A method and system for realizing automatic noise reduction and speed reduction operation of a train

Abstract

A method and system for realizing automatic noise reduction and speed reduction operation of a train, an ATO train automatic operation system generates a speed reduction energy saving operation curve, when an ATS train automatic monitoring system detects that a train is located on a departure platform before a disturbance area and the current time is in a disturbance time period, a VOBC on-board system controls the train to run from the departure platform to a parking platform according to the speed reduction energy saving operation curve. The speed reduction energy saving operation curve comprises an entering disturbance area running curve, a passing disturbance area running curve and a leaving disturbance area running curve, the entering disturbance area running curve at least comprises a first acceleration running stage and an inertia running stage, the passing disturbance area running curve comprises making the train pass through the disturbance area at a disturbance area running speed, and the leaving disturbance area running curve at least comprises a deceleration running stage. The application can realize automatic speed reduction and noise reduction operation in the disturbance area, avoid mistakes caused by manual operation, improve the punctuality rate of the whole train operation while reducing the noise, and reduce the comprehensive operation energy consumption.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit signal control, and in particular to a method and system for realizing automatic noise reduction and speed reduction operation of a train. BACKGROUND

[0002] As an important means of urban transportation, the vibration and noise problems caused by metro operation are increasingly prominent, affecting the quality of life of residents.

[0003] Currently, the main methods for noise reduction are traditional sound barriers, wideband steel rail damping vibration and noise reduction devices, optimized track structure, and the use of damping fasteners, but the construction cost is high, traditional sound barriers cannot solve the problem of low-frequency noise propagation, and cannot solve the problem of vibration noise of underground lines.

[0004] There are also active noise reduction carriages designed for vehicles, but there is no linkage with the signal system, which mainly reduces the noise impact on passengers in the carriage, and the improvement of the impact on the surrounding buildings is limited, and the construction cost of the vehicle is slightly increased.

[0005] Currently, for noise and vibration problems, each line usually uses a temporary fixed speed limit method of the signal system to weaken the negative impact of rail transit on the environment by reducing the speed of the train, but the current temporary speed limit can only be manually set and canceled by the train dispatcher every day in time periods, which has the following disadvantages:

[0006] 1. Frequent manual operation is prone to omission or omission;

[0007] 2. The fixed speed limit is a safety protection speed limit, and the actual running speed of the train cannot exceed the safety speed limit, which will cause a large train delay and have a greater impact on passenger service, and at the same time, the system will adjust to the highest running level to recover the delay time, resulting in an increase in overall energy consumption.

[0008] 3. At the same time, the use of fixed temporary speed limit for speed reduction operation will increase the traction energy consumption, and noise reduction cannot be combined with green energy saving.

[0009] The statements herein only provide background technology related to the present application, and do not necessarily constitute prior art. SUMMARY

[0010] The purpose of the present application is to provide a method and system for realizing automatic noise reduction and speed reduction operation of a train, which can automatically realize speed reduction and noise reduction operation in the area disturbing residents, avoid mistakes caused by manual operation, improve the punctuality rate of the train while reducing speed and noise, and reduce the overall energy consumption.

[0011] To achieve the above object, the application provides a method for realizing automatic noise reduction and speed reduction of a train, comprising: when a train is detected to be located at a departure platform before a disturbance area and a current time is in a disturbance time period, controlling the train to run from the departure platform to a parking platform according to a speed reduction and energy saving running curve;

[0012] The speed reduction and energy saving running curve comprises: a pre-entering disturbance area running curve, a passing disturbance area running curve and a post-leaving disturbance area running curve;

[0013] The pre-entering disturbance area running curve at least comprises: a first acceleration running stage and an idling stage; in the first acceleration running stage, a traction force is applied to the train to accelerate the speed of the train from 0 to a first speed; in the idling stage, the traction force applied to the train is stopped, and the speed of the train is reduced from the first speed to a disturbance area running speed;

[0014] The passing disturbance area running curve comprises: applying a traction force to the train to make the train pass through the disturbance area at a constant speed at the disturbance area running speed;

[0015] The post-leaving disturbance area running curve at least comprises: a deceleration running stage, in which a braking force is applied to the train to reduce the speed of the train to 0.

[0016] If a distance from a start point of the disturbance area to the departure platform is greater than a sum of a running distance of the train at a maximum traction speed in the first acceleration running stage and a running distance of the train in the idling stage, the pre-entering disturbance area running curve comprises: the first acceleration running stage, a first constant speed running stage and the idling stage;

[0017] In the first acceleration running stage, a traction force is applied to the train to accelerate the speed of the train from 0 to a first speed, the first speed being a maximum traction speed, the maximum traction speed being less than a roof limited speed;

[0018] In the first constant speed running stage, a traction force is applied to the train to make the train run at a constant speed at the maximum traction speed;

[0019] In the idling stage, the traction force applied to the train is stopped, and the speed of the train is reduced from the maximum traction speed to the disturbance area running speed.

[0020] When the train runs to a disturbance curve idling entering position S start , the idling stage is entered;

[0021] ;

[0022] Wherein, S n-start is a start point of the disturbance area, is a distance required for idling speed reduction, is a maximum traction speed, is the running speed in the disturbance area, a is the coasting deceleration in the coasting stage, a= / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g, S margin is the system margin, is the total resistance of the line, F 合 =F1+F2, F1 is the basic resistance, F1=(A+Bv+CV 2 )mg, F2 is the additional resistance, F2=(i‰+f curve )mg, m is the total mass of the train, A, B, and C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration of gravity, i‰ is the line slope, f curve is the curve additional resistance coefficient.

[0023] The time for the train to run according to the running curve before entering the disturbance area is:

[0024] T1=t 1加速 +t 1匀速 +t 1惰行 ;

[0025] , ;

[0026] ; ;

[0027] ; ;

[0028] wherein, T1 is the time for the train to run according to the running curve before entering the disturbance area, is the maximum traction speed, is the running speed in the disturbance area, t 1加速 is the running time of the first acceleration running stage, t 1匀速 is the running time of the first constant speed running stage, t 1惰行 is the running time of the coasting stage, S1 is the distance between the departure platform and the starting point S n-start of the disturbance area, is the running distance of the first acceleration running stage, is the running distance of the first constant speed running stage, is the running distance of the coasting stage, c1 is the acceleration of the first acceleration running stage, a is the coasting deceleration of the coasting stage, the coasting distance is evenly divided into n segments, the resistance of each segment is regarded as a constant value, the running time of each segment is calculated, and then the sum is accumulated from the initial speed V max , V max is the initial first segment, i.e. i=1, Vi-1 =V0, V n is the final train speed to be reached, i.e. i=n, V i =V n , V i-1 =V n-1 , V0=V max , V n =V n , V i-1 and V i are the initial and final speed of the i-th section, respectively, is the line resistance of the i-th section, i=1,2,3…n.

