ATO target braking curve and SBI curve calculation method and device

Abstract

The embodiment of the invention provides an ATO target braking curve and SBI curve calculation method and device.The method comprises the steps that in the horizontal stage of an emergency braking trigger line EBI, under the conditions that traction of a train is cut off, braking is delayed, it is guaranteed that the train speed is not larger than the EBI speed, and emergency braking is not triggered, the EBI is started, and the EBI is started; an ATO target braking curve under the condition that the EBI speed is not changed is obtained through calculation; the method comprises the following steps: calculating the total distance of an acceleration process, a deceleration process and a braking process at the stage in front of an MA terminal point of an emergency braking trigger line EBI, calculating an ATO target braking curve according to the total distance, and calculating an SBI curve according to the ATO target braking curve and the advancing distance at the current speed in the delay process from the effective braking instruction to the speed reduction.

Description

Technical Field

[0001] This document relates to the field of computer technology, and in particular to a method and apparatus for calculating the ATO target braking curve and SBI curve. Background Technology

[0002] Automatic train operation is widely used in urban rail transit, playing a significant role in improving transportation efficiency and ensuring driving safety. However, mining trains are still operated manually. The efficiency of manually operated trains depends primarily on the driver's control level, relying on the driver's individual ability and state of mind during operation. Therefore, it is difficult to maintain consistently high efficiency due to changes in the driver's condition. Furthermore, mining operations require the cooperation of at least two drivers, while automatic operation can rely on only one driver for safety, saving manpower. Secondly, the control curve of manual driving is affected by the driver's subjective judgment at the moment, making it difficult to consider the control curve from a global perspective such as driving permission and stopping points, which may lead to problems such as high vehicle impact rate and high energy consumption.

[0003] To improve the operational efficiency and driving safety of trains in mining areas, the adoption of automatic driving technology has become a development trend. One of the core aspects of automatic driving is the calculation of the train's safety protection speed curve and recommended speed curve. Considering the differences between passenger transport in urban rail transit and freight transport in mining areas, this paper introduces the characteristics of heavy-haul trains for mining areas, and realizes a method for calculating the train's safety protection speed curve and recommended speed curve applicable to mining locomotives. Summary of the Invention

[0004] The purpose of this invention is to provide a method and apparatus for calculating the ATO target braking curve and SBI curve, in order to solve the above-mentioned problems in the prior art.

[0005] This invention provides a method for calculating the ATO target braking curve and SBI curve, including: In the horizontal phase of the Emergency Braking Trigger Line (EBI), under the conditions of train traction cut-off, brake establishment delay, and ensuring that the train speed does not exceed the EBI speed and emergency braking is not triggered, the ATO target braking curve is calculated under the condition that the EBI speed remains unchanged. In the stage before the MA endpoint of the Emergency Braking Trigger Line (EBI), the total distance of the acceleration, deceleration, and braking processes is calculated. The ATO target braking curve is calculated based on the total distance. The SBI curve is calculated based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction.

[0006] This invention provides an ATO target braking curve and SBI curve calculation device, comprising: The first calculation module is used to calculate the ATO target braking curve under the condition that the EBI speed remains unchanged during the horizontal phase of the emergency braking trigger line (EBI), when the train cuts off traction, there is a brake establishment delay, and the train speed is not greater than the EBI speed and the emergency braking is not triggered. The second calculation module is used to calculate the total distance of the acceleration, deceleration and braking processes in the stage before the MA endpoint of the emergency braking trigger line (EBI), calculate the ATO target braking curve based on the total distance, and calculate the SBI curve based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction.

[0007] This invention also provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps of the above-described ATO target braking curve and SBI curve calculation method.

[0008] This invention also provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor, implements the steps of the above-described ATO target braking curve and SBI curve calculation method.

