A method, device, equipment and medium for automatically setting temporary speed limit

Abstract

This invention relates to an automatic setting method, device, equipment, and medium for temporary speed limits. The method includes: classifying temporary speed limits into disturbance-related and safety-related limits; automatically controlling disturbance-related speed limits at fixed times and locations; and retaining the original emergency response mechanism for safety-related speed limits. Furthermore, the method deeply integrates temporary speed limits with timetables, compensating for time losses caused by speed limits through dynamic timetable adjustments. Compared with existing technologies, this invention achieves automatic start-stop and precise control of disturbance-related temporary speed limits while ensuring the independence and priority of safety-related temporary speed limits, thus improving the intelligence and refinement of urban rail transit operations.

Description

Technical Field

[0001] This invention relates to train signal control systems, and more particularly to an automatic method, apparatus, device, and medium for setting temporary speed limits. Background Technology

[0002] With the continuous acceleration of urbanization, urban rail transit, with its core advantages of efficiency, convenience, and environmental friendliness, has become the backbone of the urban public transportation system, undertaking an increasingly heavy passenger transport task. Urban rail transit lines operate regularly throughout the daytime, serving the massive passenger flow during the morning peak (07:00-09:00), evening peak (17:00-19:00), and off-peak hours, providing crucial support for residents along the lines and for inter-regional population movement. However, with the expansion of the line's operational scale, the problem of noise pollution has gradually become prominent, with noise pollution from train operation being particularly noteworthy. Related studies have shown a positive correlation between train speed and noise intensity. Especially during nighttime rest periods, high-decibel noise not only severely affects the sleep quality of residents along the line, but long-term exposure can also lead to various health problems such as cardiovascular disease and neurasthenia, reducing residents' quality of life and even triggering complaints, negatively impacting the social image of urban rail transit. To alleviate this problem, temporary speed limits are implemented in residential sections of the line during off-peak hours at night. Reducing train speed and noise emissions has become a necessary and widely adopted measure in the industry.

[0003] Meanwhile, temporary speed limits are also required in urban rail transit operations due to safety factors such as line construction, equipment failure, ground subsidence, and severe weather. Currently, the setting of temporary speed limits on most urban rail transit lines in China mainly relies on dispatchers manually operating the ATS (Automatic Train Control System). The core process is as follows: based on dispatching orders or actual conditions, the dispatcher manually inputs key parameters such as the starting position (kilometer marker or logical section ID), ending position, speed limit value, and speed limit direction at the ATS workstation. The ATS system then sends the command to the Data Management Server (DMS) for validity verification (including format, speed limit range, and jurisdiction area). After successful verification, the Zone Controller (ZC) sends a speed limit instruction to trains entering the speed limit area, and the onboard equipment adjusts the operating speed accordingly. This traditional manual setting method has many significant drawbacks and is no longer sufficient to meet the needs of refined and intelligent operation management. 1) Cumbersome operation and high risk of error: Temporary speed limit parameters are complex, and the input principles and operation methods of different manufacturers' ATS systems are different. Dispatchers need to be proficient in multiple operation logics. Frequent manual input is prone to parameter input errors (such as speed limit value deviation, inaccurate area definition), which may cause the speed limit effect to fail or affect the safety of train operation. 2) Insufficient timeliness and accuracy: Dispatchers need to handle multiple operational tasks at the same time. During the setting, adjustment and cancellation of temporary speed limits, there may be response delays due to busy work, or the speed limit may be missed after construction is completed or the fault is cleared, causing trains to run at low speeds in sections where speed limits are not required, disrupting the overall operational order. 3) Lack of classification management: There is no differentiated management for temporary speed limits that cause disturbance (non-safety) and those that are safe. The uniform setting process is used, which cannot meet the specific needs of noise control. It may also affect the emergency response efficiency of safe speed limits because non-safety speed limit operations occupy resources. 4) Imbalance between operational efficiency and cost: Frequent manual operation consumes a lot of dispatchers' time and energy, reducing their ability to handle emergencies; human error may lead to frequent train starts and stops and speed adjustments, increasing train energy consumption and equipment wear and tear. At the same time, more dispatchers need to be deployed and regular training needs to be carried out, significantly increasing manpower and maintenance costs. 5) Insufficient Coordination with Timetables: Temporary speed limits directly extend train travel time within speed-restricted sections. Current methods do not adequately consider coordination with timetables, easily leading to train delays and impacting passenger experience and overall line capacity. While some progress has been made in optimizing temporary speed limits and timetables for urban rail transit, both domestically and internationally, significant shortcomings remain. Internationally, the Tokyo Metro uses an advanced ATC system for rapid adjustment of temporary speed limits, the London Underground uses intelligent sensors for automated speed control, and some US lines utilize genetic algorithms to optimize timetables. However, none of these approaches adequately consider the synergistic integration of temporary speed limits and timetables. Domestic research focuses on speed limit setting methods under different train control schemes and multi-objective timetable optimization models, but similarly lacks differentiated management strategies for speed limits that disrupt public order or safety. Furthermore, the intelligence and automation levels of temporary speed limits still need improvement to cope with complex and ever-changing operational scenarios.

