Train control method and system based on ato target speed

Abstract

The application provides a train control method and system based on ATO target speed, and the control method is applied to a control system comprising a train control limit area processing module, a segmented information calculation module and an ATO target speed calculation module, and specifically comprises the following steps: setting a train control limit area, pre-processing and merging processing the train control limit area; searching for an effective target point according to target point speed limit data; performing multi-stage segmented processing on a train running area in combination with the pre-processed and merged train control limit area, and starting from a segment where the effective target point is located, obtaining an entry speed of each segment based on speed limit constraint checking; determining an ATO target speed based on the entry speed of each segment in combination with a curve speed limit; and the train runs in response to the ATO target speed. Through the construction of an overall planning and segmented optimization calculation framework, the application can effectively realize efficient calculation of the ATO target speed in a complex scene and guarantee the running efficiency of the train.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a train control method and system based on ATO target speed. Background Technology

[0002] In urban rail transit signaling systems, the ATO (Automatic Train Operation) target speed of the ATO subsystem is fundamental to train control, impacting the operational efficiency and comfort of urban rail trains. Existing ATO target speed calculations generally employ a single-target-point independent calculation model. This treats a single target point in the train control process as an independent constraint, calculating the speed curve from the current locomotive position to that point to obtain the corresponding ATO target speed. However, this method is only suitable for calculating ATO target speeds in simple scenarios with single speed-limited sections and fixed stopping points.

[0003] As urban rail transit networks gradually develop towards high density and complexity, with multi-route operation, complex slope and curve layouts, and the widespread adoption of moving block systems, different track sections have different turnout speed limits, curve speed limits, and other independent speed limits, as well as different braking / traction force limits and dynamically changing target points such as the real-time adjusted stopping point MAL and terminal station location. This single-target-point independent calculation method, which relies on fixed target points, cannot effectively cope with the complex scenario of ATO target speed calculation in this multi-zone differentiated restriction 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 operating efficiency of trains. Summary of the Invention

[0004] The purpose of this invention is to overcome the shortcomings of existing technologies that use a single-target-point independent calculation mode for ATO target speed calculation. These shortcomings include poor adaptability to complex scenarios with multi-zone differentiated constraints and dynamic operation requirements, inability to integrate multiple constraints, low computational efficiency, and difficulty in ensuring train operation efficiency. This invention provides a train control method and system based on ATO target speed. By preprocessing and merging the control restriction area, a continuous global constraint space is constructed, reducing invalid calculation areas and improving computational efficiency. Accurate target matching is achieved through the search of effective target points. Furthermore, in conjunction with multi-level segmented processing, multiple constraints such as speed limit constraints and curve speed limits are integrated into the current ATO target speed calculation. This constructs a computational framework for overall planning and segmented optimization, which can effectively achieve efficient calculation of ATO target speed in complex scenarios and ensure train operation efficiency.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] Train control methods based on ATO target speed include:

[0007] Set vehicle control restriction zones, and preprocess and merge the vehicle control restriction zones according to the corresponding zone information;

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

[0009] The train operation area is segmented into multiple levels by combining the pre-processed and merged train control restriction areas, and the entry speed of each segment is obtained based on the speed limit constraint verification, starting from the segment where the effective target point is located.

[0010] Based on the entry speed of each segment and the speed limit of the curve, the target speed for ATO is determined.

[0011] The train responds to the ATO target speed.

[0012] By preprocessing and merging, fragmented multi-partition constraints are transformed into a continuous global constraint space, reducing invalid computation areas, lowering computational load, and improving computational efficiency. Simultaneously, by searching for valid target points to accurately match the computational target, redundant computation for distant invalid target points is avoided, further improving computational efficiency. After setting the computational target, multi-level segmentation is used to deconstruct complex paths into independent segments with single constraints. Then, starting from the segment containing the valid target point, the entry speed of each segment is derived, achieving the optimal solution derivation for the global path, reducing computational complexity. Furthermore, multiple speed limit constraints are integrated by incorporating speed limit checks and curve speed limits, ensuring train operation safety while optimizing the train's global path. Through the constructed overall planning and segmented optimization computational framework, accurate calculation of ATO target speeds in complex scenarios can be effectively achieved, improving train operation efficiency.

