Train control method and system based on ATO target speed

Abstract

The invention provides a train control method and system based on an ATO target speed, the control method is applied to a control system comprising a train control limiting area processing module, a segment information calculation module and an ATO target speed calculation module, and the control method specifically comprises the steps of setting a train control limiting area, and performing preprocessing and merging processing on the train control limiting area; searching an effective target point according to the target point speed limit data; carrying out multi-stage segmentation processing on the train operation area by combining the preprocessed and combined train control limitation areas, and starting from the segment where the effective target point is located, obtaining the entrance speed of each segment based on speed limit constraint verification; based on the entrance speed of each segment, determining an ATO target speed in combination with curve speed limit; the train operates in response to the ATO target speed. According to the method, by constructing a calculation framework of overall planning and segmented optimization, efficient calculation of the ATO target speed in a complex scene can be effectively achieved, and the running efficiency of a train is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of train control, and in particular to a train control method and system based on ATO target speed. Background Art

[0002] In urban rail transit signal systems, the ATO (Automatic Train Operation) subsystem's ATO target speed is the basis for train control and affects the operating efficiency and comfort of urban rail trains. Existing ATO target speed calculations generally use a single target point independent calculation model. This model treats a single target point in the train control process as an independent constraint, and then calculates the speed curve from the current train head position to that point to obtain the corresponding ATO target speed. However, this approach is only suitable for ATO target speed calculations in simple scenarios with a single speed limit section and fixed stopping points.

[0003] As urban rail transit networks gradually develop towards high density and complexity with multi-route operations, complex slope and curve layouts, and widespread moving block scenarios, different track sections have independent speed limit requirements such as different switch speed limits and curve speed limits, different braking force / traction force limits, and dynamically changing target points such as real-time adjustment of parking points MAL and terminal locations. This single target point independent calculation method that relies on fixed target points cannot effectively cope with the ATO target speed calculation in complex scenarios with differentiated restrictions in multiple partitions and dynamic operation requirements. It has problems such as the inability to integrate multiple constraints and low calculation efficiency, making it difficult to guarantee the operation efficiency of the train. Summary of the Invention

[0004] The purpose of the present invention is to overcome the shortcomings of the prior art in which the ATO target speed is calculated using a single target point independent calculation mode, which has poor adaptability to complex scenarios with differentiated restrictions on multiple partitions and dynamic operation requirements, and has problems such as inability to integrate multiple constraints and low calculation efficiency, making it difficult to ensure the operating efficiency of the train. A train control method and system based on the ATO target speed are provided. By preprocessing and merging the vehicle control restriction areas, a continuous global constraint space is constructed, the invalid calculation area is reduced, the calculation efficiency is improved, and accurate target matching is achieved by searching for effective target points. Furthermore, in conjunction with multi-level segmentation processing, multiple constraints such as speed limit constraints and curve speed limit constraints are integrated into the current ATO target speed calculation, and a calculation framework for overall planning and segmented optimization is constructed, which can effectively realize efficient calculation of the ATO target speed in complex scenarios and ensure the operating efficiency of the train.

[0005] The purpose of the present invention is achieved through the following technical solutions:

[0006] The train control method based on the ATO target speed includes:

[0007] Set vehicle control restricted areas, and pre-process and merge the vehicle control restricted areas according to the corresponding area information;

[0008] Search for valid target points based on target point speed limit data;

[0009] Combined with the pre-processed and merged vehicle control restricted areas, the train operation area is segmented into multiple levels. Starting from the segment where the valid target point is located, the entrance speed of each segment is obtained based on the speed limit constraint check.

[0010] Based on the entrance speed of each segment and the speed limit of the curve, the ATO target speed is determined;

[0011] The train runs in response to the ATO target speed.

[0012] Through preprocessing and merging, the fragmented multi-partition constraints are converted into a continuous global constraint space to reduce invalid calculation areas, reduce the amount of calculation, and improve calculation efficiency. At the same time, by searching for valid target points to accurately match the calculation target, redundant calculations for invalid target points at long distances are avoided, further improving calculation efficiency. After setting the calculation target, the multi-level segmentation is further combined to deconstruct the complex path into independent segments with a single constraint, and then the entrance speed of each segment is derived from the segment where the valid target point is located to achieve the optimal solution derivation of the global path, reduce the calculation complexity, and integrate multiple speed limit constraints by adding speed limit constraint verification and curve speed limit restrictions to ensure the safety of train operation while optimizing the global path of the train. Through the constructed overall planning and segment optimization calculation framework, the accurate calculation of ATO target speed in complex scenarios can be effectively achieved, thereby improving the operation efficiency of the train.