[0004] A search of Chinese Patent Publication No. CN113911180A reveals a temporary speed limit management method, device, electronic equipment, and computer program product. Specifically, it discloses the following: receiving the logical section where the running train is located, and the local temporary speed limit data of the logical section, sent by the interlocking system; determining the ordinary temporary speed limit data of the logical section; determining the target temporary speed limit data based on the ordinary temporary speed limit data and the local temporary speed limit data; determining the train's operating permit; and sending the target temporary speed limit data to the train's onboard controller according to the operating permit and the logical section. This existing patent provides a temporary speed limit management method that directly connects the interlocking system and the area controller, without involving the ATS and DSU. Even if the ATS and DSU malfunction, the target temporary speed limit data can still be sent to the train's onboard controller, improving train operation management efficiency. However, this existing patent does not achieve automatic start / stop and precise control of disturbance-related temporary speed limits, while simultaneously ensuring the independence and priority of safety-related temporary speed limits.

[0005] Therefore, how to achieve timed and fixed-point automatic control, deep integration with timetables, and temporary speed limit setting technology that distinguishes between different speed limit types, so as to realize the automatic start and stop and precise control of temporary speed limits that cause disturbances, while ensuring the independence and priority of temporary speed limits for safety, has become a technical problem that needs to be solved. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the existing technology and provide an automatic setting method, device, equipment and medium for temporary speed limits that is highly automated, precisely controlled, deeply integrated with timetables, and supports classified management. It realizes the automatic start and stop and precise control of temporary speed limits that cause disturbance to residents, while ensuring the independence and priority of temporary speed limits for safety reasons, thereby improving the intelligence and refinement of urban rail transit operation.

[0007] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, an automatic method for setting a temporary speed limit is provided, the method comprising: Temporary speed limits are divided into noise-causing temporary speed limits and safety-causing temporary speed limits. For noise-causing temporary speed limits, automatic control will be implemented at fixed times and locations, while for safety-causing temporary speed limits, the original emergency response mechanism will be retained. The temporary speed limit is deeply integrated with the timetable, and the time loss caused by the speed limit is compensated by dynamically adjusting the timetable.

[0008] As a preferred technical solution, the method specifically includes the following steps: Step S1: Initialize the system and configure basic data, including entering temporary speed limits for disturbances, loading train timetable data for urban rail transit lines, and configuring speed limit types. Step S2: Configure the time parameters for the disturbance period; Step S3: The ATS determines whether the current time is within the noise-restricted speed period based on the noise-restricted period in step S2, and sends the noise-restriction flag bit to the area controller CC. Step S4: The area controller CC performs train location monitoring and dual verification based on the received disturbance flag. Step S5: The area controller CC performs speed limit execution and dynamic adjustment; Step S6: Coordinate and optimize the temporary speed limit and timetable.

[0009] As a preferred technical solution, the information on the temporary speed limit for disturbances in step S1 includes: the starting kilometer marker, the ending kilometer marker, and the non-safe temporary speed limit value of the speed limit section; The train timetable data for the urban rail transit line includes the planned arrival time, departure time, and inter-station travel time of each train at each station, and establishes a correlation mapping between speed-limited sections and timetables, clarifying the impact weight of speed-limited sections on train travel time. The speed limit type configuration includes safety-type temporary speed limits, which retain the original manual setting process and safety command transmission channel, and have a higher priority than disturbance-type temporary speed limits.

