An online calculation method, device and medium for adjusting speed of ATO time

Abstract

The present application relates to a kind of ATO time adjustment speed online calculation method, equipment and medium, the method is used for the time adjustment speed online calculation of city area motor train unit train in the scene of temporary speed limit in section, the method includes: the online planning phase of closely running speed curve, for calculating the most limited speed region of car body range, and the result of the forward speed planning and backward speed planning is obtained by synthesis to obtain closely running speed curve;The online adjustment phase of train real-time running speed, based on the closely running speed curve planned, with the real-time position of car head as starting point, iteratively search time adjustment speed satisfying expected running time constraint.Compared with prior art, the present application has advantages such as solving the early and late arrival problem of city area motor train unit train in the scene of temporary speed limit.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to an online calculation method, device, and medium for adjusting the speed of urban EMU trains by ATO time considering temporary speed limits. Background Technology

[0002] Suburban rail lines are an important component of modern urban transportation networks, operating under a public transport-like and network-based model. Compared to subway lines, which have shorter station intervals and primarily serve the city center, suburban rail lines are characterized by longer station intervals, primarily serving transportation between urban and suburban areas, and need to provide transportation services for large commuter flows during peak hours. Suburban EMU trains require higher speeds, larger passenger capacities, and corresponding punctuality to meet the needs of rapid commuting and business travel.

[0003] During the operation of urban EMU trains, temporary speed restrictions on certain sections are unavoidable. The setting of temporary speed restrictions is characterized by suddenness in time and uncertainty in geography. Therefore, it is objectively impossible to plan offline and pre-store the speed curves of different operating levels for temporary speed restriction sections. However, the actual operation scenario urgently requires urban EMU trains to have the function of online planning and online adjustment of operating speed curves.

[0004] A search of Chinese Patent Publication No. CN111469888A reveals a method and system for planning rapid target curves for train ATO (Automatic Train Operation). Specifically, the method includes the following steps: 1) dividing the train operating section into several sub-sections with conventional speed limit change types; 2) planning rapid target curves for each sub-section with conventional speed limit change types to obtain several corresponding rapid target curves; 3) connecting the rapid target curves corresponding to each sub-section sequentially to obtain the rapid target curve for the entire train operating section. This method aims to solve the technical problem of difficult ATO target curve planning for train operating sections with complex speed limit changes. However, in scenarios involving temporary speed limits within a section, existing urban EMU trains still operate according to the set operating level, without real-time planning of the section's operating speed curve or calculation of the time adjustment speed to meet the remaining operating time constraints. This results in trains arriving early or late, reducing punctuality and placing significant pressure on subsequent operational adjustments. Summary of the Invention

[0005] The purpose of this invention is to overcome the shortcomings of the prior art by providing an online calculation method, device, and medium for ATO time adjustment speed.

[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, an online calculation method for ATO (Automatic Time Adjustment) speed is provided. This method is used for online calculation of the time adjustment speed of urban EMU trains under temporary speed restrictions in inter-regional areas. The method includes: The online planning stage of the tight running speed curve is used to calculate the maximum speed limit area of ​​the vehicle body. The tight running speed curve is obtained by combining the results of forward speed planning and backward speed planning. During the online adjustment phase of the train's real-time operating speed, based on the planned tight operating speed curve, the train iteratively searches for a time adjustment speed that meets the desired operating time constraint, starting from the real-time position of the locomotive.

[0007] As a preferred technical solution, the online planning stage of the tight running speed curve specifically includes: Step S101: Merge the permissible speed zone and the temporary speed limit zone of the line; Step S102: Consider the vehicle body range in the merged speed limit area and calculate the maximum speed limit area; Step S103: Perform forward planning of tight running speed based on grid points in the region with the most limited speed; Step S104: Perform backward planning of tight running speed based on grid points in the most restricted speed region; Step S105: Combine the results of forward programming and backward programming to obtain the compact operating speed curve.