[0013] Furthermore, the setting of the vehicle control restricted area and pre-processing and merging the vehicle control restricted area according to the corresponding area information includes:

[0014] Starting from the maximum locomotive position of the train and ending at the unsafe movement authorization restriction position, the train control restriction area is initialized according to the running direction of the maximum locomotive position of the train, and the area information of all train control restriction areas is obtained;

[0015] Based on the corresponding area information, the starting point and end point of the vehicle control restricted area are corrected;

[0016] The merging demand is determined based on the revised vehicle control restriction area, and corresponding merging processing is performed based on the merging demand.

[0017] Furthermore, the starting point and end point correction of the vehicle control restricted area based on the corresponding area information includes:

[0018] Based on the corresponding area information, calculate the distance from the maximum head position of the train to the starting point of the first vehicle control restricted area;

[0019] When the maximum head position of the train is within the first vehicle control restriction area, the starting point of the first vehicle control restriction area is updated to the maximum head position of the train;

[0020] Based on the corresponding area information, the end position of the last vehicle control restricted area plus the position information of the train conductor is obtained, and compared with the unsafe movement authorization restricted position, and the end position of the last vehicle control restricted area is updated according to the comparison result.

[0021] Furthermore, judging the merging requirement based on the revised vehicle control restriction area and performing corresponding merging processing according to the merging requirement include:

[0022] Based on the corresponding area information, the distance length of the adjacent vehicle control restricted area is obtained and compared with the train length;

[0023] When the distance between adjacent vehicle control restricted areas is less than the train length, it is determined that there is a need to merge, the corresponding adjacent vehicle control restricted areas are merged, and the corresponding area information is updated.

[0024] Furthermore, searching for a valid target point according to the target point speed limit data includes:

[0025] Calculate the distance between each target point and the maximum front of the train based on the target point speed limit data;

[0026] The target point with the shortest distance within the unsafe movement authorization restricted position range is selected as the valid target point.

[0027] Furthermore, the train operation area is subjected to multi-level segmentation processing based on the vehicle control restriction area after the pre-processing and the combined processing, including:

[0028] The train operation area is initially segmented according to the starting and ending points of each vehicle control restricted area after pre-processing and merging;

[0029] Perform secondary segmentation on the initial segmentation results according to the valid target points;

[0030] The secondary segmentation results are segmented three times according to the ATP target point to obtain the segmentation information of the train operation area.

[0031] Furthermore, starting from the segment where the valid target point is located, obtaining the entry speed of each segment based on the speed limit constraint check includes:

[0032] Starting from the segment where the valid target point is located, calculate the standard entry speed of each segment in the direction opposite to the train running direction;

[0033] When the standard entrance speed is greater than the ATO speed limit of the vehicle control restricted area of ​​the corresponding section, the ATO speed limit shall be used as the entrance speed of the corresponding section;

[0034] When the standard entry standard is greater than the corresponding speed limit of the ATP target point of the corresponding segment, the corresponding speed limit of the ATP target point shall be used as the entry speed of the corresponding segment.

[0035] Furthermore, the ATO target speed is determined based on the entrance speed of each segment and the curve speed limit, including:

[0036] Compare the entrance speed of the first segment with the curve speed limit and select the minimum speed value as the ATO target speed.

[0037] Furthermore, it also includes:

[0038] Obtain the vehicle control restriction area where the train body is located, and obtain the minimum ATO speed limit and minimum traction force limit in the vehicle control restriction area where the train body is located;

[0039] The minimum ATO limit and the minimum traction force limit are obtained as the limitation information of the train.

[0040] The train control system based on ATO target speed includes:

[0041] The vehicle control restricted area processing module is used to set the vehicle control restricted area and perform pre-processing and merging according to the corresponding area information;

[0042] The segmentation information calculation module is connected to the vehicle control restricted area processing module to search for valid target points and perform segmentation processing on the train operation area based on the vehicle control restricted areas after pre-processing and merging;

[0043] The ATO target speed calculation module is connected to the segment information calculation module and is used to calculate the entrance speed of each segment according to the speed limit constraint check, and determine the ATO target speed in combination with the curve speed limit.