[0010] As a preferred technical solution, step S2 specifically includes: Set the start time (begin_time) and end time (end_time) for disturbing the peace. The parameters are stored in the format of seconds starting from 00:00:00. The time parameters are stored in a dedicated database of the ATS system, using encrypted storage and regular backup mechanisms, and can be flexibly modified by dispatchers based on seasonal changes, adjustments to residents' schedules, and noise monitoring results.

[0011] As a preferred technical solution, step S3 specifically includes: Step S301: After ATS starts, it automatically reads the begin_time and end_time parameters and stores them in memory, obtains the current system time in real time, and continuously compares it with the preset time parameters; Step S302: When both begin_time and end_time are not 0, and the current time is greater than or equal to begin_time and less than end_time, it is determined that the train is in a period of speed restriction that causes disturbance to residents. The ATS system sends a command to all trains on the entire line at once to set "disturbance flag = 1". When the current time is greater than or equal to end_time or less than begin_time, the system determines that the noise pollution speed limit period has ended or has not yet started. The ATS system then sends a "noise pollution flag = 0" instruction to all trains on the line at once, notifying the trains to resume normal operating speed. Step S303 involves sending the command using a combination of broadcast transmission and single-point confirmation. After the ATS system sends the command, it receives feedback receipts from each train and resends the command to trains that have not successfully received it.

[0012] As a preferred technical solution, step S4 specifically includes: In step S401, the area controller CC receives the "nuisance flag" instruction sent by the ATS in real time and collects the current position information of the train in real time through the train positioning system; Step S402: The area controller CC pre-stores the start and end kilometer marker data of the temporary speed limit sections that cause disturbances along the entire line, and compares the real-time collected train location information with the pre-stored speed limit section information to determine whether the train is in the speed limit section. In step S403, the area controller CC simultaneously verifies the status of the "nuisance flag" and the train position. The speed limit operation is triggered only when the "nuisance flag = 1" and the train is in the speed limit section; if either condition is not met, the speed limit is not executed or is lifted.

[0013] As a preferred technical solution, step S5 specifically includes: Step S501: When the double verification passes, the area controller CC sends a precise control command to the train traction and braking system to adjust the traction and braking force so that the train speed is smoothly reduced to below the preset unsafe temporary speed limit before entering the speed limit section, and the train maintains stable operation. In step S502, within the speed-limited section, the area controller CC continuously monitors the train's operating speed. If the speed exceeds the speed limit, it immediately sends a secondary braking command and reports the abnormal information to the ATS system. In step S503, when the "nuisance flag = 0" or the train leaves the speed-limited section, the area controller CC sends a recovery command to the traction and braking system, and the train smoothly accelerates to the normal operating speed specified in the timetable while ensuring safety.

[0014] As a preferred technical solution, step S6 specifically includes: Step S601: Calculate the extra travel time of the train in the speed-limited section based on the length of the speed-limited section and the difference between the speed limit and the normal speed. Step S602: Perform time compensation in non-speed-limited sections; Step S603: Adjust the timetable in accordance with the principles of safety first, efficiency, and service.

[0015] As a preferred technical solution, the method further includes a function disabling and exception handling mechanism, specifically: When it is necessary to pause the temporary speed limit function for disturbing residents, set both begin_time and end_time to 0. The system will immediately stop sending the "disturbing flag" and executing the speed limit. The disabling operation can only be performed before begin_time or after end_time. When communication between ATS and CC is interrupted, CC automatically maintains the current speed limit status and triggers a local alarm; after communication is restored, ATS resends the flag bit command, and CC updates the status synchronously; when the train positioning system fails, CC automatically suspends the speed limit execution and switches to manual dispatch mode.

[0016] According to a second aspect of the present invention, an apparatus for the automatic setting method of the temporary speed limit is provided, the apparatus comprising an ATS parameter configuration module, an identifier bit sending module, a CC data processing module, a train positioning module, a speed limit execution module, a timetable coordination module, and a safety isolation module; The ATS parameter configuration module is connected to the identifier sending module and the timetable coordination module, respectively, and is used by the dispatcher to enter speed limit section information, set disturbance period parameters, and encrypt, verify and back up the data. The identifier sending module is connected to the ATS parameter configuration module and the CC data processing module respectively. It is used to determine the current time period status in real time according to the time parameters provided by the ATS parameter configuration module and generate an instruction of "nuisance identifier = 1" or "=0". The CC data processing module is connected to the identifier sending module, the train positioning module, the speed limit execution module, and the safety isolation module, respectively. It is used to receive the "nuisance identifier" instruction and the train position data, call the pre-stored speed limit section information for double verification, and generate control instructions for speed limit or speed limit cancellation. The timetable coordination module is connected to the ATS parameter configuration module and the original ATS timetable management system, respectively, and is used to automatically adjust the timetable based on the time impact data of speed-limited sections.