[0029] In the first acceleration running phase, the train runs according to the highest running grade curve.

[0030] If the distance from the start point of the disturbance area to the departure platform is less than the sum of the running distance of the train at the maximum traction speed in the first acceleration running phase and the running distance of the train in the coasting phase, the running curve before entering the disturbance area comprises: the first acceleration running phase and the coasting phase;

[0031] In the first acceleration running phase, the train is subjected to traction force, so that the speed of the train is accelerated from 0 to the first speed, and the first speed is the assumed speed, which is less than the maximum traction speed.

[0032] In the coasting phase, the train is not subjected to traction force, and the speed of the train is reduced from the assumed speed to the disturbance area running speed.

[0033] When the train runs to the coasting entry position of the disturbance curve, the coasting phase is entered;

[0034] ;

[0035] wherein, S start is the coasting entry position of the disturbance curve, S n-start is the start point of the disturbance area, is the distance required for coasting speed reduction, a is the coasting deceleration in the coasting phase, a= / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g, S margin is the system allowance, is the total line resistance, F 合 =F1+F2, F1 is the basic resistance, F1=(A+Bv+CV 2 )mg, F2 is the additional resistance, F2=(i‰+f curve) mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration of gravity, i‰ is the line slope, f curve is the curve additional resistance coefficient.

[0036] The time for the train to run according to the running curve before entering the disturbance area is:

[0037] T1=t 1加速 + t 1惰行 ;

[0038] , ;

[0039] ; ;

[0040] Wherein, T1 is the time for the train to run according to the running curve before entering the disturbance area, V real-max is the assumed speed, is the running speed in the disturbance area, t 1加速 is the running time of the first acceleration running stage, t 1惰行 is the running time of the coasting stage, S1 is the distance between the departure platform and the starting point S n-start of the disturbance area, is the running distance of the first acceleration running stage, is the running distance of the coasting stage, c1 is the acceleration of the first acceleration running stage, a is the coasting deceleration of the coasting stage, the coasting distance is evenly divided into n segments, the resistance of each segment is regarded as a constant value, the running time of each segment is calculated, and then accumulated and summed, starting from the initial speed V real-max , the coasting starts from V real-max , the initial first segment is i=1, V i-1 =V0, V n is the final speed to be reached by the train, i.e. i=n, V i =V n , V i-1 =V n-1 , V0=V real-max , V n =V n , V i-1 and V i are the initial speed and the end speed of the i-th segment, is the line resistance of the i-th segment, i=1, 2, 3…n.

[0041] The time for the train to run according to the running curve through the disturbance area is:

[0042] ;

[0043] Wherein, is the time when the train runs according to the running curve after leaving the disturbance area, L n is the length of the disturbance area, L n = |S n-end - S n-start |, S n-start is the start point of the disturbance area, S n-end is the end point of the disturbance area, T rain_Length is the length of the train, V n is the running speed of the disturbance area.

[0044] When the tail of the train is located at the end point of the disturbance area, if the distance between the head of the train and the parking platform is greater than the sum of the running distance of the train in the second acceleration running stage at the maximum traction speed and the running distance of the train in the deceleration running stage, the running curve after leaving the disturbance area comprises: a second acceleration running stage, a second uniform speed running stage and a deceleration running stage.

[0045] In the second acceleration running stage, a traction force is applied to the train to accelerate the speed of the train from the running speed of the disturbance area to a second speed, and the second speed is the maximum traction speed, and the maximum traction speed is less than the roof speed limit.

[0046] In the second uniform speed running stage, a traction force is applied to the train to run at a maximum traction speed.

[0047] In the deceleration running stage, a braking force is applied to the train to reduce the speed of the train from the maximum traction speed to 0.

[0048] The time when the train runs according to the running curve after leaving the disturbance area is:

[0049] T3= t 3恒定 +t 3加速 +t 3匀速 ;

[0050] ; ;

[0051] ; ;

[0052] ;

[0053] Wherein, T3 is the time when the train runs according to the running curve after leaving the disturbance area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end point of the disturbance area, is the maximum traction speed, is the running speed of the disturbance area, is the running time of the deceleration running stage, is the running distance of the deceleration running stage, is a running time of the second acceleration running stage, is a running distance of the second acceleration running stage, is a running time of the second uniform running stage, is a running distance of the second uniform running stage, is an acceleration of the second acceleration running stage, and b is a deceleration of the deceleration running stage.

[0054] When the tail of the train is located at the end of the disturbance area, if the distance between the head of the train and the parking platform is less than the sum of the running distance of the train in the second acceleration running stage at the maximum traction speed and the running distance of the train in the deceleration running stage, and the distance between the head of the train and the parking platform is greater than the running distance of the train in the deceleration running stage, the running curve after leaving the disturbance area comprises: the second acceleration running stage and the deceleration running stage.

[0055] In the second acceleration running stage, a traction force is applied to the train to accelerate the speed of the train from the disturbance area running speed to a second speed, and the second speed is a hypothetical speed, which is less than the maximum traction speed.

[0056] In the deceleration running stage, a braking force is applied to the train to reduce the speed of the train from the hypothetical speed to 0.

[0057] The time for the train to run according to the running curve after leaving the disturbance area is:

[0058] T3= t 3恒定 +t 3加速 ;

[0059] ; ;

[0060] ; ;

[0061] ;

[0062] wherein T3 is the time for the train to run according to the running curve after leaving the disturbance area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end of the disturbance area, is the hypothetical speed, is the disturbance area running speed, is a running time of the deceleration running stage, is a running distance of the deceleration running stage, is a running time of the second acceleration running stage, is a running distance of the second acceleration running stage, is an acceleration of the second acceleration running stage, and b is a deceleration of the deceleration running stage.