[0013] Furthermore, the process of setting vehicle control restriction zones and preprocessing and merging these zones based on the corresponding zone information includes:

[0014] Starting from the maximum locomotive position of the train and ending at the non-safe movement authorization restriction position, the train control restriction area is initialized according to the direction of the maximum locomotive's movement, and the area information of all train control restriction areas is obtained.

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

[0016] The merging requirements are determined based on the revised vehicle control restriction areas, and corresponding merging processes are performed accordingly.

[0017] Furthermore, the step of correcting the start and end points of the vehicle control restriction area based on the corresponding area information includes:

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

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

[0020] Based on the corresponding area information, obtain the endpoint position of the last train control restricted area plus the position information of the train chief, and compare it with the non-safe movement authorization restricted position. Update the endpoint position of the last train control restricted area according to the comparison result.

[0021] Furthermore, the step of determining the merging requirement based on the revised vehicle control restriction area and performing corresponding merging processing according to the merging requirement includes:

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

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

[0024] Furthermore, the step of searching for valid target points based on target point speed limit data includes:

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

[0026] The target point with the shortest distance within the unsecured movement authorization restricted area is selected as the valid target point.

[0027] Furthermore, the process of combining the pre-processed and merged vehicle control restriction areas to perform multi-level segmentation of the train operating area includes:

[0028] Based on the starting and ending points of each train control restriction area after preprocessing and merging, the train operation area is initially segmented.

[0029] The initial segmentation results are then further segmented based on the valid target points.

[0030] Based on the ATP target point, the secondary segmentation results are segmented a third time to obtain segmentation information of the train operating area.

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

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

[0033] When the standard entry speed is greater than the ATO speed limit of the corresponding segment's vehicle control restriction area, the ATO speed limit shall be used as the entry speed of the corresponding segment.

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

[0035] Furthermore, the determination of the ATO target speed based on the entry speed of each segment, combined with the speed limit for curves, includes:

[0036] The entry speed of the first segment is compared with the speed limit of the curve, and the minimum speed value is selected as the ATO target speed.

[0037] Furthermore, it also includes:

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

[0039] The minimum ATO limit and minimum traction limit obtained are used as the train's limitation information.

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

[0041] The vehicle control restriction area processing module is used to set vehicle control restriction areas and perform preprocessing and merging processing based on the corresponding area information;

[0042] The segmented information calculation module is connected to the train control restricted area processing module. It is used to search for valid target points and to segment the train operation area by combining the pre-processed and merged train control restricted areas.

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

[0044] The beneficial effects of this invention are:

[0045] (1) By preprocessing and merging, fragmented multi-partition constraints are transformed into a continuous global constraint space to reduce invalid computation areas, decrease computational load, and improve computational efficiency. Simultaneously, by searching for effective target points to accurately match the computational target, redundant computation for distant invalid target points is avoided, further improving computational efficiency. After setting the computational target, multi-level segmentation is further combined to deconstruct the complex path into independent segments with single constraints. Then, starting from the segment where the effective target point is located, the entry speed of each segment is derived, achieving the optimal solution derivation for the global path, reducing computational complexity. Furthermore, by adding speed limit constraint verification and curve speed limit constraints, multiple speed limit constraints are integrated to ensure train operation safety while optimizing the train's global path. Through the constructed overall planning and segmented optimization computational framework, accurate calculation of the ATO target speed in complex scenarios can be effectively achieved, maximizing train operation efficiency.

[0046] (2) By refining the physical boundaries of train operation through start-point and end-point corrections, both the invalid calculations in the virtual front section and the risk of overstepping boundaries at the rear can be eliminated, improving computational efficiency while ensuring train operation safety. At the same time, redundant calculations are reduced by merging the control restriction areas, transforming discrete multi-zone restrictions into a continuous constraint space, thus reducing the invalid calculation area.