[0017] As a preferred technical solution, the train positioning module is connected to the CC data processing module to provide accurate data support for position determination. The train positioning module integrates GNSS satellite positioning, track circuit positioning and transponder positioning technologies, and improves positioning accuracy through multi-source data fusion algorithms. It collects the current kilometer marker position, running speed and driving direction information of the train in real time. When a certain positioning technology fails, it automatically switches to other effective positioning methods.

[0018] As a preferred technical solution, the speed limiting execution module is connected to the CC data processing module and the train traction braking system respectively. The speed limiting execution module receives control commands from the CC data processing module and achieves smooth adjustment of train speed by precisely controlling the output power of the train traction motor and the pressure of the braking system. It also collects the actual running speed of the train in real time and feeds it back to the CC data processing module to form a closed-loop control. Furthermore, it sets a speed threshold alarm mechanism. When the deviation between the actual speed of the train and the commanded speed exceeds the set threshold, it immediately triggers a local alarm and feeds it back to the ATS system.

[0019] As a preferred technical solution, the safety isolation module is connected to the ATS parameter configuration module, the CC data processing module, and the existing safety-type speed limit system. The safety isolation module establishes independent data channels and control logic for disturbance-type temporary speed limits and safety-type temporary speed limits. The safety-type speed limit command has a higher priority than the disturbance-type command. When the two types of speed limits overlap, the disturbance-type speed limit command is automatically blocked, and the safety-type speed limit is executed first. The execution status of the two types of speed limits is monitored in real time.

[0020] According to a third 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 fourth 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 proposes a control architecture of "time-location" dual triggering + classification management, and for the first time differentiates the design of temporary speed limits for noise pollution and safety. The noise pollution category achieves noise reduction requirements through timed and fixed-point automatic control, while the safety category retains the original emergency response mechanism. This not only ensures operational safety, but also improves the management efficiency of non-safety speed limits, filling the gap in the industry for refined management of temporary speed limit classification. 2) This invention achieves deep integration of temporary speed limits and timetables, and innovatively designs a "time window-constraint" optimization algorithm. By dynamically adjusting the timetable, it compensates for the time loss caused by speed limits, solves the train delay problem caused by the disconnect between traditional temporary speed limits and timetables, and achieves a balance between noise reduction requirements and operational efficiency. 3) This invention constructs a highly reliable automated control process, forming a closed-loop control throughout the entire process from parameter configuration, command sending, position verification to speed limit execution. Combined with technologies such as multi-source positioning, dual-protocol transmission, and fault redundancy, it ensures the accuracy and stability of speed limit control and significantly reduces the risk of human operation. 4) This invention designs a flexible function disabling and exception handling mechanism. It achieves rapid disabling by setting parameters to zero, limits the disabling time window to avoid security risks, and has emergency handling capabilities for abnormal scenarios such as communication interruption and location failure, thereby improving the system's ability to adapt to complex operating environments. 5) This invention adopts a modular design concept, upgrades and transforms the existing ATC system architecture, without the need for large-scale replacement of hardware equipment, reduces implementation costs and transformation risks, facilitates promotion and application on existing lines, and supports functional expansion to adapt to future intelligent operation needs. 6) This invention significantly improves the accuracy and timeliness of speed limit control, and completely solves the problems of cumbersome and error-prone traditional manual operation: automatic setting and cancellation of speed limit avoids human errors such as parameter input errors and omissions in cancellation. The accuracy rate of ATS sending "nuisance flag" reaches 96.7% under normal time setting, and the accuracy rate of CC executing speed limit operation reaches over 95%, ensuring that the speed limit function is accurately implemented. 7) This invention effectively solves the problem of noise pollution and improves the living environment of residents along the line: By automatically limiting the speed during nighttime noise pollution periods, the decibel value of train operation can be reduced by 15-20dB, and the resident complaint rate can be reduced by more than 80%, which not only meets environmental protection requirements, but also enhances the social image of urban rail transit. 8) This invention optimizes operational efficiency and train punctuality: Through a timetable collaborative optimization algorithm, while reducing noise, the train punctuality rate is increased from about 80% in the traditional manual setting method to more than 90%, reducing the impact of delays caused by speed limits, improving line throughput capacity, and ensuring stable operational order. 9) This invention reduces operating costs and manpower burden: Automated control reduces the amount of manual operation by dispatchers (by more than 90%), eliminating the need for additional dispatchers, while avoiding increased train energy consumption (by about 10%) and equipment wear (by about 15%) caused by human error, significantly reducing manpower, energy and maintenance costs; 10) This invention enhances system security and reliability: the classification management mechanism ensures the priority and independence of safety-related speed limits and avoids conflicts between different types of speed limits; the full-process log recording and fault tracing functions facilitate operation management and maintenance; the modular design and fault redundancy technology improve the system's anti-interference ability and operational stability, and adapt to complex and ever-changing operational scenarios. Attached Figure Description

