the target train to reach the current position during actual running; Based on the time difference and the planned arrival time of the target station on the target line that the target train has not passed, the estimated arrival time of the target station is determined; wherein the estimated arrival time is used to determine the target operation information to be displayed in the station passenger system of the target station.

2. The method according to claim 1, characterized in that The target line includes a plurality of line segments; and determining the correlation between the planned running time and the planned speed of the target train based on the planned arrival time of the target train at each station on the target line includes: For each line segment of the target line, determining a sub-correlation between a planned running time and a planned speed of the target train in the line segment based on a planned arrival time of the target train at each station on the line segment; The obtaining, based on the association relationship, a time difference between an actual running time and a planned running time of the target train to reach the current position during actual running, includes: Based on the sub-association relationships corresponding to the line segments that the target train has passed through during actual operation, obtaining the sub-duration differences between the overall running time of each line segment and the planned running time; The sub-time differences of the target train on each line segment passed by the target line are accumulated to obtain the time difference between the actual running time and the planned running time of the target train to reach the current position.

3. The method according to claim 1 or 2, characterized in that Also includes: At each running moment during the running of the target train, obtaining a speed difference between a planned speed and an actual speed at each running moment; The operation of the target train is controlled based on the speed difference of each operating moment experienced by the target train during its current operation.

4. The method according to claim 3, characterized in that The controlling the operation of the target train based on the speed difference at each operating moment experienced during the current operation of the target train includes: Determining control information for the target train based on speed differences at various running moments experienced by the target train during its current running process; wherein the control information includes traction information or braking information; Based on the control information, the target train is controlled to accelerate, decelerate, or maintain the current speed.

5. The method according to claim 4, characterized in that The determining of control information for the target train based on the speed difference at each running moment experienced during the current running process of the target train includes: adjusting a proportional control parameter based on a difference between a current actual speed and a planned speed of the target train; adjusting an integral control parameter based on a speed difference at each running moment experienced by the target train during its current running process; adjusting a trend control parameter based on a current speed change trend of the target train; Control information for the target train is determined based on the adjusted proportional control parameter, the integral control parameter, and the trend control parameter, as well as the operating status of the target train.

6. The method according to claim 1, 2, 4 or 5, characterized in that The determining, based on the planned arrival time of the target train at each station on the target line, a correlation between the planned running time and the planned speed of the target train includes: Based on the planned arrival time of the target train at each station on the target line, the planned operating characteristics of the target train, the permitted operating range of the target train, and the speed limit information of the target line, the correlation between the planned operating time and the planned speed of the target train is determined.

7. The method according to claim 1, 2, 4 or 5, characterized in that The determining, based on the time difference and the planned arrival time of the target station on the target route that the target train has not passed, the estimated arrival time of the target station includes: Accumulating the time difference based on the planned arrival time of the target station that the target train has not passed, to obtain the estimated arrival time of the target station; or, When the difference information is greater than the target difference value, the duration difference is accumulated based on the planned arrival time of the target station that the target train has not passed through to obtain the estimated arrival time of the target station; when the duration difference is less than or equal to the target difference value, the planned arrival time of the target station that the target train has not passed through is determined as the estimated arrival time of the target station.

8. The method according to claim 1, 2, 4 or 5, characterized in that The method is applied to an onboard control system of a target train, and further includes: The estimated arrival time of the target station is sent to the train automatic monitoring system, so that the train automatic monitoring system can determine the target operation information of the target station based on the estimated arrival time, and send the target operation information to the station passenger information system of the target station for display.

9. A train operation information determination device, characterized in that: include: A first determining module is configured to determine a correlation between a planned running time and a planned speed of the target train based on a planned arrival time of the target train at each station on the target line; A control module is configured to obtain, based on the association relationship, a time difference between an actual running time and a planned running time of the target train to reach a current position during actual running; The second determination module is used to determine the estimated arrival time of the target station based on the time difference and the planned arrival time of the target station that the target train has not passed in the target line; wherein the estimated arrival time is used to determine the target operation information to be displayed in the station passenger system of the target station.

10. A train operation information determination system, characterized in that: It includes an automatic train monitoring system, an onboard control system of the target train, and a station passenger information system at the target station on the target line; The automatic train monitoring system is used to send the planned arrival time of the target train at each station on the target line to the onboard control system; The onboard control system is configured to execute the method according to any one of claims 1 to 8 based on the planned arrival time, obtain the estimated arrival time of the target station, and send the estimated arrival time to the automatic train monitoring system; The automatic train monitoring system is further configured to determine target operation information based on the estimated arrival time, and send the target operation information to the station passenger information system; The station passenger information system is used to display the target operation information.

11. The train operation information determination system according to claim 10, characterized in that: The vehicle-mounted control system is used to accumulate the time difference based on the planned arrival time of the target site to obtain the estimated arrival time of the target site; The automatic train monitoring system is configured to: determine the received estimated arrival time as the estimated arrival time of the target station in the target operation information when the time difference between the received estimated arrival time and the planned arrival time of the target station is greater than a target difference value; In a case where the time difference is less than or equal to the target difference value, the planned arrival time of the target site is determined as the estimated arrival time of the target site in the target operation information.

12. A computing device, characterized in that include: memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer program / instructions are executed by the processor, the method according to any one of claims 1 to 8 is implemented.

13. A computer-readable storage medium, characterized in that A computer program / instruction is stored, and when the computer program / instruction is executed by a processor, the method according to any one of claims 1 to 8 is implemented.

14. A computer program product, characterized in that The method comprises a computer program / instruction, which implements the method according to any one of claims 1 to 8 when the computer program / instruction is executed by a processor.

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