[0047] (3) Complex paths are broken down into segments with single constraints through a three-level segmentation system. Each segment only handles a single variable such as speed limit, reducing computational complexity. This segmentation mechanism can flexibly handle mixed scenarios such as curves, turnouts, and temporary speed limits, making it more adaptable to complex scenarios. ATO speed limits and ATO speed restrictions are introduced during speed calculation to ensure the rationality of the speed calculation results and subsequent train operation safety through dual speed limit constraints. Furthermore, curve speed limits and train restriction information are introduced to comprehensively integrate multiple constraints on train operation and further improve train operation safety. Attached Figure Description

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

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

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

[0051] Figure 4 This is a schematic diagram of a structure according to an embodiment of the present invention.

[0052] The module includes: 1. Vehicle control restricted area processing module; 2. Segment information calculation module; 3. ATO target speed calculation module. Detailed Implementation

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

[0054] Example:

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

[0056] In the ATO subsystem, the ATO target speed is the foundation for train control and directly affects the operating efficiency and comfort of urban rail trains. Existing ATO target speed calculations widely adopt a single-target-point independent calculation mode, which pre-sets parameters for each target point, such as target speed and braking distance, and then independently calculates the operating strategy for that section based on the spatial distance between the train's current position and the next target point.

[0057] However, when faced with complex scenarios involving different speed limits (such as turnout speed limits and curve speed limits) across different track sections, varying braking / traction force limits, and dynamically changing target points like the real-time adjusted stopping point MAL and terminal station location, this discretized modeling logic struggles to systematically integrate multi-zone differentiated constraints. The correlation between speed limits, braking forces, and other parameters in different areas becomes fragmented, easily leading to numerous invalid calculations and redundant verifications. Furthermore, this computational mechanism, reliant on local optimization, cannot effectively coordinate global path planning, resulting in frequent acceleration and deceleration operations and severely impacting train operating efficiency.

[0058] To address the aforementioned issues and achieve accurate ATO target speed calculation in complex scenarios with multi-zone differentiated constraints and dynamic operational requirements, thereby optimizing train operation efficiency, this embodiment proposes a train control method based on ATO target speed, such as... Figure 1 As shown, it includes:

[0059] Set vehicle control restriction zones, and preprocess and merge the vehicle control restriction zones according to the corresponding zone information;

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

[0061] The train operation area is segmented into multiple levels by combining the pre-processed and merged train control restriction areas, and the entry speed of each segment is obtained based on the speed limit constraint verification, starting from the segment where the effective target point is located.

[0062] Based on the entry speed of each segment and the speed limit of the curve, the target speed for ATO is determined.

[0063] The train responds to the ATO target speed.

[0064] When facing complex scenarios with multi-zone differentiated constraints and dynamic operational requirements, it is necessary to first set the train control restriction area according to the current train operation status to include all constraints in the train operation path within the same calculation scope, pre-construct a global constraint space, and then through preprocessing and merging processing, realize the adjustment of the physical boundary of the train control restriction area and the integration and optimization of constraints. Under the premise of ensuring train operation safety, 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 vehicle control restriction zones, and the preprocessing and merging of vehicle control restriction zones based on the corresponding vehicle control restriction zone information, includes:

[0066] Starting from the maximum locomotive position of the train and ending at the non-safe movement authorization restriction position, the train control restriction area is initialized according to the direction of the maximum locomotive's movement, and the area information of all train control restriction areas is obtained.

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

[0068] The merging requirements are determined based on the revised vehicle control restriction areas, and corresponding merging processes are performed accordingly.

[0069] The maximum locomotive position is the current actual position of the train. Based on the train's direction of travel and the non-safe movement authorization restriction position, the train control restriction area is initialized according to the actual operating boundary to ensure the comprehensive integration of constraints on the train's operating path and guarantee the accuracy of subsequent calculations.