[0023] Figure 1 This is a flowchart illustrating the specific process of triggering the speed limit in this invention. Figure 2 This is a flowchart illustrating the specific process of speed-limited execution in this invention; Figure 3 This is a schematic diagram of the structure of the device of the present invention. Detailed Implementation

[0024] 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.

[0025] The present invention provides an automatic setting method for temporary speed limits, comprising: classifying temporary speed limits into disturbance-related temporary speed limits and safety-related temporary speed limits; using timed and fixed-point automatic control for disturbance-related temporary speed limits; and retaining the original emergency response mechanism for safety-related temporary speed limits; and deeply integrating temporary speed limits with timetables, compensating for the time loss caused by speed limits by dynamically adjusting the timetables.

[0026] like Figure 1 and Figure 2 As shown, this invention, based on the core components of the Automatic Train Control (ATC) system, namely the ATS and CC (area controller), achieves automated and precise control of temporary speed limits through key steps such as parameter configuration, time judgment, position verification, speed limit execution, and timetable coordination. Specifically, it includes the following steps: Step S1, System Initialization and Basic Data Configuration: (1) After the ATS system starts, the initialization module completes the basic parameter configuration, including inputting the core information of the temporary speed limit for noise pollution: the starting kilometer marker, the ending kilometer marker, and the non-safe temporary speed limit value (determined based on noise monitoring data and operational efficiency calculations, such as 60km / h), and clarifying the geographical range and speed control standards of the speed limit section; (2) Loading the train timetable data of the urban rail transit line, including the planned arrival time, departure time, and inter-station running time of each train at each station, establishing the association mapping between the speed limit section and the timetable, and clarifying the influence weight of the speed limit section on the train running time; (3) Differentiating the speed limit type configuration: the safe temporary speed limit retains the original manual setting process and safety command transmission channel, and has a higher priority than the temporary speed limit for noise pollution; the temporary speed limit for noise pollution is automatically controlled through this method, and the two operate independently and do not interfere with each other; Step S2, configuration of time parameters for disturbance period: (1) Through the ATS system configuration interface, a user-friendly parameter setting entry is provided for the dispatcher to set the disturbance start time (disturb_public_begin_time, abbreviated as begin_time) and disturbance end time (disturb_public_end_time, abbreviated as end_time). The parameters are stored in the number of seconds starting from 00:00:00 (for example, 23:00 is set as begin_time=82800 seconds, and 06:00 the next day is set as end_time=21600 seconds); (2) The time parameters are stored in the ATS system dedicated database, which adopts encrypted storage and regular backup mechanism to ensure data security and stability, and supports the dispatcher to flexibly modify them according to the actual situation such as seasonal changes, residents' work and rest adjustments, and noise monitoring results; Step S3, Time Judgment and “Disturbing the Residents” Sending: (1) After the ATS system starts, it automatically reads the begin_time and end_time parameters and stores them in memory, obtains the current system time in real time (accurate to the second), and continuously compares it with the preset time parameters; (2) Time Judgment Logic: ① When both begin_time and end_time are not 0, and the current time is ≥ begin_time and < end_time, it is determined that it is in the disturbance speed limit period. The ATS system sends the instruction “disturbing the residents = 1” to all trains on the entire line through the Rolling_stock_setting_request interface. The instruction contains a timestamp and a check code to ensure transmission accuracy; ② When the current time is ≥ end_time or has not reached begin_time, it is determined that the disturbance speed limit period has ended or has not started. The ATS system sends the instruction “disturbing the residents = 0” to all trains on the entire line through the same interface to notify the train to resume normal operating speed; (3) Instruction Sending Mechanism: The ATS adopts a combination of broadcast transmission and single-point confirmation. After the system sends the instruction, it receives feedback receipts from each train and resends the instruction to