[0009] By adopting the embodiments of the present invention, the performance parameters of trains in mining areas are fully considered, and the train safety protection speed curve calculation method is used to ensure the driving safety of trains in mining areas. By fully considering the nature of train operations in mining areas, the calculation method of recommended train speed curve, braking distance margin and target braking rate is used to improve the efficiency of train operations in mining areas. Attached Figure Description

[0010] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0011] Figure 1 This is a flowchart of the ATO target braking curve and SBI curve calculation method according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the ATO target VS curve for all cases in all scenarios of this invention. Figure 3 This is a schematic diagram of the ATO target curve in the horizontal stage of an embodiment of the present invention; Figure 4This is a schematic diagram of the ATO target velocity curve obtained from the horizontal EBI according to an embodiment of the present invention; Figure 5 This is a schematic diagram of the ATO target braking curve ahead of the MA endpoint in an embodiment of the present invention; Figure 6 This is a schematic diagram of the ATO braking curve using a fixed braking rate according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the relationship curve between Y and v0 in an embodiment of the present invention; Figure 8 This is a schematic diagram of the EBI and ATO target curves in an embodiment of the present invention when they are closest to 2 kph. Figure 9 This is a schematic diagram of the ATO braking curve according to an embodiment of the present invention; Figure 10 This is a schematic diagram illustrating the relationship between EBI, SBI, and deltaS in an embodiment of the present invention; Figure 11 This is a schematic diagram of how the ATO in this embodiment of the invention calculates the target curve using a fixed braking rate a; Figure 12 This is a schematic diagram of the ATO target braking curve and SBI curve calculation device according to an embodiment of the present invention; Figure 13 This is a schematic diagram of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0012] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.

[0013] Method Implementation Examples According to embodiments of the present invention, a method for calculating the ATO target braking curve and the SBI curve is provided. Figure 1 This is a flowchart of the ATO target braking curve and SBI curve calculation method according to an embodiment of the present invention, as shown below. Figure 1 As shown, the method for calculating the ATO target braking curve and SBI curve according to an embodiment of the present invention specifically includes: Step S101: During the horizontal phase of the Emergency Braking Trigger Line (EBI), under the conditions of train traction cut-off, brake establishment delay, and ensuring that the train speed does not exceed the EBI speed and emergency braking is not triggered, the ATO target braking curve is calculated under the condition that the EBI speed remains unchanged; specifically including: According to formulas 1 to 5, ensure that v1end and v2end are not greater than the EBI speed V_LIMIT, calculate the emergency braking trigger speed v0, take the smaller value of the two v0 values ​​as the ATO target curve speed, and obtain the ATO target braking curve. Formula 1; Formula 2; Formula 3; Formula 4; Formula 5; Where v0 is the emergency braking trigger speed, a1 is the traction acceleration, a2 is the gradient acceleration, t0 is the traction cut-off delay, t1 is the delay from traction cut-off to brake establishment, V1end is the final velocity of the acceleration process under traction acceleration and gradient acceleration, and V2end is the final velocity of the deceleration process under gradient acceleration.

[0014] Step S102: In the stage before the MA endpoint of the Emergency Braking Initiation Line (EBI), calculate the total distance of the acceleration, deceleration, and braking processes. Calculate the ATO target braking curve based on the total distance. Calculate the SBI curve based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction. Specifically, this includes: Let a1 be the acceleration during the acceleration process under traction acceleration and gradient acceleration, a2 be the acceleration during the deceleration process under gradient acceleration, and a3 be the acceleration during the braking process under emergency braking acceleration and gradient acceleration. Calculate the total distance of the acceleration, deceleration, and braking processes using formulas 6-9: Formula 6; Formula 7; Formula 8; Formula 9; Where r is the slope acceleration. Based on Formulas 10-11, calculate the ATO target braking curve according to the total distance: Formula 10; Formula 11; Where a is the fixed braking rate, X off The distance to the target stopping point of the train is set as the distance to the stopping point, i.e., the PP point distance. v is the speed value of each point on the ATO target curve. off This indicates the speed margin used to ensure that the train speed will not exceed the EBI speed due to delay during ATO braking.

[0015] Calculate the distance traveled at the current speed deltaS during the delay from the time the braking command is effective to the time the speed begins to decrease, according to Formula 12. deltaS=v*T+Smargin formula 12; Where v represents the current speed; Smargin represents the distance the train travels from the start of increasing braking force to the completion of braking. T = (Common braking establishment delay + ATP control period + ATO control period); The SBI curve is calculated using formula 13: Formula 13.