[0008] As a preferred technical solution, the online planning triggering condition for the online planning stage of the tight running speed curve is the first effective interval running task or the change of the parking point, wherein the interval running task includes the planned running distance and the planned running time.

[0009] As a preferred technical solution, the speed-limited region in step S101 is described by a set of triples, each triple including the following elements: region start point, region end point, and region speed limit.

[0010] As a preferred technical solution, the maximum speed limit region in step S102 is the speed limit region after extending, intersecting, and sorting the merged speed limit region according to the vehicle body length.

[0011] As a preferred technical solution, the forward planning process of the tight running speed in step S103 is to calculate the grid point speed under the train traction condition according to the increasing grid distance, wherein the grid point is a distance point divided according to the configured grid distance in the most restricted speed area; the forward planning speed between adjacent grid points is calculated in a forward recursive manner according to the traction acceleration process.

[0012] As a preferred technical solution, the comprehensive acceleration for calculating the forward planning speed in step S103 is the sum of three accelerations: traction acceleration, gradient acceleration, and resistance acceleration. The forward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

[0013] As a preferred technical solution, the backward planning process of the closely running speed in step S104 is to calculate the grid point speed under the train braking condition according to the decreasing grid distance, and the backward planning speed between adjacent grid points is calculated in reverse recursion according to the braking deceleration process.

[0014] As a preferred technical solution, the braking deceleration for calculating the backward planning speed in step S104 is divided into two types: parking braking deceleration and deceleration area deceleration. The parking braking deceleration is used for backward speed planning during the stopping phase, and the deceleration area deceleration is used for backward speed planning during the deceleration phase. The backward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

[0015] As a preferred technical solution, the tight running speed curve in step S105 is described by a sequence of grid distance points in an increasing order. Each grid distance point contains speed information and time information, and the time information is the running time within the adjacent grid distance.

[0016] As a preferred technical solution, the tight running speed curve in step S105 is the combined result of forward speed planning and backward speed planning in the most restricted speed region; The logic for merging the speed curves in close operation includes the following three cases: a) The velocities at points on adjacent grids are all calculated using the forward-planned velocities at the corresponding locations; b) The velocities at points on adjacent grids are all based on the backward planning velocities at the corresponding locations; c) The velocity at the current grid distance point uses the backward planning velocity at the corresponding position, and the velocity at the previous grid distance point uses the forward planning velocity at the corresponding position.

[0017] As a preferred technical solution, the online adjustment phase of the train's real-time operating speed specifically includes: Step S106: Based on the tight running speed curve, start the constant speed running strategy at a specified position and a specified cruise speed, and at the same time calculate the running time to complete the remaining interval; Step S107: Starting from the real-time position of the vehicle head, iteratively search for the time adjustment speed that satisfies the expected running time constraint.

[0018] As a preferred technical solution, the online adjustment triggering condition for the online adjustment phase of the train's real-time operating speed is one of the following three conditions: The speed curve for close-progress operation has changed; The planned run time has changed; The interval since the last adjustment calculation is the adjustment speed update time threshold.

[0019] As a preferred technical solution, the constant speed operation strategy in step S106 uses the specified cruise speed as the judgment standard to search for close running curve grid distance points from a given position. Close running speeds not higher than the given cruise speed are marked as close running grid points, and close running speeds not lower than the given cruise speed are marked as cruise running grid points. The running time of the constant speed running strategy consists of two parts: the tight running time in the tight running grid area and the cruise running time in the cruise grid area.

[0020] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0021] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0022] Compared with the prior art, the present invention has the following advantages: 1) This invention provides an online time adjustment speed calculation method for the ATO system of urban EMU trains under temporary speed limit conditions, which solves the problem of early or late arrival of urban EMU trains under temporary speed limit scenarios.