[0044] The beneficial effects of the present invention are:

[0045] (1) Through preprocessing and merging, the fragmented multi-partition constraints are transformed into a continuous global constraint space to reduce invalid calculation areas, reduce the amount of calculation, and improve calculation efficiency. At the same time, by searching for effective target points to accurately match the calculation target, redundant calculations for long-distance invalid target points are avoided, further improving calculation efficiency. After setting the calculation target, the complex path is further deconstructed into independent segments with a single constraint by combining multi-level segmentation, and then the entrance speed of each segment is derived from the segment where the effective target point is located to achieve the optimal solution derivation of the global path, reducing the calculation complexity, and integrating multiple speed limit constraints by adding speed limit constraint verification and curve speed limit to ensure the safety of train operation while optimizing the global path of the train. Through the constructed overall planning and segment optimization calculation framework, the accurate calculation of ATO target speed in complex scenarios can be effectively achieved, maximizing the operation efficiency of the train.

[0046] (2) By correcting the starting point and the end point, the physical boundaries of the train operation are precisely defined, which can eliminate both invalid calculations in the virtual front section and the risk of crossing the boundary in the rear section, thereby improving calculation efficiency and ensuring driving safety. At the same time, redundant calculations are reduced by merging the restricted areas of the train control, converting discrete multi-partition restrictions into a continuous constraint space, and reducing the invalid calculation area.

[0047] (3) Through three-level segmentation, the complex path is decomposed into single-constraint segments. Each segment only processes a single variable such as speed limit, reducing the computational complexity. This segmentation mechanism can flexibly cope with mixed scenarios such as curves, switches, and temporary speed limits, and has a higher adaptability to complex scenarios. In the speed calculation process, ATO speed limit and ATO speed limit are introduced. The rationality of the speed calculation results is guaranteed by the dual speed limit constraints, ensuring the subsequent driving safety. The curve speed limit and train restriction information are further introduced to fully integrate the multiple constraints of train operation and further improve the operation safety of the train. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] Figure 1 It is a schematic diagram of a process of the present invention;

[0049] Figure 2 This is a schematic diagram of an entry velocity update mechanism for one segment in an embodiment of the present invention;

[0050] Figure 3 This is a schematic diagram of a train operation area according to an embodiment of the present invention;

[0051] Figure 4 It is a structural diagram of an embodiment of the present invention.

[0052] Among them: 1. Vehicle control restricted area processing module, 2. Segment information calculation module, 3. ATO target speed calculation module. DETAILED DESCRIPTION

[0053] The present invention will be further described below with reference to the accompanying drawings and examples.

[0054] Example:

[0055] Urban rail transit signal control technology is a railway signal control technology that monitors equipment status and controls corresponding equipment to complete safe and efficient transportation operations. It usually has functions such as route control, train interval and dispatching command, safety protection and automatic driving. It mainly includes subsystems such as computer interlocking system (CI), automatic train monitoring system (ATS), automatic train protection system (ATP) and automatic train driving system (ATO).

[0056] In the ATO subsystem, the ATO target speed is the foundation for train control and directly impacts the operational efficiency and comfort of urban rail trains. Existing ATO target speed calculations widely use a single target point independent calculation model. Parameters for each target point, such as target speed and braking distance, are pre-set. The operating strategy for that section is then independently calculated based on the spatial distance between the train's current position and the next target point.

[0057] However, faced with complex scenarios involving different track sections with independent speed limits such as switch speed limits and curve speed limits, different braking force / traction force limits, and dynamically changing target points such as real-time adjustment of stop points (MALs) and terminal locations, this discrete modeling logic struggles to systematically integrate the differentiated constraints of multiple zones. The correlation between parameters such as speed limits and braking forces in each zone in complex scenarios is broken, easily leading to a large number of invalid calculations and repeated verifications. Furthermore, this calculation mechanism, which relies on local optimization, is unable to coordinate global path planning, prone to frequent acceleration and deceleration operations, which in turn seriously impairs train operation efficiency.

[0058] In order to solve the above problems and realize the accurate calculation of ATO target speed in complex scenarios with multi-zone differentiated restrictions and dynamic operation requirements, so as to optimize the train operation efficiency, this embodiment proposes a train control method based on ATO target speed, such as Figure 1 Shown, including:

[0059] Set vehicle control restricted areas, and pre-process and merge the vehicle control restricted areas according to the corresponding area information;

[0060] Search for valid target points based on target point speed limit data;

[0061] Combined with the pre-processed and merged vehicle control restricted areas, the train operation area is segmented into multiple levels. Starting from the segment where the valid target point is located, the entrance speed of each segment is obtained based on the speed limit constraint check.