trains that did not receive it successfully, ensuring that the instruction is fully covered and without omission. Step S4, Train position monitoring and dual verification: (1) The CC (area controller) receives the "nuisance marker" instruction sent by the ATS in real time, stores it in a dedicated memory area, and collects the current position information (kilometer marker) of the train in real time through the train positioning system (integrating GNSS satellite positioning, track circuit positioning, transponder positioning and other technologies, with positioning accuracy ≤ 1 meter); (2) The CC pre-stores the start and end kilometer marker data of the temporary speed limit sections for nuisance along the entire line, compares the real-time collected train position information with the pre-stored speed limit section information, and determines whether the train is in the speed limit section; (3) Dual verification logic: CC, to ensure the accuracy of speed limit control; Step S5, Speed ​​Limit Execution and Dynamic Adjustment: (1) Speed ​​Limit Execution: When the double verification passes (identifier bit = 1 + in the speed limit section), CC sends a precise control command to the train traction and braking system to adjust the traction and braking force so that the train speed is smoothly reduced to below the preset unsafe temporary speed limit value before entering the speed limit section, and the train runs smoothly to avoid passenger discomfort caused by sudden acceleration and deceleration; (2) Speed ​​Limit Maintenance: Within the speed limit section, CC continuously monitors the train speed. If the speed exceeds the speed limit value, CC immediately sends a second braking command and reports the abnormal information to the ATS system to ensure that the speed limit is strictly enforced; (3) Speed ​​Limit Removal: When “nuisance identifier bit = 0” (end of time period) or the train leaves the speed limit section, CC sends a recovery command to the traction and braking system. The train accelerates smoothly to the normal operating speed specified in the timetable under the premise of ensuring safety, to avoid sudden speed changes affecting the operation order; Step S6, Co-optimization and adjustment with the timetable: (1) Based on the impact of temporary speed limits on train running time, adopt the "time window - constraint condition" approach. Optimize the algorithm and dynamically adjust the timetable: calculate the extra running time of the train in the speed-limited section based on the length of the speed-limited section, the difference between the speed limit value and the normal speed (for example, the speed-limited section is 10km long, the normal speed of 80km / h corresponds to a running time of 7.5 minutes, the speed limit of 60km / h corresponds to a running time of 10 minutes, and the extra running time is 2.5 minutes); (2) Time compensation in non-speed-limited sections: make up for the time loss in the speed-limited section by optimizing the train acceleration curve and appropriately shortening the stopping time at some stations (such as shortening it from 45 seconds to 30 seconds, without affecting passengers getting on and off the train), so as to ensure that the total running time of the train meets the timetable requirements and the punctuality rate is not significantly affected; (3) Timetable adjustment rules: follow the principle of safety priority to ensure the safe interval time between trains (determined according to braking performance and signal response time, ≥2 minutes); follow the principle of efficiency to minimize the impact on the line capacity; follow the principle of service, the adjusted stopping time meets the travel needs of passengers, and the adjustment information is promptly released to passengers through station display screens, mobile APP, official website and other channels; Step S7, Function Disabling and Abnormal Handling Mechanism: (1) Function Disabling: When it is necessary to suspend the temporary speed limit function that disturbs the public (such as system upgrade, maintenance, special operation needs), the dispatcher can set both begin_time and end_time to 0, and the system will immediately stop sending the "disturbing flag" and executing the speed limit; the disabling operation is only allowed before begin_time or after end_time to avoid the train speed from changing suddenly during the speed limit period and to ensure operational safety; (2) Abnormal Handling: When the communication between ATS and CC is interrupted, CC automatically maintains the current speed limit status (if it is during the speed limit period) and triggers a local alarm; after the communication is restored, ATS resends the flag instruction and CC updates the status synchronously; when the train positioning system fails, CC automatically suspends the speed limit execution and switches to manual dispatching mode to ensure the safety of train operation.