[0016] The technical solutions of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0017] The ATO target vs. curve chart for all scenarios is as follows: Figure 2 As shown, there are two scenarios: speed reduction at the line limit and speed reduction at the MA terminus. For both scenarios, considering that the braking force control of the mine train is achieved through electrical switches during automatic train control, and continuous braking force output cannot be achieved through PWM or other methods, the ATO target braking curve is calculated using the principle of fixed braking rate.

[0018] The following section explains the calculation of the target curve for ATO under different speed limit conditions in stages.

[0019] 1. ATO target curve in the horizontal phase like Figure 3 As shown, with the EBI (Emergency Brake Trigger Line) speed unchanged, the ATO target speed is calculated based on the train's traction cut-off and brake establishment delay (stages 1 and 2) to ensure that the train speed does not exceed V_LIMIT (EBI speed) and does not trigger emergency braking.

[0020] It is necessary to ensure that neither v1end nor v2end is greater than V_LIMIT.

[0021] Formula 1; Formula 2; Parameter description: v0 is the emergency braking trigger speed, a1 is the traction acceleration, a2 is the gradient acceleration (positive value for uphill), t0 is the traction cut-off delay, and t1 is the delay from traction cut-off to brake establishment.

[0022] The calculations based on the critical conditions yielded the following: Formula 3; Formula 4; Based on formulas 3 and 4, v0 is calculated as follows: Formula 5 The smaller of the two v0 values ​​is taken as the ATO target curve velocity. The ATO target velocity obtained from the horizontal EBI is as follows: Figure 4 As shown.

[0023] The difference between the EBI and ATO target velocities in the horizontal phase is calculated below: Selected train parameters: maximum traction 0.83, traction cut-off time 1.6s, service brake establishment time 1.1s.

[0024] Table 1. Calculation Table of Slope and Speed ​​Difference

[0025] Adjusting the parameters may further reduce the speed difference between the ATO target curve and the EBI, increasing the control difficulty of the ATO controller. When it is unnecessary to minimize the speed difference between the ATO target curve and the EBI, a threshold value K can be selected. When the speed difference is less than K, the speed difference is set to K. When the speed difference is greater than K, the calculated speed difference is used.

[0026] Based on the conventional ATP-ATO speed difference and the on-site riding records of Line 10, the ATP-ATO speed difference is generally selected as 5 kph.

[0027] 2. ATO target braking curve ahead of the MA endpoint 2.1 For cases where the preceding line is the endpoint of MA, the EBI is calculated as follows: Figure 5 As shown: The model consists of three stages: The first stage is the acceleration process under traction acceleration and gradient acceleration (initial velocity v0, final velocity v1, travel distance L1), let the acceleration in this stage be a1; the second stage is the deceleration process under gradient acceleration (initial velocity v1, final velocity v2, travel distance L2), let the acceleration in this stage be a2; the third stage is the braking process under emergency braking acceleration and gradient acceleration (initial velocity v2, final velocity 0, travel distance L3), let the acceleration in this stage be a3. Let the gradient acceleration be represented by r, then we can obtain: Formula 6; Then the total distance L is:

[0028] Where, Formula 8; Formula 9; 2.2 Calculation of the ATO target braking curve The ATO braking curve with a fixed braking rate is as Figure 6 shown. The fixed braking rate adopted by ATO is a, and the distance from the parking target point to point PP is ATO_OFF(Xoff). Then the ATO braking curve formula is obtained as: Formula 10; v is the speed value at each point on the ATO target curve.

[0029] 2.3 Braking distance margin X off Calculation To ensure that the speed does not exceed EBI during the entire parking process of ATO, the speed v of the ATO target curve should be less than or equal to the EBI speed (v0) - margin (v off ).

[0030] For ATO and ATP, the position of the train on the entire line is the same. Combining the formulas for both at the same position gives: <00​​​​​​​​​​​​​​​​​​​​​​​​​​​​

[0036] It can be seen that v off The larger X is, the better. off The larger X is; given that a is less than a³, the larger a is, the greater X becomes. off The larger the value, the better. Based on the above parameters, the curves for EBI and ATO that are closest to the target values ​​of 2 kph within the 0-80 kph range are obtained as follows: Figure 8 As shown, the conclusion is that, based on the above parameters, selecting Xoff=35m can satisfy the maximum 0.7. The target constant braking rate. Sometimes it is necessary to determine the braking rate based on a given X. off Calculate V off The formula is given below:

[0037] For V off Find the root and take the positive value.