[0023] 2) This invention provides the scheduling system with accurate interval running time estimates, which helps to quickly recover the train schedule after it is disturbed, and enables more refined train tracking and scheduling; 3) This invention does not require the deployment of expensive computing servers. The online calculation function of time adjustment speed can be completed on existing vehicle-mounted embedded boards, which is a low-cost and high-efficiency solution. Attached Figure Description

[0024] Figure 1 This is a functional block diagram of the online speed calculation for time adjustment under temporary speed limits for urban EMU trains according to the present invention; Figure 2 This is a schematic diagram showing the combination of the permissible speed and temporary speed limit curves for urban EMU train lines according to the present invention; Figure 3Flowchart for calculating the most restrictive speed zone considering the vehicle body range of the urban EMU train of this invention; Figure 4 This is a schematic diagram of the forward planning of the running speed of the urban EMU train based on grid points according to the present invention; Figure 5 This is a schematic diagram of the backward planning of the running speed of urban EMU trains based on grid points according to the present invention; Figure 6 This is a schematic diagram illustrating the merging of speed curves from the integrated forward and backward planning results of urban EMU trains in this invention. Figure 7 This is a schematic diagram illustrating the calculation of constant speed running time during the online adjustment process of urban EMU trains according to the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0026] To address the issue of early departures and delays for urban EMU trains under temporary speed restrictions, this invention presents an online calculation method for ATO (Automatic Train Operation) time adjustment speed. This method comprises two stages: an online planning stage for the tight running speed curve and an online adjustment stage for the train's real-time running speed. The online planning stage calculates the maximum speed limit area within the train body and obtains the tight running speed curve by combining the results of forward and backward speed planning. The online adjustment stage, based on the planned tight running speed curve and starting from the real-time position of the train head, iteratively searches for a time adjustment speed that satisfies the desired running time constraint.

[0027] The specific process of the online calculation method for ATO time adjustment speed of the present invention is as follows: Step S101: Merge the permissible speed zone and the temporary speed limit zone of the line; Step S102: Consider the vehicle body range in the merged speed limit area and calculate the maximum speed limit area; Step S103: Perform forward planning of tight running speed based on grid points in the most restricted speed region; Step S104: Perform backward planning of tight running speed based on grid points in the most restricted speed region; Step S105: Combine the results of forward programming and backward programming to obtain the compact running speed curve; Step S106: Based on the tight running speed curve, design a constant speed running strategy that starts from a specified position and a specified cruising speed, and at the same time calculate the running time to complete the remaining interval; Step S107: Starting from the real-time position of the vehicle head, iteratively search for the time adjustment speed that satisfies the expected running time constraint.

[0028] As a further implementation, steps S101 to S105 belong to the online planning stage of the tight running speed curve.

[0029] As a further implementation, the online planning triggering conditions for steps S101 to S105 are the first effective interval operation task or a change in the parking point. The interval operation task refers to the planned operating distance and the planned operating time.

[0030] As a further implementation, the speed permitted on the line and the speed in the temporary speed restriction zone in step S101 refer to the maximum speed that the train can reach.

[0031] As a further implementation, the speed-limited region in step S101 is described by a set of sequence triples, each triple containing the following elements: region start point, region end point, and region speed limit.

[0032] As a further implementation, the speed-limiting region in step S102 is the speed-limiting region after extending, intersecting, and sorting the merged speed-limiting region according to the vehicle body length.

[0033] As a further implementation, in step S103, the grid points are distance points divided according to the configured grid distance in the most limiting speed region.

[0034] As a further implementation, the forward planning process for the closely spaced running speed in step S103 is to calculate the grid point speed under the train traction condition according to the increasing grid distance.

[0035] As a further implementation, in step S103, the forward planning speed between adjacent grid points is calculated in a forward recursive manner according to the traction acceleration process.

[0036] As a further implementation, the comprehensive acceleration for calculating the forward planning velocity in step S103 is the sum of three accelerations: traction acceleration, gradient acceleration, and drag acceleration.

[0037] As a further implementation, in step S103, the forward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

[0038] As a further implementation, the backward planning process for the closely spaced running speed in step S104 is to calculate the grid point speed under the train braking condition according to the decreasing grid distance order.