[0063] When the tail of the train is located at the end of the disturbing area, if the distance between the head of the train and the parking platform is less than the running distance of the train in the deceleration running stage, the running curve after leaving the disturbing area comprises: the deceleration running stage.

[0064] In the deceleration running stage, a braking force is applied to the train to reduce the speed of the train from the disturbing area running speed to 0.

[0065] The time for the train to run according to the running curve after leaving the disturbing area is:

[0066] T3= t 3恒定 ;

[0067] ; ;

[0068] Wherein, T3 is the time for the train to run according to the running curve after leaving the disturbing area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end of the disturbing area, is the disturbing area running speed, is the running time of the deceleration running stage, is the running distance of the deceleration running stage, and b is the deceleration of the deceleration running stage.

[0069] The time for the train to run according to the running curve through the disturbing area is a fixed value, and the total running time T of the train from the departure platform to the parking platform is a fixed value. total By adjusting the time T1 for the train to run according to the running curve before entering the disturbing area and the time T3 for the train to run according to the running curve after leaving the disturbing area, T1+T n +T3≈T total .

[0070] When it is detected that a train is located at the departure platform before the disturbing area and the current time is in the disturbing time period, a disturbing identification bit is set on the train, and the train with the disturbing identification bit is controlled to run from the departure platform to the parking platform according to the deceleration energy-saving running curve.

[0071] When the train running according to the deceleration energy-saving running curve runs to the parking platform, the disturbing identification bit on the train is cleared, and the train with the cleared disturbing identification bit is controlled to run according to the normal running curve.

[0072] The application also provides a system for realizing automatic noise reduction and speed reduction of a train, which is used to realize the method for realizing automatic noise reduction and speed reduction of a train, and the system comprises:

[0073] ATS, train automatic monitoring system, used for continuously detecting train positioning information and judging whether the current time is in a disturbing time period;

[0074] VOBC, vehicle on-board system, used for controlling the train to run according to a speed-reducing energy-saving running curve;

[0075] ATO, train automatic operation system, used for generating the speed-reducing energy-saving running curve.

[0076] When the ATS detects that a train is located at a departure platform before a disturbing area and the current time is in a disturbing time period, the ATS sends a signal of setting a disturbing identification bit to the VOBC; the VOBC sets the disturbing identification bit on the train and controls the train with the disturbing identification bit to run from the departure platform to a parking platform according to the speed-reducing energy-saving running curve.

[0077] When the ATS detects that the train running according to the speed-reducing energy-saving running curve runs to the parking platform, the ATS sends a signal of clearing the disturbing identification bit to the VOBC; the VOBC clears the disturbing identification bit on the train and controls the train with the cleared disturbing identification bit to run according to a normal running curve.

[0078] The present application has the following beneficial effects:

[0079] 1. Compared with the existing mode of setting a fixed speed limit by manual operation to cause the train to improve the running level to catch up with the schedule in subsequent running, the present application realizes the speed reduction and noise reduction while trying to ensure the punctuality of the train in the noise reduction area by designing an energy-saving optimization curve simulating the noise reduction area, controls the overall running time and running speed of the train in the disturbing area, avoids the increase of energy consumption caused by running at a high running level in the subsequent area to catch up with the schedule, and optimizes the problem of the increase of running energy consumption caused by the improvement of the running level. Figure One

[0080] 2. The train improves the running speed before entering the noise reduction area, compensates for the time loss caused by the speed reduction of the train in the noise reduction area, reduces the running time in the disturbing area by improving the running speed before the disturbing area, realizes the punctuality of the overall running time between stations, and adopts the coasting control mode to pass through the disturbing area to achieve the energy-saving purpose, which can improve the situation of late arrival at the station, and can adjust and restore the running graph time faster between subsequent stations on the line, reduce the running time at the highest running level, and effectively protect the running time between two stations.

[0081] 3. All operations are automatically completed by the system without manual participation, which avoids the errors caused by manual operation. BRIEF DESCRIPTION OF DRAWINGS

[0082] Figure 1 ​is a flow chart of a method for realizing automatic noise reduction and speed reduction operation of a train in an embodiment of the present application.

[0083] Figure 2 is a schematic diagram of a curve P1 before a train enters a noise disturbing area and a curve P2 when the train passes through the noise disturbing area in a noise reduction and energy saving operation curve in scenario 1.

[0084] Figure 3 is a schematic diagram of a curve P1 before a train enters a noise disturbing area and a curve P2 when the train passes through the noise disturbing area in a noise reduction and energy saving operation curve in scenario 2.

[0085] Figure 4 is a schematic diagram of a curve P3 after a train leaves a noise disturbing area in a noise reduction and energy saving operation curve. DETAILED DESCRIPTION

[0086] The present application will be further described below in conjunction with the accompanying drawings and specific embodiments. The advantages and features of the present application will be more apparent according to the following description. It should be noted that the drawings are very simplified and all use non-precise proportions, only to facilitate, clear and assist in the purpose of describing the embodiments of the present application. In order to make the purpose, features and advantages of the present application more obvious and easy to understand, please refer to the accompanying drawings. It should be noted that the structure, proportion, size, etc. shown in the drawings attached to the present specification are only used to cooperate with the content disclosed in the specification, so that those skilled in the art can understand and read, and are not used to limit the defined conditions for implementing the present application, so they do not have technical significance. Any modification of structure, change of proportion relationship or adjustment of size, without affecting the effect and purpose that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0087] The present application uses ATS (Automatic Train Supervision, train automatic monitoring system) to track the position of the train, and realizes automatic noise reduction and speed reduction operation of the train by cooperating the train automatic monitoring system with the vehicle on-board controller (VOBC). The noise reduction area and noise reduction operation time period are defined in the system to ensure that the train automatically realizes speed reduction operation in the noise reduction area during the corresponding time period, without the need for manual setting and cancellation by the dispatch personnel.