[0027] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0028] like Figure 3 As shown, the device is based on the existing ATC system architecture of urban rail transit. By adding functional modules, optimizing data transmission links, and improving control logic, it realizes the function of timed and fixed-point temporary speed limit. It mainly includes an ATS parameter configuration module, an identifier bit sending module, a CC data processing module, a train positioning module, a speed limit execution module, a timetable coordination module, and a safety isolation module. Each module works together and has a clear division of labor. The specific structure and working principle are as follows: The ATS parameter configuration module is as follows: (1) Connection relationship: It is directly connected to the identifier sending module and the timetable coordination module, and is the basic data support unit for the function implementation; (2) Core function: It provides a visual configuration interface, supports dispatchers to enter speed limit section information (start / end kilometer marker, speed limit value), set disturbance time parameters (begin_time / end_time), and encrypt, store, verify and back up the data; It has data import / export function, supports batch configuration and parameter copying, and is suitable for multiple lines for promotion and application; (3) Data verification logic: It automatically verifies whether the speed limit value is within a reasonable range (not lower than the minimum safe speed of the line, not higher than the normal operating speed), whether the speed limit section overlaps or exceeds the jurisdiction of the line, and whether the time parameter conforms to "begin_time < end_time" (automatic recognition across midnight time period), avoiding invalid data entry; The specific identifier sending module is as follows: (1) Connection relationship: One end is connected to the ATS parameter configuration module to obtain time parameters and judgment logic; the other end is connected to the CC data processing module through the Rolling_stock_setting_request interface to establish a communication link and is responsible for instruction transmission; (2) Core function: According to the time parameters provided by the ATS parameter configuration module, the current time period status is judged in real time, and an instruction of "nuisance identifier = 1" or "=0" is generated. The instruction contains information such as train ID, timestamp, and check code to ensure the uniqueness and accuracy of transmission; (3) Transmission optimization: The UDP+TCP dual protocol backup transmission mechanism is adopted. The UDP protocol ensures the real-time performance of the instruction, and the TCP protocol ensures the reliability of the instruction. The sending frequency is automatically adjusted according to the network congestion situation to avoid instruction loss or delay. The train positioning module is specifically: (1) Connection relationship: directly connected to the CC data processing module to provide accurate data support for position judgment; (2) Core function: integrates GNSS satellite positioning, track circuit positioning and transponder positioning technology, improves positioning accuracy through multi-source data fusion algorithm, collects information such as the current kilometer marker position, running speed and driving direction of the train in real time, and the sampling frequency is 10Hz to ensure the real-time and continuous position data; (3) Fault redundancy: when a certain positioning technology fails, it automatically switches to other effective positioning methods and triggers an alarm to notify maintenance personnel to ensure that the positioning function is not interrupted; The CC data processing module is specifically as follows: (1) Connection relationship: As the core control unit, it is connected to the identifier sending module, train positioning module, speed limit execution module and safety isolation module respectively, and undertakes key tasks such as signal reception, logic judgment and instruction generation; (2) Core function: Receives the "nuisance identifier" instruction and train position data, calls the pre-stored speed limit section information for double verification, and generates speed limit or speed limit release control instructions; It has an instruction caching and retransmission mechanism, and automatically retransmits multiple times when the speed limit execution module fails to receive the instruction; (3) Logic optimization: It adopts a parallel processing algorithm to process the positioning data and identifier information of multiple trains simultaneously, ensuring that it can still respond quickly during peak hours (when the number of concurrent trains reaches more than 100), and the control instruction generation time is ≤0.3 seconds; The speed limit execution module is specifically: (1) Connection relationship: It is directly connected to the CC data processing module and the train traction braking system, and is the terminal unit for command execution; (2) Core function: It receives the control command of the CC data processing module, and realizes the smooth adjustment of train speed by accurately controlling the output power of the train traction motor and the pressure of the braking system; it collects the actual running speed of the train in real time and feeds it back to the CC data processing module to form a closed-loop control; (3) Safety protection: It sets a speed threshold alarm mechanism. When the actual speed of the train deviates from the command speed by more than 5 km / h, it immediately triggers a local alarm and feeds it back to the ATS system to ensure the accuracy of speed limit execution; The timetable coordination module is specifically: (1) Connection relationship: It is connected with the ATS parameter configuration module and the original ATS timetable management system to realize data sharing and collaborative optimization; (2) Core function: Based on the time impact data of speed limit sections, it uses mathematical optimization methods such as linear programming and integer programming to construct a multi-objective optimization model (objectives include maximizing train punctuality rate, minimizing passenger waiting time, and maximizing line throughput capacity) and automatically adjust the timetable; it supports manual intervention function, and the dispatcher can fine-tune the adjustment results according to the actual operation situation; (3) Data synchronization: The adjusted timetable is synchronized to the ATS system, station display screen, passenger travel APP and other terminals in real time to ensure information consistency; The security isolation module is specifically: (1) Connection relationship: It is connected to the ATS parameter configuration module, CC data processing module and the original safety-type speed limit system, and undertakes the tasks of classification isolation and priority control; (2) Core function: It establishes independent data channels and control logic for the disturbance-type and safety-type temporary speed limits. The safety-type speed limit instruction has a higher priority than the disturbance-type. When the two types of speed limits overlap, the disturbance-type speed limit instruction is automatically blocked and the safety-type speed limit is executed first; the execution status of the two types of speed limits is monitored in real time to avoid instruction conflicts; (3) Log recording: It automatically records the entire process of the generation, sending and execution of all speed limit instructions, including time, parameters, execution results and other information. The log retention period is ≥90 days, which is convenient for fault tracing and operation analysis.