[0062] Based on the entrance speed of each segment and the speed limit of the curve, the ATO target speed is determined;

[0063] The train runs in response to the ATO target speed.

[0064] When faced with complex scenarios with differentiated restrictions in multiple zones and dynamic operation requirements, it is necessary to first set up vehicle control restriction areas based on the current train operation status, so as to include all constraints in the train operation path into the agreed calculation range, pre-build a global constraint space, and then, through pre-processing and merging, realize the physical boundary adjustment and constraint integration optimization of the vehicle control restriction area. On the premise of ensuring the safety of train operation, the discrete and fragmented constraint areas are integrated into a continuous and systematic constraint space, reducing redundant calculation areas and improving calculation efficiency.

[0065] Specifically, the setting of the vehicle control restricted area and the pre-processing and merging of the vehicle control restricted area according to the corresponding vehicle control restricted area information include:

[0066] Starting from the maximum locomotive position of the train and ending at the unsafe movement authorization restriction position, the train control restriction area is initialized according to the running direction of the maximum locomotive position of the train, and the area information of all train control restriction areas is obtained;

[0067] Based on the corresponding area information, the starting point and end point of the vehicle control restricted area are corrected;

[0068] The merging demand is determined based on the revised vehicle control restriction area, and corresponding merging processing is performed based on the merging demand.

[0069] The maximum locomotive position is the actual position of the current train. According to the train's running direction, combined with the unsafe movement authorization restriction position, the vehicle control restriction area is initialized based on the actual running boundary to ensure the comprehensive integration of the constraints on the train's running path and the accuracy of subsequent calculations.

[0070] After initialization, the train control restricted area needs to be further preprocessed. The preprocessing includes starting point correction and end point correction to ensure that the established train control restricted area matches the actual physical boundary. Specifically, the starting point correction and end point correction of the train control restricted area based on the corresponding area information include:

[0071] Based on the corresponding area information, calculate the distance from the maximum head position of the train to the starting point of the first vehicle control restricted area;

[0072] When the maximum head position of the train is within the first vehicle control restriction area, the starting point of the first vehicle control restriction area is updated to the maximum head position of the train;

[0073] Based on the corresponding area information, the end position of the last vehicle control restricted area plus the position information of the train conductor is obtained, and compared with the unsafe movement authorization restricted position, and the end position of the last vehicle control restricted area is updated according to the comparison result.

[0074] When updating the end position of the last vehicle control restricted area according to the comparison results to correct the end position, if the end position of the last vehicle control restricted area plus the position information of the train conductor is within the unsafe movement authorization restricted position range, it proves that the tail of the train can also be within the safe authorization range. Then the end point of the last vehicle control restricted area can be updated to a position extended by one train length in the direction of travel. Otherwise, the end point of the last vehicle control restricted area will be updated to the unsafe movement authorization restricted position.

[0075] The starting point of the restricted area is first corrected based on the train's maximum head position. This effectively avoids invalid calculations of the virtual front section and ensures that the calculated starting point accurately matches the train's actual operating position, thus preventing speed limit omissions caused by a lag in the calculated starting point. Furthermore, considering the impact of train length on the area boundary, the end point is corrected based on the unsafe movement authorization limit position and the train length, ensuring that the rear of the train always remains within the safe authorization range and eliminating the risk of train crossing the boundary.

[0076] After the correction is completed, the merging needs of the vehicle control restricted areas are further judged and the corresponding merging processing is carried out to reduce the number of restricted areas that need to be processed, reduce the calculation complexity, and eliminate the frequent acceleration and deceleration operations caused by the small distance between adjacent areas.

[0077] The determining of the merging requirement based on the revised vehicle control restriction area and performing corresponding merging processing according to the merging requirement include:

[0078] Based on the corresponding area information, the distance length of the adjacent vehicle control restricted area is obtained and compared with the train length;

[0079] When the distance between adjacent vehicle control restricted areas is less than the train length, it is determined that there is a need to merge, the corresponding adjacent vehicle control restricted areas are merged, and the corresponding area information is updated.