[0088] The application is based on the global information of the ATS train automatic monitoring system, and through the "nuisance identification" interface code bit of the ATS train automatic monitoring system and the VOBC vehicle-mounted system, the train is intervened in advance, the ATS train automatic monitoring system monitors the detailed positioning of the train, the system time is detected when the train approaches the starting point of the noise reduction area, and when the system time is in the nuisance time period, the "nuisance identification bit" is sent to the approaching train in the corresponding area, and the VOBC vehicle-mounted system starts the speed reduction energy-saving operation curve according to the identification, and the energy-saving and environmental protection strategy is optimized in the speed reduction working condition, and if it is not in the nuisance time period or the train has passed the noise reduction area, the ATS train automatic monitoring system sends the "nuisance identification bit" to the VOBC vehicle-mounted system.

[0089] In the embodiment of the application, as shown in Figure 1 A method for realizing automatic noise reduction and speed reduction of a train is provided, comprising the following steps:

[0090] Step S1, configuring a "speed reduction and energy-saving operation curve" in the VOBC vehicle-mounted system, configuring a "nuisance time period" in the ATS train automatic monitoring system, and defining a "nuisance identification bit" in the interface between the ATS train automatic monitoring system and the VOBC vehicle-mounted system (adding a "nuisance identification" interface code bit).

[0091] Step S2, judging whether the communication state between the ATS train automatic monitoring system and the VOBC vehicle-mounted system is normal, if the state is normal, proceeding to step S3, if the state is abnormal, proceeding to step S9.

[0092] Step S3, the ATS train automatic monitoring system continuously detects the positioning information of the train, and monitors whether the current time is in the "nuisance time period" in real time.

[0093] Step S4, the ATS train automatic monitoring system judges whether there is a train on the departure platform before the "nuisance area" interval, and whether the current time is in the "nuisance time period", if yes, proceeding to step S5, if no, proceeding to step S9.

[0094] Step S5, the ATS train automatic monitoring system sends a first signal to the VOBC vehicle-mounted system, the first signal is a "nuisance identification bit" signal, and after the VOBC vehicle-mounted system receives the first signal, the "nuisance identification bit" is set on the train about to enter the "nuisance area" (in this embodiment, the interface code bit of the "nuisance identification bit" is a certain 1 byte bit in the ATS-VOBC application layer interface message, the interface offline data configures all ATS interface data, and is fixedly burned in the memory of the ATO system of each train), and proceeds to step S6.

[0095] Step S6: The VOBC onboard system controls the train with the "nuisance indicator" to run according to the "speed reduction and energy saving operation curve", and proceeds to step S7.

[0096] Step S7: The ATS (Automatic Train Monitoring System) determines whether the train with the "nuisance flag" has reached the next station. If yes, proceed to step S8; otherwise, continue with step S6.

[0097] Step S8: The ATS (Automatic Train Monitoring System) sends a second signal to the VOBC (Vehicle-to-Train Circular) system. The second signal is to clear the "nuisance flag" signal. After receiving the second signal, the VOBC system clears the flag from the train that has already reached the next station and proceeds to step S9.

[0098] Step S9: The VOBC onboard system controls the train that has cleared the "nuisance sign" and resumes normal operation.

[0099] The method for generating a speed reduction and energy-saving operation curve by the ATO (Automatic Train Operation) system specifically includes the following steps:

[0100] Based on the actual engineering conditions, a speed-reduction energy-saving operation curve is calculated using a simulation model, such as... Figures 2-4 As shown, based on the length L of the nuisance area n To set the starting point S of the nuisance zone n-start End of the nuisance area S n-end The operating speed of the nuisance area is V. n And the noise pollution curve coasting into position S start The curves will need to be calculated based on specific simulations of different line conditions during the engineering application phase and adjusted according to the on-site commissioning and operation.

[0101] The speed reduction and energy-saving operation curves include curve P1 before the train enters the nuisance area, curve P2 when the train passes through the nuisance area, and curve P3 after the train leaves the nuisance area.

[0102] Step S1.1: Calculate the curve P1 before the train enters the nuisance area.

[0103] The curve before the noise pollution zone is divided into two scenarios. For example... Figure 2 As shown, Scenario 1 depicts a train accelerating to V at the highest operating level. max (The speed limit is typically 7-8 km / h from the canopy of the ATP (Automatic Train Protection) system), and maintain V max Constant speed to coasting curve into position S start Then coast down to the operating speed V in the nuisance zone. n .like Figure 3 As shown, scenario 2 is the train accelerating to V. real-max The disturbance curve coasts into position S. startCoasting down to the speed V of the noise-causing zone n .

[0104] Taking scenario 1 as an example, such as Figure 2 As shown, if the starting point S of the nuisance area n-start The distance from the departure platform is sufficient to allow the train to accelerate to its maximum traction speed V before entering the noisy area, operating at the highest level. max Then coast down to the operating speed V in the nuisance zone n (i.e. S) 1加速 +S 1匀速 +S 1惰行 If the speed is ≤S1), then the train will run according to the highest operating level curve before entering the nuisance zone. Before entering the nuisance zone, the train will accelerate to the maximum traction speed V before entering the nuisance zone. max constant speed and coasting deceleration to the speed V in the nuisance zone n Three stages.

[0105] For the curve P1 before the train enters the noise-generating area, the key value to calculate lies in finding the coasting entry position S of the noise-generating curve. start This ensures that after passing this location, the train can reduce its speed through coasting to maintain the operating speed V required for the noisy area. n When using cruise control to pass through a noisy area, it's necessary to work backwards using the "speed-distance relationship during coasting," as follows:

[0106] Step 1: Calculate the speed-distance relationship during the train's coasting phase.

[0107] When a train coasts, it is mainly affected by the total resistance of the track (basic resistance + additional resistance), and the kinematic equations are derived based on "net external force = mass × acceleration":

[0108]

[0109] in, It is the total resistance (N) of the line, including the basic resistance F1 and the additional resistance F2, that is =F1+F2, where m is the total mass of the train (kg), provided by the engineering track vehicles, and a is the train's coasting deceleration (unit: m / s²). 2 (The negative sign indicates deceleration).

[0110] Step 2: Calculate the total resistance of the line.

[0111] Basic resistance: F1 = (A + Bv + CV) 2 )mg;

[0112] Wherein, A, B, C are train basic resistance coefficient, subway train is usually set to A≈0.008~0.012, B≈0.0005~0.001, C≈0.00001~0.00003, V is the instantaneous speed of train (m / s), g is the acceleration of gravity (9.81 m / s 2 );

[0113] Additional resistance (line slope, curve, etc.): F2= (i‰+f curve )mg;

[0114] Wherein, i‰ is the line slope (N / kN), uphill is positive, downhill is negative, such as the slope of 10N / kN produces 10‰, f curve is the curve additional resistance coefficient (N / kN), when the curve radius R≥800m, f curve ≈0.5, when R<400m, f curve ≈1.5.