[0070] After initialization, the train control restriction area needs further preprocessing. This preprocessing includes start-point and end-point corrections to ensure the established control restriction area matches the actual physical boundary. Specifically, based on the corresponding area information, the start-point and end-point corrections for the control restriction area include:

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

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

[0073] Based on the corresponding area information, obtain the endpoint position of the last train control restricted area plus the position information of the train chief, and compare it with the non-safe movement authorization restricted position. Update the endpoint position of the last train control restricted area according to the comparison result.

[0074] When updating the endpoint position of the last train control restriction area based on the comparison results to correct the endpoint position, if the endpoint position of the last train control restriction area plus the position information of the train length is within the range of the non-safe movement authorization restriction position, it proves that the tail of the train can also be within the safe authorization range. In this case, the endpoint of the last train control restriction area can be updated to the position extended by one train length in the direction of travel. Otherwise, the endpoint of the last train control restriction area is updated to the non-safe movement authorization restriction position.

[0075] Firstly, the starting point of the control zone is corrected based on the maximum head position of the train. This effectively avoids invalid calculations in the virtual front section, ensuring a precise match between the calculation starting point and the actual train's operating position. This prevents speed limit omissions caused by a lag in the calculation starting point. Simultaneously, considering the impact of train length on the zone boundary, the endpoint is corrected based on the non-safe movement authorization limit position and the train length. This ensures that the rear of the train remains within the safe authorization range, eliminating the risk of trains exceeding the boundary.

[0076] After the correction is completed, the vehicle control restriction area is further judged and merged accordingly to reduce the number of constraint areas that need to be processed, reduce the computational complexity, and eliminate frequent acceleration and deceleration operations caused by the small distance between adjacent areas.

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

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

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

[0080] Based on the physical characteristics of train operation, the distance between adjacent control and restriction areas is compared with the train length to establish a correlation judgment mechanism between constraints. When the distance between adjacent areas is less than the train length, it means that the train will be within the constraint range of both areas during operation. If these two areas are processed separately, the train will frequently adjust its operating state at the boundary of the area, resulting in ineffective acceleration and deceleration. Therefore, such areas can be merged and regarded as a whole 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 and restriction areas, so that the subsequent target speed calculation can be performed on fewer and more continuous constraint areas, reducing the computational complexity and improving computational efficiency.

[0081] After merging adjacent train control restriction areas, the corresponding area information also needs to be updated. When updating the area information, the stricter restriction conditions in the merged adjacent train control restriction areas need to be selected as the constraint parameters of the merged train control restriction area. This ensures that the train operation in the entire merged area always meets the requirements of all original constraint conditions, provides a stricter safety boundary for train operation, and avoids safety risks caused by improper selection or omission of constraint conditions.

[0082] After optimizing the vehicle control restriction area dimension for ATO target calculation, we start from the target point dimension and search for effective target points by combining target point speed limit data to adapt to dynamic operation requirements in complex scenarios.

[0083] The step of searching for valid target points based on target point speed limit data includes:

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

[0085] The target point with the shortest distance within the unsecured movement authorization restricted area is selected as the valid target point.

[0086] The target point speed limit data described in this embodiment includes at least the working area, the stop MAL, and the destination.

[0087] In urban rail transit operations, target points such as stopping points and speed limit change points change dynamically with train density and dispatch instructions. Therefore, this embodiment uses non-safe movement authorization restriction locations as boundaries, determines all target points based on target point speed limit data, and selects valid target points from each target point. This ensures that the train always calculates the operation strategy within the safe authorization range, and can respond in real time to the rapid update needs of target points in scenarios such as moving block. By dynamically adjusting the calculation objects, it ensures adaptability to complex scenarios.