[0038] 2.4 Calculation of the target braking rate 'a' The calculation of the ATO braking curve needs to consider more than just the relationship between the EBI and the ATO target speed during deceleration. There should be a certain distance between the moment the ATO target speed begins to decrease and the moment the EBI begins to decelerate. This ensures that the process from non-braking to brake establishment delay (which is the maximum delay during braking) does not trigger EB. As shown in the figure, after the ATO curve begins to decelerate, it takes a certain period of time (reflected in the distance margin deltaS) before true deceleration occurs. Therefore, deltaS is defined as: the distance traveled at the current speed during the delay from the time the braking command is effective to the time the speed begins to decrease. Because ATO adjusts the output value according to the current gradient, the influence of gradient on speed during the delay is not considered. The minimum value of DeltaS should satisfy V*T. V is the current speed, and T = (common braking establishment delay + ATP control cycle + ATO control cycle). Because ATO controls the gradual increase of the braking rate, there is still a certain delay during the increase, which can be solved by taking a corresponding margin for T. Therefore, deltaS = v*T + Smargin. At a speed of 80 kph, deltaS = 22.22 * ((1.2 + 0.2 + 0.2) * 1.5) = 53.33 m.

[0039] By analyzing the relationship between EBI and deltaS, an SBI curve below EBI can be calculated, serving as the trigger line for ATO braking initiation. Ensuring that ATO braking begins on this trigger line guarantees that EB is not triggered during the braking setup delay phase. Figure 10 As shown, the SBI is calculated as follows:

[0040] Solving for v yields the SBI velocity at the current position.

[0041] like Figure 11 As shown, when the train speed exceeds the SBI time, according to the STP point (which equals the PP point - X), off The target braking rate 'a' is calculated starting from X. Simultaneously, X must be satisfied. off Limitation on target braking rate under certain conditions (less than 0.7 at 35m). Then, in front of point PP, ATO will use a fixed braking rate 'a' to calculate the target curve.

[0042] As can be seen from the above description, the embodiments of the present invention, based on the train's performance parameters and the characteristics of the control of each functional module of the vehicle, combined with environmental factors in mining areas such as gradient and electrical factors such as locomotive action response delay, establish a three-stage model for EBI calculation, and derive the calculation equation for the EBI curve. Based on the EBI curve, considering factors such as braking force and braking distance margin, the calculation equations for the target braking force and SBI curve are derived.

[0043] The technical solution of this invention generates an EBI curve based on train performance parameters, traffic permits, stopping points, and other information to ensure train safety. Based on the EBI curve, smooth train control is achieved, reducing train impact rate, lowering train energy consumption, and improving train operation efficiency.

[0044] Device Example 1 According to embodiments of the present invention, an apparatus for calculating the ATO target braking curve and the SBI curve is provided. Figure 12 This is a schematic diagram of the ATO target braking curve and SBI curve calculation device according to an embodiment of the present invention, as shown below. Figure 12 As shown, the ATO target braking curve and SBI curve calculation device according to an embodiment of the present invention specifically includes: The first calculation module 120 is used to calculate the ATO target braking curve under the condition that the EBI speed remains unchanged during the horizontal phase of the emergency braking trigger line (EBI), provided that the train traction is cut off, there is a brake establishment delay, and the train speed is guaranteed not to exceed the EBI speed and emergency braking is not triggered; specifically, it is used for: According to formulas 1 to 5, ensure that v1end and v2end are not greater than the EBI speed V_LIMIT, calculate the emergency braking trigger speed v0, take the smaller value of the two v0 values ​​as the ATO target curve speed, and obtain the ATO target braking curve. Formula 1; Formula 2; Formula 3; Formula 4; Formula 5; Where v0 is the emergency braking trigger speed, a1 is the traction acceleration, a2 is the gradient acceleration, t0 is the traction cut-off delay, t1 is the delay from traction cut-off to brake establishment, V1end is the final velocity of the acceleration process under traction acceleration and gradient acceleration, and V2end is the final velocity of the deceleration process under gradient acceleration.