[0115] Step 3: back to the disturbance curve into the position S start .

[0116] The train from the maximum traction speed V max Before entering the disturbance area, the speed is reduced to Vn, the acceleration is converted into "speed-distance" relationship by integration, and finally the disturbance curve into the position S start is derived:

[0117]

[0118] Wherein, S n-start is the starting point of the disturbance area mileage coordinate (m, provided by the line operation business owner), is the distance required for speed reduction (m, the deceleration a changes with the speed V, a= / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g), S margin is the system margin (m, to avoid signal transmission delay and unable to reduce speed to the disturbance area speed in time, 50~100m can be defined).

[0119] Further evaluation of curve running station time, wherein V max Will compensate for the loss of disturbance area speed reduction running time as the goal.

[0120] Before entering the disturbance area, the train runs according to the highest running grade curve, and before entering the disturbance area, the train is divided into three stages: acceleration to the maximum traction speed V max Before entering the disturbance area, the maximum traction speed V maxUniform speed operation, and from the maximum traction speed V max Decelerate to speed V in the nuisance zone n The specific running time and running distance are as follows:

[0121] , ;

[0122] ; ;

[0123] ; ;

[0124] Therefore, the train's travel time before entering the nuisance area is:

[0125] T1=t 1加速 +t 1匀速 +t 1惰行 ;

[0126] Among them, t 1加速 It accelerates to the maximum traction speed V max The required time, t 1匀速 With the maximum traction speed V max The time required for uniform motion, t 1惰行 From the maximum traction speed V max Decelerate to speed V in the nuisance zone n The time required It accelerates to the maximum traction speed V max Distance traveled From the maximum traction speed V max Decelerate to speed V in the nuisance zone n Distance traveled 'a' is acceleration, and 'a' is coasting deceleration. Since the resistance during coasting deceleration is not constant, the coasting distance is divided into n segments, with the resistance of each segment considered constant. The running time of each segment is calculated, and then these segments are summed. The initial velocity V is then used as the starting point. max Begin lazy walking, V max For the initial first segment, i.e., i=1 (V i-1 =V0), V n The final speed the train needs to reach is i = n (V i =V n V i-1 =V n-1 ), V0=V max V n =V n V i-1 and V i Let be the initial velocity and the final velocity of the i-th segment, respectively. Let be the resistance of the i-th segment, i = 1, 2, 3...n.

[0127] like Figure 3 As shown, in scenario 2, if the starting point S of the nuisance area... n-start Close to the departure platform (i.e., S) 1加速 +S 1惰行 >S1), within this distance range, the train cannot accelerate to its maximum traction speed V. max At that time, the train will accelerate to the assumed speed V. real-max Then, coasting begins directly, with the train traveling a fixed distance of S1 in both stages, i.e.: When the assumed velocity V is obtained real-max Then, the train's travel time T1 before entering the nuisance area was calculated.

[0128] Step S1.2: Calculate the curve P2 of the train passing through the nuisance area.

[0129] When a train passes through a noise-affected area at a constant speed, it is necessary to consider the train's tail leaving the noise-affected area before it begins to enter the area and then curves. In other words, the range of the noise-affected area should take into account the train length.

[0130] The operating distance and operating time for the nuisance area are as follows:

[0131] S n = L n +T rain_Length ;

[0132] ;

[0133] Among them, S n L is the distance traveled from the nuisance area. n It is the length of the nuisance area, T rain_Length It is the length of the train. It is based on the operating hours of the noisy area.

[0134] Step S1.3: Calculate the curve P3 after the train leaves the disturbed area.

[0135] For the curve after entering the nuisance zone, when the running time T1 before entering the nuisance zone and the running time T after passing through the nuisance zone are calculated... n Then, it is necessary to combine T1 and T n and the total inter-station travel time T total The remaining running distance S3 after leaving the nuisance area is used to calculate the running time T3 after leaving the nuisance area, and T1+T is used as the formula. n +T3 should be placed as close to T as possible. total Design for the goal.

[0136] For the curve after leaving the disturbance area, it is mainly divided into platform stopping and inter-station running. If the distance between the disturbance area and the platform area is close, it should be directly considered as platform stopping, usually with constant deceleration to stop. For platform stopping, due to passenger comfort and the requirement of 0 km / h terminal safety speed limit, the system should strictly control the terminal safety speed limit to be 0 km / h, usually with constant deceleration to stop.

[0137] If the distance between the disturbance area and the platform area is long, a check point should be set at the tail of the train leaving the disturbance area to check the deviation of the train running time from the planned time. In order to maximize the recovery of the time loss due to speed reduction in the disturbance area, after leaving the disturbance area, the train speed should be pulled to the maximum traction speed V max , while the running time T3 is fixed after leaving the disturbance area, the coasting time should be increased as much as possible to reduce the energy loss in the braking stage.

[0138] As shown in Figure 4 , after leaving the disturbance area, the train usually stops with constant deceleration in inter-station running. After leaving the disturbance area, the train is usually divided into three stages: acceleration to the maximum traction speed V max , uniform speed running at the maximum traction speed V max , and constant deceleration to stop.

[0139] ; ;

[0140] ; ;

[0141] ; ;

[0142] Therefore, the running time of the train after leaving the disturbance area is:

[0143] T3= t 3恒定 +t 3加速 +t 3匀速 ;

[0144] wherein, is the time required for constant deceleration to stop, is the running distance of constant deceleration to stop, is the time required for acceleration to the maximum traction speed V max , is the running distance of acceleration to the maximum traction speed V max , is the time of uniform speed running at the maximum traction speed V max , and is the running distance of uniform speed running at the maximum traction speed Vmax The distance traveled at a constant speed b is acceleration, and b is deceleration (m / s²). 2 Typically, a velocity of 0.5~0.6 m / s is used. 2 ).