[0088] Within the non-safe movement authorization restricted area, the target point closest to the train signifies the speed limit or stop command that the train must respond to first. By prioritizing the calculation of the speed curve corresponding to this target point, invalid calculations for distant, non-urgent target points can be avoided, achieving precise allocation of computing resources. Therefore, this embodiment uses the shortest distance as the core filtering logic. Based on the train's real-time physical position, i.e., the position of the train's largest locomotive, it quickly locates the most urgent target point. The located most urgent target point is then used as the effective target point for subsequent ATO target speed calculations.

[0089] After processing the vehicle control restricted area and locating the effective target point, the continuous vehicle control restricted area is further divided into multiple segments through multi-level segmentation, so that each segment contains only a single type of constraint condition, thereby achieving the decoupling of constraint conditions. This can transform the complex global problem into a subproblem that can be solved independently, 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 of the train operation area, combining the pre-processed and merged vehicle control restriction areas, includes:

[0091] Based on the starting and ending points of each train control restriction area after preprocessing and merging, the train operation area is initially segmented.

[0092] The initial segmentation results are then further segmented based on the valid target points.

[0093] Based on the ATP target point, the secondary segmentation results are segmented a third time to obtain segmentation information of the train operating area.

[0094] The train operating area is segmented according to different levels of constraints. The initial segmentation is based on the pre-processed train control restriction area, which can build a basic framework of physical constraints. On this basis, effective target points are introduced in the secondary segmentation, thereby focusing the operating path on key control points. Finally, the tertiary segmentation is carried out in combination with ATP target points to enhance the accuracy of safety constraints. This can effectively achieve precise segmentation of the train operating 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 start and end points of each segment from the maximum locomotive head to the effective target point, so as to provide a basis 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 containing the valid target point, the entry velocity of each segment is obtained based on the speed limit constraint verification, including:

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

[0099] When the standard entry speed is greater than the ATO speed limit of the corresponding segment's vehicle control restriction area, the ATO speed limit shall be used as the entry speed of the corresponding segment.

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

[0101] The effective target point is typically the control point with the most stringent constraints on the track. Reverse calculations starting from this point allow the strong constraints to be propagated layer by layer to the upstream segments, ensuring that the entry speed of each segment satisfies all downstream constraints. This effectively avoids the problem of local constraints being satisfied but global conflicts occurring in traditional forward calculations. Furthermore, when deriving upstream from the effective target point segment by layer, each layer of calculation is superimposed with ATP speed-limiting constraints. This ensures that even if the basic constraint parameters of a segment have errors, the ATP speed limit can still serve as a safety baseline to prevent risk propagation. This guarantees the safe operation of trains when the ATO target speed, obtained from the entry speed, is controlled.

[0102] This method of reverse calculation based on effective target points ensures computational efficiency. When the effective target points are dynamically adjusted due to signal changes, the reverse calculation only needs to be restarted from the segment where the new target point is located, without traversing the entire path.

[0103] When calculating the standard entry speed for each segment, the corresponding standard entry speed is calculated based on the distance and height difference between the start and end points of each segment, obtained from previous calculations, and 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 downstream constraints.

[0104] Based on the standard inlet speed calculation, a dual verification mechanism of ATO (Action-Oriented Track) and ATP (Automatic Train Protection) speed limits is introduced. The ATO speed limit represents operational constraints based on track conditions, while the ATP speed limit is a baseline constraint based on safe braking distance. When the standard inlet speed exceeds either limit, a stricter speed limit is enforced to ensure that the speed curve always remains within the safe boundary.

[0105] The ATO speed limit is the speed limit of the vehicle control restriction area to which the current segment belongs.

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

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

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

[0109] The entry speed of the first segment is compared with the speed limit of the curve, and the minimum speed value is selected as the ATO target speed.

[0110] The entry speed of the first segment is calculated iteratively from the effective target point, taking into account the speed limit constraints and energy consumption of the entire path. Based on this, a second screening is performed in conjunction with the speed limit of the curve to ensure that the train will not exceed the maximum safe speed allowed on the curve under any circumstances while meeting the global path planning. This fundamentally avoids the risk of derailment caused by excessive centrifugal force, provides a reliable speed benchmark for subsequent operation control, and ensures the safety and stability of the entire operation process.