[0039] As a further implementation, in step S104, the backward planning speed between adjacent grid points is calculated in reverse recursion according to the braking and deceleration process.

[0040] As a further implementation, the braking deceleration used to calculate the backward planning speed in step S104 is divided into two types: parking braking deceleration and deceleration in the deceleration zone. The parking braking deceleration is used for backward speed planning during the stopping phase, and the deceleration zone deceleration is used for backward speed planning during the deceleration phase in the section.

[0041] As a further implementation, in step S104, the backward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

[0042] As a further implementation, the tight running speed curve in step S105 is described by a sequence of grid distance points in an increasing order. Each grid distance point contains speed information and time information, where the time information refers to the running time within the adjacent grid distance.

[0043] As a further implementation, the closely running speed curve in step S105 is the combined result of forward speed planning and backward speed planning in the most restricted speed region.

[0044] As a further implementation, the merging calculation logic of the closely running speed curves in step S105 has the following three cases: the speeds at adjacent grid distance points all use the forward planning speed of the corresponding position; the speeds at adjacent grid distance points all use the backward planning speed of the corresponding position; the speed at the current grid distance point uses the backward planning speed of the corresponding position, and the speed at the previous grid distance point uses the forward planning speed of the corresponding position.

[0045] As a further implementation, steps S106 to S107 belong to the online adjustment stage of the train's real-time operating speed.

[0046] As a further implementation, the online adjustment triggering condition for steps S106 to S107 is one of the following three conditions: the tight running speed curve changes, the planned running time changes, or the interval since the last adjustment calculation time exceeds the adjustment speed update time threshold.

[0047] As a further implementation, the constant speed operation strategy in step S106 uses the given cruise speed as the judgment criterion to search for close running curve grid distance points starting from a given position. Close running speeds not higher than the given cruise speed are marked as close running grid points, and close running speeds not lower than the given cruise speed are marked as cruise running grid points.

[0048] As a further implementation, the running time of the constant speed running strategy in step S106 consists of two parts: the tight running time in the tight running grid point region and the cruise running time in the cruise grid point region.

[0049] As a further implementation, in step S107, the time adjustment speed is obtained by iteratively searching from the real-time position of the vehicle's front end to find the cruising speed that satisfies the desired running time constraint.

[0050] The following is a further description of the specific implementation of the above scheme: 1. Triggering conditions for online planning and online adjustment calculations The time-adjusted speed calculation method for urban EMU trains under temporary speed limits consists of two stages: online planning of the tight operating speed curve and online adjustment of the train's real-time operating speed. The functional block diagram is as follows: Figure 1 As shown. The trigger conditions for online planning are the first effective execution of a section operation task or a change in the parking point. A section operation task refers to the planned operating distance and planned operating time. The tight operating speed curve is the basis for calculating the time adjustment speed; therefore, the tight operating speed curve needs to be replanned whenever the parking point changes.

[0051] Based on the planned tight operating speed curve, the time adjustment speed is calculated according to the planned running time. The trigger condition for online adjustment is one of the following three conditions: the tight operating speed curve changes, the planned running time changes, or the interval since the last adjustment calculation time exceeds the adjustment speed update time threshold. In addition, when the distance between the train and the stopping point is less than the adjustment speed update distance threshold, the most recently calculated time adjustment speed is maintained.

[0052] 2. Speed-limited areas are calculated together. A speed-limited zone is described by a set of triples, each triple containing the following elements: the start point of the zone, the end point of the zone, and the speed limit of the zone. Figure 2 This is a schematic diagram of the combined permissible speed and temporary speed limit curves of the line. It traverses the permissible speed area and the temporary speed limit area of ​​the line. If there are both permissible speed area and temporary speed limit area at the same location point, the lowest speed in the two areas is selected as the combined area speed limit; if there is only a permissible speed area, the combined area speed limit is the permissible speed at that location point.