[0045] The second calculation module 122 is used to calculate the total distance of the acceleration, deceleration, and braking processes in the stage before the end of the MA (Mask) of the Emergency Braking Initiation Line (EBI). Based on the total distance, it calculates the ATO (Automatic Take-Off) target braking curve. Based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction, it calculates the SBI (Speed-Body Initiation) curve. Specifically, it is used for: Let a1 be the acceleration during the acceleration process under traction acceleration and gradient acceleration, a2 be the acceleration during the deceleration process under gradient acceleration, and a3 be the acceleration during the braking process under emergency braking acceleration and gradient acceleration. Calculate the total distance of the acceleration, deceleration, and braking processes using formulas 6-9: Formula 6; Formula 7; Formula 8; Formula 9; Where r is the slope acceleration; Based on Formulas 10-11, calculate the ATO target braking curve according to the total distance: Formula 10; Formula 11; Where a is the fixed braking rate, X off The distance to the target stopping point of the train is set as the distance to the stopping point, i.e., the PP point distance. v is the speed value of each point on the ATO target curve. off This indicates the speed margin used to ensure that the train speed will not exceed the EBI speed due to delay during ATO braking.

[0046] Calculate the distance traveled at the current speed deltaS during the delay from the time the braking command is effective to the time the speed begins to decrease, according to Formula 12. deltaS=v*T+Smargin formula 12; Where v represents the current speed; Smargin represents the distance the train travels from the start of increasing braking force to the completion of braking. T = (Common braking establishment delay + ATP control period + ATO control period); The SBI curve is calculated using formula 13: Formula 13.

[0047] The embodiments of the present invention are device embodiments corresponding to the above method embodiments. The specific operation of each module can be understood with reference to the description of the method embodiments, and will not be repeated here.

[0048] Device Example 2 This invention provides an electronic device, such as... Figure 13 As shown, it includes: a memory 130, a processor 132, and a computer program stored in the memory 130 and executable on the processor 132, wherein the computer program, when executed by the processor 132, performs the steps as described in the method embodiment.

[0049] Device Example 3 This invention provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor 132, implements the steps described in the method embodiment.

[0050] The computer-readable storage media described in this embodiment include, but are not limited to, ROM, RAM, disk, or optical disk.

[0051] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating the ATO target braking curve and SBI curve, characterized in that, include: In the horizontal phase of the Emergency Braking Trigger Line (EBI), under the conditions of train traction cut-off, brake establishment delay, and ensuring that the train speed does not exceed the EBI speed and emergency braking is not triggered, the ATO target braking curve is calculated under the condition that the EBI speed remains unchanged. In the stage before the MA endpoint of the Emergency Braking Trigger Line (EBI), the total distance of the acceleration, deceleration, and braking processes is calculated. The ATO target braking curve is calculated based on the total distance. The SBI curve is calculated based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction.

2. The method according to claim 1, characterized in that, In the horizontal phase of the Emergency Braking Initiation (EBI) line, under the conditions of train traction cut-off, brake establishment delay, and ensuring that the train speed does not exceed the EBI speed and emergency braking is not triggered, the calculated ATO target braking curve with constant EBI speed specifically includes: According to formulas 1 to 5, ensure that v1end and v2end are not greater than the EBI speed V_LIMIT, calculate the emergency braking trigger speed v0, take the smaller value of the two v0 values ​​as the ATO target curve speed, and obtain the ATO target braking curve. Formula 1: Formula 2: Formula 3: Formula 4: Formula 5: Where v0 is the emergency braking trigger speed, a1 is the traction acceleration, a2 is the gradient acceleration, t0 is the traction cut-off delay, t1 is the delay from traction cut-off to brake establishment, V1end is the final velocity of the acceleration process under traction acceleration and gradient acceleration, and V2end is the final velocity of the deceleration process under gradient acceleration.

3. The method according to claim 1, characterized in that, In the phase preceding the MA endpoint of the Emergency Braking Trigger Line (EBI), the calculation of the total distance for the acceleration, deceleration, and braking processes specifically includes: Let a1 be the acceleration during the acceleration process under traction acceleration and gradient acceleration, a2 be the acceleration during the deceleration process under gradient acceleration, and a3 be the acceleration during the braking process under emergency braking acceleration and gradient acceleration. Calculate the total distance of the acceleration, deceleration, and braking processes using formulas 6-9: Formula 6: Formula 7: Formula 8: Formula 9; Where r is the slope acceleration.