[0111] During train operation, the train body may simultaneously cross multiple train control restriction areas, and the speed limits and traction requirements of each area are different. In order to ensure train operation safety, further calculations and settings of train restriction information are made.

[0112] Specifically, the train's restriction information includes:

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

[0114] The minimum ATO limit and minimum traction limit obtained are used as the train's limitation information.

[0115] The minimum ATO speed limit determines the upper limit of train operation speed to prevent risks such as derailment and speeding caused by excessive speed, while the minimum traction force limit ensures that the train has sufficient power under complex operating conditions to avoid problems such as mid-journey stoppage or runaway caused by insufficient power. By setting the train's limit information, it can be ensured that the train operation is always within a safe redundancy range.

[0116] Taking one of the train operating areas as an example, such as Figure 3 As shown, the train control restriction area is initialized with the maximum head position of the train as the starting point and the non-safe movement authorization restriction position NVMAL as the ending point. The train control restriction area {S1, S2, S3} is obtained by taking the maximum head position of the train as the starting point and the maximum head position of the train as the ending point. The remaining area in the train operation section is the normal area {D1, D2, D3, D4}.

[0117] Preprocessing is performed on the vehicle control restricted area, extending the end position of the vehicle control restricted area S3 by one vehicle length l (SCA). last终点 However, the position of the train's largest locomotive is not within the first train control restriction area. Therefore, the starting point of the train control restriction area S1 remains unchanged.

[0118] Next, based on the revised train control restriction areas, the merging requirements are determined. If the distance between train control restriction areas S2 and S3 is less than one train length, then S2 and S3 are merged into one train control restriction area S2'. After merging, if the distance between train control restriction areas S1 and S2 is greater than one train length, no merging is performed; instead, the endpoint of train control restriction area S1 is extended one train length along the train's direction of travel, resulting in train control restriction area S1'. Therefore, the final train control restriction areas are {S1', S2'}.

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

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

[0121] Finally, based on the ATP target point, the system is segmented three times to obtain the final segment information, including the vehicle control restriction area {S11', S12', S21', S22'} and the normal area {D1', D2', D3'}, and the ATP speed limit V of S12' in the ATP target point segment is marked. 目标限速 .

[0122] After the segmentation is completed, starting from the end point of the effective target point, i.e. S21', the standard entry speed of each segment can be calculated using the kinetic energy theorem in the opposite direction of the train's running direction, and the entry speed can be determined by combining the ATO speed limit and the ATP speed limit.

[0123] If the standard inlet velocity of segment S21' is calculated to be V1, the corresponding ATO speed limit for this segment is V1'. If it is lower than V1, then V1' is used as the inlet velocity of segment S21'.

[0124] The calculated standard inlet velocity for segment S12' is V3', which is less than the ATP velocity limit V. 目标限速 Therefore, with ATP as the rate limit V 目标限速 The inlet velocity of segment S12'.

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

[0126] The calculated entry 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, thereby realizing the operation control of train CC within the corresponding train operating area.

[0127] Another aspect of this embodiment also provides a train control system based on the ATO target speed, such as... Figure 4 As shown, it includes:

[0128] Vehicle control restriction area processing module 1 is used to set vehicle control restriction areas and perform preprocessing and merging processing based on the corresponding area information;

[0129] The segmented information calculation module 2 is connected to the train control restricted area processing module. It is used to search for valid target points and to segment the train operation area by combining the pre-processed and merged train control restricted areas.

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

[0131] The aforementioned vehicle control restricted area processing module, segment information calculation module, and ATO target calculation module all utilize high-performance computers, servers, microcontrollers, and other data analysis and processing devices. They are connected to the urban rail transit signaling system to obtain the required data and perform accurate calculations of the ATO target speed based on the relevant algorithms for vehicle control restricted area processing, segment processing, and ATO target speed calculation.