[0080] Based on the physical characteristics of train operation, the distance between adjacent control restriction areas is compared with the train length to establish a correlation judgment mechanism between constraint conditions. When the distance between adjacent areas is less than the train length, it means that the train will be within the constraint range of these two areas at the same time during operation. At this time, if these two areas are processed separately, the train will frequently adjust its operating status at the area boundary, resulting in invalid acceleration and deceleration. Therefore, such areas can be merged and regarded as an overall constraint space to more accurately reflect the physical constraints faced by the train during actual operation. This merging process can also reduce the number of control restriction areas, so that the subsequent target speed calculation can be performed on fewer and more continuous constraint areas, reducing the complexity of the calculation and improving the calculation efficiency.

[0081] After merging adjacent train control restriction areas, the corresponding area information needs to be updated. When updating the area information, the more stringent restriction conditions in the merged adjacent train control restriction areas need to be selected as the constraint parameters of the merged train control restriction areas to ensure that the operation of the train in the entire merged area always meets the requirements of all original constraint conditions, providing a stricter safety boundary for train operation and avoiding safety risks caused by improper selection of constraint conditions or missed inspections.

[0082] After completing the optimization of the vehicle control restriction area dimension for ATO target calculation, starting from the target point dimension, the search for effective target points is carried out in combination with the target point speed limit data to adapt to the dynamic operation requirements in complex scenarios.

[0083] The step of searching for a valid target point according to the target point speed limit data includes:

[0084] Calculate the distance between each target point and the maximum front of the train based on the target point speed limit data;

[0085] The target point with the shortest distance within the unsafe movement authorization restricted position range is selected as the valid target point.

[0086] In this embodiment, the target point speed limit data at least includes a working area, a parking MAL, and a destination.

[0087] During the operation of urban rail transit, target points such as stopping points and speed limit change points will change dynamically with vehicle density and dispatching instructions. Therefore, this embodiment uses the non-safe movement authorization restriction position as the boundary, determines all target points based on the target point speed limit data, and selects valid target points from each target point. This can not only ensure that the train always calculates the operation strategy within the safe authorization range, but also respond in real time to the rapid update requirements of target points in scenarios such as moving blocks. By dynamically adjusting the calculation objects, adaptability to complex scenarios is guaranteed.

[0088] Within the restricted range of unsafe movement authorization, the target point closest to the train represents the priority for responding to speed limits or stop commands. By prioritizing the calculation of the speed curve corresponding to this target point, inefficient calculations for distant, non-urgent targets can be avoided, achieving precise allocation of computing resources. Therefore, this embodiment uses the shortest distance as the core screening logic and, based on the train's real-time physical position (i.e., the train's maximum head position), quickly locates the most urgent target point. This located target point is then used as the valid target point for subsequent ATO target speed calculations.

[0089] After processing the vehicle control restriction area and locating the effective target point, the continuous vehicle control restriction area is further divided into multiple segments through multi-level segmentation processing, so that each segment contains only a single type of constraint condition to achieve constraint decoupling. It can transform complex global problems into independently solvable sub-problems, avoiding the complex calculations caused by the intersection of multiple constraints in the global path, and effectively improving the subsequent calculation efficiency.

[0090] Specifically, the multi-level segmentation processing of the train operation area based on the vehicle control restriction area after pre-processing and merging processing includes:

[0091] The train operation area is initially segmented according to the starting and ending points of each vehicle control restricted area after pre-processing and merging;

[0092] Perform secondary segmentation on the initial segmentation results according to the valid target points;

[0093] The secondary segmentation results are segmented three times according to the ATP target point to obtain the segmentation information of the train operation area.

[0094] The train operation area is segmented according to different levels of constraints. The initial segmentation is based on the pre-processed vehicle control restriction area, which can build a basic framework of physical constraints. On this basis, effective target points are introduced in the secondary segmentation to focus the operation path on key control points. Finally, the tertiary segmentation is performed in combination with the ATP target point to enhance the accuracy of safety constraints. This can effectively achieve precise segmentation of the train operation area and ensure the accuracy of subsequent calculation results.

[0095] After determining the segmentation results, it is necessary to further calculate the distance and height difference between the starting point and the end point of each segment between the train's largest front end and the effective target point, so as to provide for the subsequent derivation and calculation of the standard entry speed.

[0096] After processing basic data such as vehicle control restricted area processing, effective target point search and multi-level segmentation processing, the subsequent ATO target speed calculation can be carried out.