[0053] 3. Calculation of speed limit zones within the vehicle body area Taking the vehicle length into account for the merged speed limit zones, the maximum speed limit zone within the vehicle body is obtained. The calculation process is as follows: Figure 3 As shown, it consists of three processes: region extension, region intersection, and region sorting.

[0054] The first step is the regional extension process, which traverses the merged speed limit areas. The starting point of the merged speed limit area is used as the starting point of the vehicle body range speed limit area, and the vehicle body range speed limit area is extended by the vehicle length from the ending point of the merged speed limit area.

[0055] The second step is the area intersection process. For the starting point of each vehicle-wide speed-limited area, the set of intersection points between that starting point and the previous vehicle-wide speed-limited area is calculated, and the lowest speed limit in the intersection point set is taken as the starting speed of the vehicle-wide speed-limited area. For the ending point of each vehicle-wide speed-limited area, the set of intersection points between that ending point and the subsequent vehicle-wide speed-limited area is calculated, and the lowest speed limit in the intersection point set is taken as the ending speed of the vehicle-wide speed-limited area.

[0056] Finally, there is the area sorting process. For each vehicle body range speed limit area, the areas are sorted in ascending order of the distance between the starting point and the ending point, resulting in an ordered maximum speed limit area that takes into account the vehicle body range effect.

[0057] 4. Forward and backward running speed planning The maximum speed limit region is the basis for planning the tight operating speed curve. The maximum speed limit region of the train operating section is divided according to the configured grid distance. Forward and backward operating speed planning are performed separately at the grid distance points, such as... Figure 4 and Figure 5 As shown. The forward planning process for the tight running speed is to calculate the grid point speed under the train traction condition according to the increasing grid distance. The forward planning speed calculated by forward recursion is shown in formula (1): (1) in, Indicates the grid distance point index. Indicates the distance from the grid point Forward planning speed of location Represents grid distance points Location forward planning integrated acceleration, The grid spacing is defined, and the overall acceleration calculation during the forward planning process is shown in formula (2). (2) in Indicates the planned speed The maximum traction acceleration of the train under the current conditions. Represents grid distance points The slope acceleration at the location, Represents grid distance points The drag acceleration at position.

[0058] The backward planning process for the tight running speed is to calculate the grid point speed under the train braking condition according to the decreasing grid distance. The backward planning speed calculated in reverse recursion is shown in formula (3): (3) in, Indicates the distance from the grid point The speed of backward planning of location, This represents the deceleration used in backward velocity planning. The deceleration during the backward velocity planning process depends on the operational scenario. There are two possible values: parking braking deceleration and deceleration in the deceleration zone. Parking braking deceleration is used for backward speed planning during the stopping phase, while deceleration in the deceleration zone is used for backward speed planning during the deceleration phase in the interval.

[0059] The forward planning speed and backward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

[0060] 5. Calculation of tight running speed curve By combining the forward planning speed and the backward planning speed, a tight operating speed curve is obtained. Figure 6 This demonstrates a comprehensive scenario of planned speeds within the most restricted speed zone, featuring the following characteristics: grid distance points. Forward planning speed of location is less than or equal to Forward planning speed of location, grid distance point The backward planning speed of the location is greater than or equal to The backward planning speed of the location. Summarizing the above scenarios, we can derive three merging logics for the forward planning speed and the backward planning speed. By merging the forward and backward planning speeds, we obtain a compact running speed curve described by a sequence of increasing grid distance points. Each grid distance point contains speed information and time information; the time information refers to the running time within the distance between adjacent grid points.

[0061] Tightly running curve merging calculation logic 1: grid distance point The forward planning velocity at a location is less than or equal to the backward planning velocity at the same location, and the grid distance is... If the forward planning speed of a position is less than or equal to the backward planning speed of the same position, then the speed and time calculation of the tight running curve are as shown in formula (4). (4) in, It is the grid distance point The position of the closely running curve speed, It is the grid distance point The tight running curve time of the position.