[0145] After the train leaves the nuisance area, there may be a nuisance area at the destination S. n-end Closer to the station platform (i.e., S3 < S) 3加速 +S 3恒定 +S 3均速 Within this distance range, the train cannot accelerate to its maximum traction speed V. max At that time, in order to make up for the time lost due to slow-down operation in the noise-causing area to the greatest extent possible, even if the train cannot accelerate to V... max The train will also use maximum traction acceleration. Accelerate to the assumed speed V real-max Then, it decelerates at a constant deceleration b until it stops at 0 km / h. (Passing through...) When the assumed velocity V is obtained from this... real-max Then, according to the assumed velocity V real-max Controlling train operation.

[0146] During project implementation, t is calculated. 3恒定 +t 3加速 +t 3匀速 The time difference between the train's travel time T3 after leaving the nuisance area and the actual travel time T3 can be determined by adjusting the deceleration b and V. max Adjustments were made to maximize the value of deceleration b while maintaining or approaching the T3 standard to conserve inter-station running time, thereby reducing braking time, increasing the time to maintain uniform speed, and reducing overall energy consumption.

[0147] After the simulation of the speed reduction and energy-saving operation curve is completed, the speed reduction and energy-saving operation curve is burned into the VOBC on-board system. At the same time, the "disturbing time period" is configured in the ATS system, and the "disturbing flag" is defined in the ATS and VOBC interface. The VOBC on-board system automatically calls the "speed reduction and energy-saving operation curve" according to the activation status of the "disturbing flag" triggered by the ATS system, and records the train's on-time performance and energy consumption under the curve. At the same time, the on-time performance and energy consumption of the train's "normal operation curve" and "temporary speed limit operation curve" are recorded. Based on the comparison results, the simulated "speed reduction and energy-saving operation curve" is adjusted and optimized to ensure that the "speed reduction and energy-saving operation curve" meets the requirements of high on-time performance and low energy consumption, forming the final "speed reduction and energy-saving operation curve" configuration.

[0148] like Figures 2-4 As shown, taking a train traveling from station A to station B as an example, when the train leaves station A, the ATS system informs the VOBC system of the status of the "disturbance marker" for that section:

[0149] If the active state, the vehicle-mounted system automatically controls the vehicle according to the "speed reduction energy saving operation curve", realizes the speed reduction noise reduction, green energy saving, and reduces the late arrival control target. When the train runs to the B station, the ATS system automatically clears the "nuisance identification bit", and the train resumes the "normal operation curve" mode operation.

[0150] If the inactive state, the vehicle-mounted system maintains the train in the "normal operation curve" mode operation.

[0151] The application also provides a system for realizing automatic noise reduction and speed reduction operation of a train, comprising:

[0152] The ATS train automatic monitoring system, in the embodiment, can be deployed in a control center or a station, and is used for continuously detecting train positioning information and judging whether the current time is in a "nuisance time period". When the ATS train automatic monitoring system detects that a train is located on a departure platform before a "nuisance area" and the current time is in the "nuisance time period", a "nuisance identification bit" signal is sent to the VOBC vehicle-mounted system.

[0153] The VOBC vehicle-mounted system, in the embodiment, is deployed on a vehicle-mounted hardware platform of the train. When the VOBC vehicle-mounted system receives the "nuisance identification bit" signal, the train is controlled to operate according to a speed reduction energy saving operation curve.

[0154] The ATO train automatic operation system, in the embodiment, is deployed on a vehicle-mounted hardware platform of the train, and is used for generating a speed reduction energy saving operation curve.

[0155] According to the "nuisance area starting point and nuisance area ending point" provided by the owner, the "nuisance area running speed", the real line scene constraint and the train simulation model, the nuisance area starting and ending point mileage and the nuisance area running speed are taken as the ATO control reference point, the given running time (T total , T n is the set time, T1 and T3 are adjusted, T1+T n +T3 is close to T total , the punctuality rate is improved), the "nuisance area running speed" and the train kinematics equation constraint conditions, the working condition distribution in the running process is reasonably distributed, and the minimum energy consumption is realized.

[0156] According to the simulation model, the position of the train under the influence of the line resistance in the coasting state, at which the train can be reduced to the "nuisance area running speed", is calculated (i.e. as the "nuisance curve coasting entry position"), so that the train can cruise at a constant speed after being reduced in the coasting state, thereby shortening the running time before entering the nuisance area and balancing the increase in the interval running time caused by the reduced running speed in the nuisance area.

[0157] After the train runs through the nuisance area, when the distance between running stations is short, the train continues to run in the coasting mode and enters the station for parking in the primary braking mode. For long-station-interval stations, after cruising at a constant speed through the nuisance area, the simulation model is used to continue the adjustment control of the maximum traction, cruising, coasting and primary braking according to the subsequent line speed limit, so that the energy consumption in the cruising and coasting control is reduced while the consistency of the entire station-interval running time with the normal running curve is ensured.

[0158] It should be noted that in the present text, the terms "comprising", "containing" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such a process, method, article or equipment. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, method, article or equipment including the element.

[0159] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "height", "thickness", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In the description of the present application, unless otherwise specified, the meaning of "a plurality of" is two or more.

[0160] In the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through an intermediate medium, or it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0161] In the present application, unless specifically stated and limited otherwise, the "on" or "under" of a first feature to a second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the "on", "above" and "on top of" of a first feature to a second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the first feature is horizontally higher than the second feature. The "under", "below" and "underneath" of a first feature to a second feature includes that the first feature is directly below and obliquely below the second feature, or only means that the first feature is horizontally lower than the second feature.

[0162] Although the present application has been described in detail by the foregoing preferred embodiments, it should be recognized that the foregoing description is by way of example only and that various modifications and substitutions can be made by those skilled in the art without departing from the scope of the present application. Accordingly, the scope of the present application should be limited only by the appended claims.