4. The method according to claim 3, characterized in that, Calculating the ATO target braking curve based on the total distance specifically includes: Based on Formulas 10-11, calculate the ATO target braking curve according to the total distance: Formula 10; Formula 11; Where a is the fixed braking rate, X off The distance to the target stopping point of the train is set as the distance to the stopping point, i.e., the PP point distance. v is the speed value of each point on the ATO target curve. off This indicates the speed margin used to ensure that the train speed will not exceed the EBI speed due to delay during ATO braking.

5. The method according to claim 4, characterized in that, The SBI curve, calculated based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction, specifically includes: Calculate the distance traveled at the current speed deltaS during the delay from the time the braking command is effective to the time the speed begins to decrease, according to Formula 12. deltaS=v*T+Smargin formula 12; Where v represents the current speed; Smargin represents the distance the train travels from the start of increasing braking force to the completion of brake establishment; T = (common braking establishment delay + ATP control cycle + ATO control cycle). The SBI curve is calculated using formula 13: Formula 13.

6. A device for calculating ATO target braking curve and SBI curve, characterized in that, include: The first calculation module is used to calculate the ATO target braking curve under the condition that the EBI speed remains unchanged during the horizontal phase of the emergency braking trigger line (EBI), when the train cuts off traction, there is a brake establishment delay, and the train speed is not greater than the EBI speed and the emergency braking is not triggered. The second calculation module is used to calculate the total distance of the acceleration, deceleration and braking processes in the stage before the MA endpoint of the emergency braking trigger line (EBI), calculate the ATO target braking curve based on the total distance, and calculate the SBI curve based on the ATO target braking curve and the distance traveled at the current speed during the delay from the effective braking command to the start of speed reduction.

7. The apparatus according to claim 6, characterized in that, The first calculation module is specifically used for: According to formulas 1 to 5, ensure that v1end and v2end are not greater than the EBI speed V_LIMIT, calculate the emergency braking trigger speed v0, take the smaller value of the two v0 values ​​as the ATO target curve speed, and obtain the ATO target braking curve. Formula 1: Formula 2: Formula 3: Formula 4: Formula 5: Where v0 is the emergency braking trigger speed, a1 is the traction acceleration, a2 is the gradient acceleration, t0 is the traction cut-off delay, t1 is the delay from traction cut-off to brake establishment, V1end is the final velocity of the acceleration process under traction acceleration and gradient acceleration, and V2end is the final velocity of the deceleration process under gradient acceleration.

8. The apparatus according to claim 6, characterized in that, The second calculation module is specifically used for: Let a1 be the acceleration during the acceleration process under traction acceleration and gradient acceleration, a2 be the acceleration during the deceleration process under gradient acceleration, and a3 be the acceleration during the braking process under emergency braking acceleration and gradient acceleration. Calculate the total distance of the acceleration, deceleration, and braking processes using formulas 6-9: Formula 6: Formula 7: Formula 8: Formula 9; Where r is the slope acceleration; Based on Formulas 10-11, calculate the ATO target braking curve according to the total distance: Formula 10; Formula 11; Where a is the fixed braking rate, X off The distance to the target stopping point of the train is set as the distance to the stopping point, i.e., the PP point distance. v is the speed value of each point on the ATO target curve. off This indicates the speed margin used to ensure that the train speed will not exceed the EBI speed due to delay during ATO braking; Calculate the distance traveled at the current speed deltaS during the delay from the time the braking command is effective to the time the speed begins to decrease, according to Formula 12. deltaS=v*T+Smargin formula 12; Where v represents the current speed; Smargin represents the distance the train travels from the start of increasing braking force to the completion of brake establishment; T = (common braking establishment delay + ATP control cycle + ATO control cycle). The SBI curve is calculated using formula 13: Formula 13.

9. An electronic device, characterized in that, include: The memory, the processor, and the computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of the ATO target braking curve and SBI curve calculation method as described in any one of claims 1 to 5.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores an information transmission implementation program, which, when executed by a processor, implements the steps of the ATO target braking curve and SBI curve calculation method as described in any one of claims 1 to 5.

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