[0132] The ATO target speed calculation module is located in the ATO subsystem and can automatically generate corresponding control commands and send them to the train, which then operates in response to these commands.

[0133] The embodiments described above are merely preferred embodiments of the present invention and are not intended to limit the present invention in any way. Other variations and modifications are possible without departing from the technical solutions described in the claims.

Claims

1. A train control method based on ATO target speed, characterized in that, include: Train control restriction zones are set up, and preprocessing and merging of these zones are performed based on the corresponding zone information. Specifically, starting from the maximum train head position and ending at the non-safe movement authorization restriction position, the train control restriction zones are initialized according to the train head's running direction, and the zone information of all train control restriction zones is obtained. Based on the corresponding zone information, the distance from the maximum train head position to the starting point of the first train control restriction zone is calculated. When the maximum train head position is within the first train control restriction zone, the starting point of the first train control restriction zone is updated to the maximum train head position. Based on the corresponding zone information, the ending position of the last train control restriction zone plus the train length is obtained and compared with the non-safe movement authorization restriction position. The ending position of the last train control restriction zone is updated based on the comparison result. Merging requirements are determined based on the corrected train control restriction zones, and corresponding merging processing is performed accordingly. Valid target points are searched based on the target point speed limit data. Specifically, the distance between each target point and the maximum head of the train is calculated based on the target point speed limit data. The target point with the shortest distance within the non-safe movement authorization limit area is selected as the valid target point. The train operating area is segmented into multiple levels based on the pre-processed and merged train control restriction areas. Specifically, the train operating area is initially segmented based on the start and end points of each train control restriction area after pre-processing and merging. The initial segmentation results are then segmented a second time based on the effective target points. The secondary segmentation results are then segmented a third time based on the ATP target points to obtain the segmentation information of the train operating area. Starting from the segment where the effective target point is located, the entry speed of each segment is obtained based on speed limit constraint verification. Based on the entry speed of each segment and the speed limit of the curve, the target speed for ATO is determined. The train responds to the ATO target speed.

2. The train control method based on ATO target speed according to claim 1, characterized in that, The step of determining the merging requirement based on the revised vehicle control restriction area and performing corresponding merging processing according to the merging requirement includes: Based on the corresponding area information, the distance between adjacent vehicle control restriction areas is obtained and compared with the train length; When the distance between adjacent vehicle control restriction areas is less than the train length, it is determined that there is a need to merge, the corresponding adjacent vehicle control restriction areas are merged, and the corresponding area information is updated.

3. The train control method based on ATO target speed according to claim 1, characterized in that, The step of obtaining the entry velocity of each segment based on the speed limit constraint verification, starting from the segment where the effective target point is located, includes: Starting from the segment where the effective target point is located, calculate the standard entry speed for each segment in the opposite direction of the train's running direction; When the standard entry speed is greater than the ATO speed limit of the corresponding segment's vehicle control restriction area, the ATO speed limit shall be used as the entry speed of the corresponding segment. When the standard inlet velocity is greater than the corresponding ATP target velocity limit of the corresponding segment, the corresponding ATP target velocity limit shall be used as the inlet velocity of the corresponding segment.

4. The train control method based on ATO target speed according to claim 1, characterized in that, The determination of the ATO target speed based on the entry speed of each segment, combined with the speed limit for curves, includes: The entry speed of the first segment is compared with the speed limit of the curve, and the minimum speed value is selected as the ATO target speed.

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

6. A train control system based on ATO target speed, used to execute the train control method according to any one of claims 1 to 5, characterized in that, include: The vehicle control restriction area processing module is used to set vehicle control restriction areas and perform preprocessing and merging processing based on the corresponding area information; The segmented information calculation module is connected to the train control restricted area processing module. It is used to search for valid target points and to segment the train operation area by combining the pre-processed and merged train control restricted areas. The ATO target speed calculation module is connected to the segment information calculation module. It is used to verify and calculate the entry speed of each segment according to the speed limit constraint, and determine the ATO target speed in combination with the curve speed limit.

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