Claims

1. A method for implementing automatic noise reduction and speed reduction operation of a train, characterized in that, The method comprises: when a train is detected to be located at a departure platform before a disturbance area, and a current time is in a disturbance time period, controlling the train to run from the departure platform to a parking platform according to a speed reduction energy-saving running curve; The speed reduction energy-saving running curve comprises: a pre-entry running curve into the disturbance area, a running curve through the disturbance area, and a post-exit running curve out of the disturbance area; The pre-entry running curve into the disturbance area at least comprises: a first acceleration running stage and an idling stage; in the first acceleration running stage, a traction force is applied to the train to accelerate the speed of the train from 0 to a first speed; in the idling stage, the traction force is stopped to be applied to the train, and the speed of the train is reduced from the first speed to a disturbance area running speed; and the train runs according to the pre-entry running curve into the disturbance area for a time T1; The passing through the disturbance area operation curve comprises: applying a traction force to the train, so that the train passes through the disturbance area at a disturbance area passing speed; the time for the train to pass through the disturbance area according to the passing through the disturbance area operation curve is T n ; The post-exit running curve out of the disturbance area at least comprises: a deceleration running stage, in which a braking force is applied to the train to reduce the speed of the train to 0; and the train runs according to the post-exit running curve out of the disturbance area for a time T3; the time for the train to run according to the running curve through the disturbance area is a fixed value, the total running time T of the train from the departure platform to the stopping platform total is a fixed value, by adjusting the time T1 for the train to run according to the running curve before entering the disturbance area and the time T3 for the train to run according to the running curve after leaving the disturbance area, to meet: T1+T n +T 3＝ T total .

2. The method for implementing automatic noise-reducing speed-reducing operation of a train according to claim 1, wherein, If a distance from a start point of the disturbance area to the departure platform is greater than a sum of a running distance of the train in the first acceleration running stage at a maximum traction speed and a running distance of the train in the idling stage, the pre-entry running curve into the disturbance area comprises: the first acceleration running stage, a first uniform speed running stage, and the idling stage; In the first acceleration running stage, the traction force is applied to the train to accelerate the speed of the train from 0 to the first speed, and the first speed is the maximum traction speed, which is less than a roof limit speed; In the first uniform speed running stage, the traction force is applied to the train to run at the maximum traction speed; In the idling stage, the traction force is stopped to be applied to the train, and the speed of the train is reduced from the maximum traction speed to the disturbance area running speed.

3. The method of claim 2, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. When the train runs to the disturbing curve coasting entry position S start , the coasting phase is entered. ​ ； where S n-start is the start of the nuisance area, is the distance required for the coasting deceleration, is the maximum traction speed, is the running speed in the nuisance area, a is the coasting deceleration in the coasting phase, a= / m=(F1+F2) / m=(A+Bv+CV 2 )g+(i‰+f curve )g, S margin is the system margin, is the total resistance of the line, F 合 =F1+F2, F1 is the basic resistance, F1=(A+Bv+CV 2 )mg, F2 is the additional resistance, F2=(i‰+f curve )mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the line gradient, f curve is the curve additional resistance coefficient.

4. The method of claim 3, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. The train runs according to the pre-entry running curve into the disturbance area for the time T1. T1 = t 1加速 + t 1匀速 + t 1惰行 ; ， ； ； ； ； ； Wherein, T1 is the time of train running according to the running curve before entering the disturbance area, is the maximum traction speed, is the running speed of the disturbance area, t 1加速 is the running time of the first acceleration running stage, t 1匀速 is the running time of the first uniform running stage, t 1惰行 is the running time of the idling stage, S1 is the distance between the departure platform and the starting point S n-start of the disturbance area, is the running distance of the first acceleration running stage, is the running distance of the first uniform running stage, is the running distance of the idling stage, c1 is the acceleration of the first acceleration running stage, a is the idling deceleration of the idling stage, the idling distance is evenly divided into n segments, the resistance of each segment is regarded as a constant value, the running time of each segment is calculated, and then the sum is accumulated, starting from the initial speed V max , the idling starts, V max is the initial first segment, i.e. i=1, V i-1 =V0, V n is the final speed to be reached by the train, i.e. i=n, V i =V n , V i-1 =V n-1 , V0=V max , V n =V n , V i-1 and V i are the initial speed and the end speed of the i-th segment, respectively, is the line resistance of the i-th segment, i=1, 2, 3…n.

5. The method of claim 2, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. In the first acceleration running stage, the train runs according to a highest running grade curve.

6. The method for implementing automatic noise-reduction speed-reduction operation of a train according to claim 2, wherein, If the distance from the start point of the disturbance area to the departure platform is less than the sum of the running distance of the train in the first acceleration running stage at the maximum traction speed and the running distance of the train in the idling stage, the pre-entry running curve into the disturbance area comprises: the first acceleration running stage and the idling stage; In the first acceleration running stage, the traction force is applied to the train to accelerate the speed of the train from 0 to the first speed, and the first speed is a hypothetical speed, which is less than the maximum traction speed; In the idling stage, the traction force is stopped to be applied to the train, and the speed of the train is reduced from the hypothetical speed to the disturbance area running speed.

7. The method of claim 6, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. When the train runs to an idling entry position of the disturbance curve, the idling stage is entered; ​ ； wherein S start is the curve entry position for coasting, n-start S is the distance required for coasting speed reduction, a is the coasting deceleration in the coasting phase, a= / m = (F1 + F2) / m = (A + Bv + CV 2 )mg + (i‰ + f curve )mg, S margin is the system margin, F 合 = F1 + F2, F1 is the basic resistance, F1 = (A + Bv + CV 2 )mg, F2 is the additional resistance, F2 = (i‰ + f curve )mg, m is the total mass of the train, A, B, C are the basic resistance coefficients of the train, V is the instantaneous speed of the train, g is the acceleration due to gravity, i‰ is the line gradient, f curve is the curve additional resistance coefficient.

8. The method of claim 7, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. The train runs according to the pre-entry running curve into the disturbance area for the time T1. T1 = t 1加速 + t 1惰行 ; ， ； ； ； Wherein, T1 is the time of train running according to the running curve before entering the disturbance area, V real-max is the assumed speed, is the running speed in the disturbance area, t 1加速 is the running time of the first acceleration running stage, t 1惰行 is the running time of the coasting stage, S1 is the distance between the departure platform and the starting point S n-start of the disturbance area, is the running distance of the first acceleration running stage, is the running distance of the coasting stage, c1 is the acceleration of the first acceleration running stage, a is the coasting deceleration of the coasting stage, the coasting distance is evenly divided into n segments, the resistance of each segment is regarded as a constant value, the running time of each segment is calculated, and then the running time is accumulated and summed, starting from the initial speed V real-max coasting, V real-max is the initial first segment, i.e. i=1, V i-1 =V0, V n is the final speed to be reached by the train, i.e. i=n, V i =V n , V i-1 =V n-1 , V0=V real-max , V n =V n , V i-1 and V i are the initial speed and the end speed of the i-th segment, respectively, is the line resistance of the i-th segment, i=1, 2, 3…n.