[0097] Specifically, starting from the segment where the valid target point is located, the entry speed of each segment is obtained based on the speed limit constraint check, including:

[0098] Starting from the segment where the valid target point is located, calculate the standard entry speed of each segment in the direction opposite to the train running direction;

[0099] When the standard entrance speed is greater than the ATO speed limit of the vehicle control restricted area of ​​the corresponding section, the ATO speed limit shall be used as the entrance speed of the corresponding section;

[0100] When the standard entry standard is greater than the corresponding speed limit of the ATP target point of the corresponding segment, the corresponding speed limit of the ATP target point shall be used as the entry speed of the corresponding segment.

[0101] The effective target point is typically the most constrained control point on the line. Using this point as the starting point for reverse calculations, the strong constraints of the target point are propagated layer by layer to upstream segments, ensuring that the entry speed of each segment satisfies all downstream constraints. This effectively avoids the problem of local constraint satisfaction but global conflicts in traditional forward calculations. Furthermore, when deriving the speed from the effective target point segment upstream layer by layer, the ATP speed limit constraint is superimposed on each layer of calculation. This ensures that even if there are errors in the basic constraint parameters of a segment, the ATP speed limit can still serve as a safety baseline to prevent risk transmission. This ensures that when the ATO target speed is subsequently used to control train operation based on the entry speed, the train's operational safety can be guaranteed.

[0102] This method of reverse calculation based on the effective target point, when the effective target point is dynamically adjusted due to signal changes, only needs to restart the reverse calculation from the segment where the new target point is located, without traversing the entire path, thus ensuring calculation efficiency.

[0103] When calculating the standard entry speed of each segment, the distance and height difference between the starting point and the end point of each segment calculated previously are combined, and the corresponding standard entry speed is calculated according to the kinetic energy theorem. This ensures that after the train enters the segment at the standard entry speed, it can reach the target point through a reasonable acceleration and deceleration strategy while meeting the downstream constraints.

[0104] Based on the calculation of the standard entry speed, a dual verification mechanism is introduced, using both the ATO (Automated Toll-Operation) and ATP (Active Toll-Aided Vehicle) speed limits. The ATO limit represents an operational constraint based on track conditions, while the ATP limit is a baseline constraint based on safe braking distance. If the standard entry speed exceeds either limit, the more stringent speed limit is enforced to ensure the speed profile remains within safety boundaries.

[0105] Among them, the ATO speed limit is the speed limit of the vehicle control restriction area to which the current section belongs.

[0106] Taking the entrance velocity of one segment as an example, the update mechanism of its entrance velocity is as follows: Figure 2 shown.

[0107] Based on the calculation results of the entrance speed, the curve speed limit is further integrated to verify the ATO target speed, further ensuring the calculation accuracy of the ATO target speed and the safety of subsequent train operations.

[0108] Specifically, the ATO target speed is determined based on the entrance speed of each segment and the curve speed limit, including:

[0109] Compare the entrance speed of the first segment with the curve speed limit and select the minimum speed value as the ATO target speed.

[0110] The entry speed of the first segment is calculated through reverse iteration from the effective target point, taking into account the speed limit constraints and energy consumption of the entire path. On this basis, a secondary screening is performed in combination with the curve speed limit to ensure that while the train meets the global path planning, it will not exceed the maximum safe speed allowed on the curve under any circumstances. This fundamentally avoids the risk of derailment due to excessive centrifugal force, provides a reliable speed benchmark for subsequent operation control, and guarantees the safety and stability of the entire operation process.

[0111] During train operation, the train body may cross multiple vehicle control restriction areas at the same time. The speed limit and traction requirements of each area are different. In order to ensure the safety of train operation, the train restriction information is further calculated and set.

[0112] Specifically, the calculation of train restriction information includes:

[0113] Obtain the vehicle control restriction area where the train body is located, and obtain the minimum ATO speed limit and minimum traction force limit in the vehicle control restriction area where the train body is located;

[0114] The minimum ATO limit and the minimum traction force limit are obtained as the limitation information of the train.

[0115] The minimum ATO speed limit determines the upper limit of the train's operating speed, preventing risks such as derailment and speeding caused by excessive speed. The minimum traction limit ensures that the train has sufficient power under complex working conditions, avoiding mid-route stagnation or slipping problems caused by insufficient power. By setting the train's restriction information, it can be ensured that the train operation is always within the safety redundancy range.

[0116] Take one of the train operation areas as an example, Figure 3 As shown in the figure, the maximum locomotive position of the train is taken as the starting point, the non-safe movement authorization limit position NVMAL is taken as the end point, and the control restriction area is initialized in the direction of the maximum locomotive movement of the train. The control restriction area {S1, S2, S3} is obtained, and the remaining area in the train running range is the normal area {D1, D2, D3, D4}.