[0062] Closely running curve merging calculation logic 2: grid distance points The forward planning speed at a location is greater than or equal to the backward planning speed at the same location, and the grid distance is... If the forward planning speed of a position is greater than or equal to the backward planning speed of the same position, then the speed and time calculation of the tight running curve are shown in formula (5). (5) Tightly running curve merging calculation logic 3: grid distance points The forward planning speed at a location is greater than or equal to the backward planning speed at the same location, and the grid distance is... The forward planning speed at a given location is less than the backward planning speed at the same location. In this case, the speed and time calculations for the tight running curve are shown in formula (6). (6) After completing the merging logic of forward planning speed and backward planning speed, the tight running speed curve is traversed to obtain the tight running peak speed.

[0063] 6. Constant speed operation strategy Given a cruising speed and a given train position, the remaining train travel time for the section can be estimated based on a tight running curve, such as... Figure 7 As shown. Starting from a given position, search for points on the tight running curve grid. Points with a tight running speed not exceeding a given cruise speed are marked as tight running grid points, and points with a tight running speed not lower than a given cruise speed are marked as cruise running grid points. Run at a tight speed within the tight running grid point region, and at a constant speed of the given cruise speed within the cruise grid point region. The cruise running time between adjacent grid points within the cruise grid point region is shown in formula (7). (7) in, The train is at the grid distance point Location to Location cruise operation time, It is the given cruising speed.

[0064] Therefore, the interval running time at a given cruise speed consists of two parts: one part is the tight running time in the tight running grid area, and the other part is the cruise running time in the cruise grid area.

[0065] The constant speed operation strategy is the foundation for subsequent calculations of estimated arrival time and time-adjusted speed.

[0066] 7. Estimated arrival time calculation Using the current train speed as the given cruising speed, the system searches for points at close range along the running curve grid starting from the current position of the train's engine. Based on a constant-speed operation strategy, the arrival time of the train under its current kinematic state can be estimated. This estimated arrival time provides the scheduling system with an accurate estimate of the interval travel time, facilitating rapid recovery of the timetable after disruptions and enabling more refined train tracking and scheduling.

[0067] 8. Time adjustment speed calculation The time adjustment speed refers to the cruising speed that satisfies the desired running time constraint. During real-time train operation, it is necessary to search for the distance points of the closely spaced running curve grid starting from the current locomotive position. Based on a constant speed running strategy, a binary iterative calculation process is used to obtain the time adjustment speed that satisfies the desired running time constraint. Then, the time adjustment speed is used as a reference speed to control train operation. The initial upper limit of the time adjustment speed search is the peak speed of the closely spaced running curve planned online, the initial lower limit of the time adjustment speed search is the configured minimum adjustment speed threshold for the line, and the initial time adjustment speed search value is the average of the upper and lower limits. Based on the closely spaced running curve, starting from the current locomotive position, the train runs at a constant speed using the initial time adjustment speed search value to obtain the running time of the remaining section. If the difference between the running time and the desired running time is less than the configured search process end time threshold, the binary iterative process is exited; otherwise, if the running time is greater than the desired running time, the lower limit of the time adjustment speed search is updated to the time adjustment speed search value; otherwise, the upper limit of the time adjustment speed search is updated to the time adjustment speed search value. If the difference between the upper and lower limits of the time adjustment speed search is less than the configured search process end speed threshold, the binary iterative process is exited.