9. The method of claim 1, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. The train runs according to the running curve through the disturbance area for a time T2. ​ ； wherein, is the time for the train to run according to the running curve through the disturbance area, L n is the length of the disturbance area, L n = |S n-end -S n-start |, S n-start is the starting point of the disturbance area, S n-end is the end point of the disturbance area, T rain_Length is the length of the train, V n is the running speed of the disturbance area.

10. The method of claim 1, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. When a tail of the train is located at an end point of the disturbance area, if a distance between a head of the train and the parking platform is greater than a sum of a running distance of the train in a second acceleration running stage at the maximum traction speed and a running distance of the train in a deceleration running stage, the post-exit running curve out of the disturbance area comprises: the second acceleration running stage, a second uniform speed running stage, and the deceleration running stage; In the second acceleration running phase, the train is accelerated to a second speed from the running speed in the disturbance area, and the second speed is a maximum traction speed, which is less than the roof speed limit; In the second uniform running phase, the train is accelerated to the maximum traction speed; In the deceleration running phase, the train is decelerated to 0 from the maximum traction speed.

11. The method of claim 10, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. The time for the train to run according to the running curve after leaving the disturbance area is: T3 = t 3恒定 + t 3加速 + t 3匀速 ; ； ； ； ； ； Wherein, T3 is the time for the train to run according to the running curve after leaving the disturbing area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end of the disturbing area, is the maximum traction speed, is the disturbing area running speed, is the running time of the deceleration running stage, is the running distance of the deceleration running stage, is the running time of the second acceleration running stage, is the running distance of the second acceleration running stage, is the running time of the second uniform speed running stage, is the running distance of the second uniform speed running stage, is the acceleration of the second acceleration running stage, and b is the deceleration of the deceleration running stage.

12. The method of claim 10, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. When the tail of the train is located at the end of the disturbance area, if the distance between the head of the train and the parking platform is less than the sum of the running distance of the train in the second acceleration running phase at the maximum traction speed and the running distance of the train in the deceleration running phase, and the distance between the head of the train and the parking platform is greater than the running distance of the train in the deceleration running phase, the running curve after leaving the disturbance area comprises the second acceleration running phase and the deceleration running phase; In the second acceleration running phase, the train is accelerated to a second speed from the running speed in the disturbance area, and the second speed is a maximum traction speed, which is less than the roof speed limit; In the deceleration running phase, the train is decelerated to 0 from the maximum traction speed.

13. The method for achieving automatic noise reduction and speed reduction operation of a train as described in claim 12, characterized in that, The time for the train to run according to the running curve after leaving the disturbance area is: T3 = t 3恒定 +t 3加速 ; ； ； ； ； ； Wherein, T3 is the time for the train to run according to the running curve after leaving the disturbing area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end of the disturbing area, is the assumed speed, is the disturbing area running speed, is the running time of the deceleration running stage, is the running distance of the deceleration running stage, is the running time of the second acceleration running stage, is the running distance of the second acceleration running stage, is the acceleration of the second acceleration running stage, and b is the deceleration of the deceleration running stage.

14. The method of claim 12, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. When the tail of the train is located at the end of the disturbance area, if the distance between the head of the train and the parking platform is less than the sum of the running distance of the train in the second acceleration running phase at the maximum traction speed and the running distance of the train in the deceleration running phase, and the distance between the head of the train and the parking platform is greater than the running distance of the train in the deceleration running phase, the running curve after leaving the disturbance area comprises the second acceleration running phase and the deceleration running phase; In the deceleration running phase, the train is decelerated to 0 from the maximum traction speed.

15. The method of claim 14, wherein the train automatically reduces the speed of the train in response to the noise level exceeding the predetermined noise level. The time for the train to run according to the running curve after leaving the disturbance area is: T3 = t 3恒定 ; ； ； Wherein, T3 is the time for the train to run according to the running curve after leaving the disturbing area, S3 is the distance between the head of the train and the parking platform when the tail of the train is located at the end of the disturbing area, is the running speed in the disturbing area, is the running time in the deceleration running stage, is the running distance in the deceleration running stage, and b is the deceleration in the deceleration running stage.

16. The method of claim 1, wherein the train automatically reduces noise and speed in response to the signal. 25 When it is detected that a train is located at the departure platform before the disturbance area, and the current time is in the disturbance time period, a disturbance identification bit is set on the train, and the train with the disturbance identification bit is controlled to run from the departure platform to the parking platform according to the deceleration energy-saving running curve.

17. The method of claim 16, wherein the train automatically reduces noise and speed in response to the signal. When the train running according to the deceleration energy-saving running curve runs to the parking platform, the disturbance identification bit on the train is cleared, and the train with the cleared disturbance identification bit is controlled to run according to the normal running curve. ​ 18. A system for implementing automatic noise-reducing speed-reducing operation of a train, for implementing the method for implementing automatic noise-reducing speed-reducing operation of a train according to any one of claims 1 to 17, characterized by, The system comprises: An ATS train automatic monitoring system for continuously detecting train positioning information and judging whether the current time is in the disturbance time period; A VOBC on-board system for controlling the train to run according to the deceleration energy-saving running curve; An ATO train automatic operation system for generating the deceleration energy-saving running curve.

19. The system for enabling automatic quiet running speed reduction of a train of claim 18, wherein, When the ATS train automatic monitoring system detects that a train is located at the departure platform before the disturbance area, and the current time is in the disturbance time period, a signal for setting a "disturbance identification bit" is sent to the VOBC on-board system; the VOBC on-board system sets a disturbance identification bit on the train, and controls the train with the disturbance identification bit to run from the departure platform to the parking platform according to the deceleration energy-saving running curve.

20. The system for implementing automatic train noise reduction speed reduction operation according to claim 18, wherein, The ATS train automatic monitoring system detects the train running to the parking platform according to the speed reduction energy saving operation curve, and sends a signal to clear the "nuisance identification bit" to the VOBC on-board system; the VOBC on-board system clears the nuisance identification bit on the train, and controls the train with the cleared nuisance identification bit to run according to the normal operation curve.

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