[0117] Pre-process the restricted area and extend the end position of the restricted area S3 by a vehicle length l SCA last终点 However, the maximum head position of the train is not within the first vehicle control restriction area, so the starting point of the vehicle control restriction area S1 remains unchanged.

[0118] The need for merging the restricted areas is then determined based on the revised vehicle control area. If the distance between restricted areas S2 and S3 is less than one vehicle length, they are merged into one restricted area S2', completing the merging of the restricted areas. If the distance between restricted areas S1 and S2 is greater than one vehicle length, no merging is performed. Instead, the end point of restricted area S1 is simply extended one vehicle length in the direction of train travel, resulting in restricted area S1'. The final restricted area is {S1', S2'}.

[0119] After obtaining a valid target point based on the target point speed limit data, the train operation area is initially segmented according to the vehicle control restriction area {S1', S2'} to obtain the vehicle control restriction area {S1', S2'} and the normal area {D1', D2', D3'}.

[0120] Then, based on the calculated valid target points, a secondary segmentation is performed to obtain the vehicle control restriction area {S1', S21', S22'} and the normal area {D1', D2', D3'}, and the index ID of the valid target point is marked.

[0121] Finally, three segments are performed according to the ATP target point to obtain the final segmentation information, including the vehicle control restricted area {S11', S12', S21', S22'} and the normal area {D1', D2', D3'}, and the ATP speed limit V of S12' of the ATP target point segment is marked. 目标限速 .

[0122] After completing the segmentation, you can start from the end point of the effective target point, that is, S21', and use the kinetic energy theorem to calculate the standard entry speed of each segment in the direction opposite to the train's running direction, and determine the entry speed in combination with the ATO speed limit and ATP speed limit.

[0123] For example, if the standard entry speed of segment S21' is calculated as V1, the ATO speed limit corresponding to the segment is V1'. If it is lower than V1, V1' is used as the entry speed of segment S21'.

[0124] The calculated standard entry speed of segment S12' is V3', which is less than the ATP speed limit V 目标限速 Therefore, ATP is the rate-limiting factor V 目标限速 is the inlet velocity of segment S12'.

[0125] Finally, the inlet velocities of each segment can be determined to be V0, V1', V2', V 目标限速 , V4' and V5'.

[0126] The calculated entrance speed V5' of the first segment D1' is then compared with the curve speed limit, and the minimum value is taken as the ATO target speed for train control to achieve operation control of train CC in the corresponding train operation area.

[0127] Another aspect of this embodiment further provides a train control system based on the ATO target speed, such as Figure 4 Shown, including:

[0128] Vehicle control restricted area processing module 1 is used to set vehicle control restricted areas and perform pre-processing and merging according to the corresponding area information;

[0129] The segment information calculation module 2 is connected to the vehicle control restricted area processing module, and is used to search for valid target points and perform segment processing on the train operation area based on the vehicle control restricted areas after pre-processing and merging;

[0130] The ATO target speed calculation module 3 is connected to the segment information calculation module, and is used to calculate the entrance speed of each segment according to the speed limit constraint check, and determine the ATO target speed in combination with the curve speed limit.

[0131] The above-mentioned vehicle control restricted area processing module, segment information calculation module and ATO target calculation module all use high-performance computers, servers, microcontrollers and other data analysis and processing devices, and are connected to the urban rail transit signal system to obtain the required data. According to the vehicle control restricted area processing, segment processing and ATO target speed calculation related algorithms carried by them, the ATO target speed is accurately calculated.

[0132] The ATO target speed calculation module is located in the ATO subsystem and can automatically formulate corresponding control instructions and send them to the train. The train runs in response to the corresponding control instructions.

[0133] The embodiment described above is only a preferred solution of the present invention and does not limit the present invention in any form. Other variations and modifications are possible without exceeding the technical solution described in the claims.

Claims

1. A train control method based on ATO target speed, characterized in that: include: Set vehicle control restricted areas, and pre-process and merge the vehicle control restricted areas according to the corresponding area information; Search for valid target points based on target point speed limit data; Combined with the pre-processed and merged vehicle control restricted areas, the train operation area is segmented into multiple levels. Starting from the segment where the valid target point is located, the entrance speed of each segment is obtained based on the speed limit constraint check. Based on the entrance speed of each segment and the speed limit of the curve, the ATO target speed is determined; The train runs in response to the ATO target speed.