[0068] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0069] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0070] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0071] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0072] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0073] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0074] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0075] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. An online calculation method for ATO (Automatic Train Operation) time adjustment speed, wherein the method is used for online calculation of time adjustment speed of urban EMU trains under temporary speed restriction scenarios in sections, characterized in that, The method includes: The online planning stage of the tight running speed curve is used to calculate the maximum speed limit area of ​​the vehicle body. The tight running speed curve is obtained by combining the results of forward speed planning and backward speed planning. During the online adjustment phase of the train's real-time operating speed, based on the planned tight operating speed curve, the train's real-time position is used as the starting point to iteratively search for a time adjustment speed that meets the desired operating time constraint. The online planning phase of the tight running speed curve specifically includes: Step S101: Merge the permissible speed zone and the temporary speed limit zone of the line; Step S102: Consider the vehicle body range in the merged speed limit area and calculate the maximum speed limit area; Step S103: Perform forward planning of tight running speed based on grid points in the region with the most limited speed; Step S104: Perform backward planning of tight running speed based on grid points in the most restricted speed region; Step S105: Combine the results of forward programming and backward programming to obtain the compact running speed curve; The forward planning process for the tight running speed in step S103 involves calculating the grid point speed under the train traction condition according to the increasing grid distance. The grid point is a distance point divided according to the configured grid distance in the most restricted speed area. The forward planning speed between adjacent grid points is calculated in a forward recursive manner according to the traction acceleration process. In step S104, the backward planning process of the closely running speed is to calculate the grid point speed under the train braking condition according to the decreasing grid distance. The backward planning speed between adjacent grid points is calculated in reverse recursion according to the braking deceleration process. The tight running speed curve in step S105 is the combined result of forward speed planning and backward speed planning in the most restricted speed region; The logic for merging the speed curves in close operation includes the following three cases: a) The velocities at points on adjacent grids are all calculated using the forward-planned velocities at the corresponding locations; b) The velocities at points on adjacent grids are all based on the backward planning velocities at the corresponding locations; c) The velocity at the current grid distance point uses the backward planning velocity at the corresponding position, and the velocity at the previous grid distance point uses the forward planning velocity at the corresponding position.

2. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, The online planning triggering condition for the online planning phase of the tight running speed curve is the first effective interval running task or a change in the stopping point, wherein the interval running task includes the planned running distance and the planned running time.

3. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, The speed-limited region in step S101 is described by a set of triples, each triple including the following elements: region start point, region end point, and region speed limit.

4. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, The maximum speed limit region in step S102 is the speed limit region obtained by extending, intersecting, and sorting the merged speed limit regions according to the vehicle body length.

5. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, In step S103, the comprehensive acceleration for calculating the forward planning speed is the sum of three accelerations: traction acceleration, gradient acceleration, and drag acceleration. The forward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

6. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, In step S104, the braking deceleration for calculating the backward planning speed is divided into two types: parking braking deceleration and deceleration area deceleration. The parking braking deceleration is used for backward speed planning during the stopping phase, and the deceleration area deceleration is used for backward speed planning during the deceleration phase. The backward planning speed cannot exceed the maximum speed limit at the corresponding grid distance point.

7. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, The tight running speed curve in step S105 is described by a sequence of grid distance points in an increasing order. Each grid distance point contains speed information and time information, where the time information is the running time within the adjacent grid distance.

8. The online calculation method for ATO time adjustment speed according to claim 1, characterized in that, The online adjustment phase of the train's real-time operating speed specifically includes: Step S106: Based on the tight running speed curve, start the constant speed running strategy at a specified position and a specified cruise speed, and at the same time calculate the running time to complete the remaining interval; Step S107: Starting from the real-time position of the vehicle head, iteratively search for the time adjustment speed that satisfies the expected running time constraint.

9. The online calculation method for ATO time adjustment speed according to claim 8, characterized in that, The online adjustment trigger condition for the real-time train speed adjustment phase is one of the following three conditions: The speed curve for close-progress operation has changed; The planned run time has changed; The interval since the last adjustment calculation is the adjustment speed update time threshold.

10. The online calculation method for ATO time adjustment speed according to claim 8, characterized in that, The constant speed operation strategy in step S106 uses the specified cruise speed as the criterion to search for close running curve grid distance points from a given position. Close running speeds not higher than the given cruise speed are marked as close running grid points, and close running speeds not lower than the given cruise speed are marked as cruise running grid points. The running time of the constant speed running strategy consists of two parts: the tight running time in the tight running grid area and the cruise running time in the cruise grid area.

11. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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