2. The train control method based on ATO target speed according to claim 1, characterized in that: The setting of the vehicle control restricted area and pre-processing and merging the vehicle control restricted area according to the corresponding area information includes: Starting from the maximum locomotive position of the train and ending at the unsafe movement authorization restriction position, the train control restriction area is initialized according to the running direction of the maximum locomotive position of the train, and the area information of all train control restriction areas is obtained; Based on the corresponding area information, the starting point and end point of the vehicle control restricted area are corrected; The merging demand is determined based on the revised vehicle control restriction area, and corresponding merging processing is performed based on the merging demand.

3. The train control method based on ATO target speed according to claim 2, characterized in that: The starting point correction and the end point correction of the vehicle control restricted area based on the corresponding area information include: Based on the corresponding area information, calculate the distance from the maximum head position of the train to the starting point of the first vehicle control restricted area; When the maximum head position of the train is within the first vehicle control restriction area, the starting point of the first vehicle control restriction area is updated to the maximum head position of the train; Based on the corresponding area information, the end position of the last vehicle control restricted area plus the position information of the train conductor is obtained, and compared with the unsafe movement authorization restricted position, and the end position of the last vehicle control restricted area is updated according to the comparison result.

4. The train control method based on ATO target speed according to claim 2, characterized in that: The determination of the merging requirement based on the revised vehicle control restriction area and the corresponding merging processing based on the merging requirement include: Based on the corresponding area information, the distance length of the adjacent vehicle control restricted area is obtained and compared with the train length; When the distance between adjacent vehicle control restricted areas is less than the train length, it is determined that there is a need to merge, the corresponding adjacent vehicle control restricted areas are merged, and the corresponding area information is updated.

5. The train control method based on ATO target speed according to claim 1, characterized in that: The searching for a valid target point according to the target point speed limit data includes: Calculate the distance between each target point and the maximum front of the train based on the target point speed limit data; The target point with the shortest distance within the unsafe movement authorization restricted position range is selected as the valid target point.

6. The train control method based on ATO target speed according to claim 1, characterized in that: The multi-level segmentation processing of the train operation area is performed by combining the pre-processed and merged vehicle control restriction areas, including: The train operation area is initially segmented according to the starting and ending points of each vehicle control restricted area after pre-processing and merging; Perform secondary segmentation on the initial segmentation results according to the valid target points; The secondary segmentation results are segmented three times according to the ATP target point to obtain the segmentation information of the train operation area.

7. The train control method based on ATO target speed according to claim 1, characterized in that: The method of obtaining the entrance speed of each segment based on the speed limit constraint check starting from the segment where the valid target point is located includes: Starting from the segment where the valid target point is located, calculate the standard entry speed of each segment in the direction opposite to the train running direction; When the standard entrance speed is greater than the ATO speed limit of the vehicle control restricted area of ​​the corresponding section, the ATO speed limit shall be used as the entrance speed of the corresponding section; When the standard entry standard is greater than the corresponding speed limit of the ATP target point of the corresponding segment, the corresponding speed limit of the ATP target point shall be used as the entry speed of the corresponding segment.

8. The train control method based on ATO target speed according to claim 1, characterized in that: The ATO target speed is determined based on the entrance speed of each segment and the curve speed limit, including: Compare the entrance speed of the first segment with the curve speed limit and select the minimum speed value as the ATO target speed.

9. The train control method based on ATO target speed according to claim 1, characterized in that: Also includes: Obtain the vehicle control restriction area where the train body is located, and obtain the minimum ATO speed limit and minimum traction force limit in the vehicle control restriction area where the train body is located; The minimum ATO limit and the minimum traction force limit are obtained as the limitation information of the train.

10. A train control system based on ATO target speed, used to execute the train control method according to any one of claims 1 to 9, characterized in that: include: The vehicle control restricted area processing module is used to set the vehicle control restricted area and perform pre-processing and merging according to the corresponding area information; The segmentation information calculation module is connected to the vehicle control restricted area processing module to search for valid target points and perform segmentation processing on the train operation area based on the vehicle control restricted areas after pre-processing and merging; The ATO target speed calculation module is connected to the segment information calculation module and is used to calculate the entrance speed of each segment according to the speed limit constraint check, and determine the ATO target speed in combination with the curve speed limit.

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