[0029] Specific implementation examples: Based on the actual operation scenario of a section of an urban rail transit line along a residential area (where noise pollution is a prominent problem), the method and apparatus of this invention are described in detail. All data are based on actual line parameters and operation test results. 1. Basic parameter configuration (1) Speed ​​limit section: K15+000 (starting kilometer marker) - K18+500 (ending kilometer marker), section length 3.5 km; (2) Non-safe temporary speed limit value: 60 km / h (the normal operating speed of this section of the line is 80 km / h. After testing, 60 km / h can reduce the noise decibel value from 75dB to below 55dB, which meets the nighttime environmental protection standard); (3) Disturbance period parameters: begin_time=82800 seconds (23:00), end_time=21600 seconds (06:00 the next day); (4) Timetable basic data: The original plan for a train to pass through the K15+000-K18+500 section was 2.625 minutes (80 km / h × 3.5 km), the stop time at the stations along the way was 45 seconds, and the total planned running time was 42 minutes.

[0030] 2. Device operation process (1) System initialization: The ATS parameter configuration module inputs the above-mentioned speed limit section, speed limit value, and disturbance period parameters. The timetable coordination module loads the basic operation plan of the train. The safety isolation module completes the channel isolation and priority setting of the two types of speed limits. (2) Identifier bit sending: At 23:00 every day, the ATS system detects that the current time is ≥ begin_time (82800 seconds). The identifier bit sending module sends the instruction "disturbance identifier bit = 1" to the train through the Rolling_stock_setting_request interface. The train on-board equipment receives the instruction and sends back a confirmation receipt. (3) Position verification: At 23:15, the train runs to the K14+800 position (200 meters ahead of the speed limit section). The train positioning module collects the position data and transmits it to the CC data processing module. The CC compares the pre-stored speed limit section information and determines that the train is about to enter the speed limit section. (4) Speed ​​limit execution: The CC sends the speed limit instruction to the speed limit execution module. The train traction braking system adjusts smoothly and enters the K15+000 section. The speed was reduced to 60km / h, and the actual running time through the speed-limited section was 3.5 minutes (60km / h×3.5km), which was 0.875 minutes longer than the original plan; (5) Timetable coordination adjustment: The timetable coordination module automatically adjusted the train's running plan in the subsequent non-speed-limited sections according to the extra running time, shortening its stopping time at the subsequent stations from 45 seconds to 30 seconds, compensating for 0.25 minutes. At the same time, it optimized the train's acceleration curve in the subsequent non-speed-limited sections, shortening the running time by 0.625 minutes. Finally, the train's total running time remained at 42 minutes, arriving at the terminal station on time; (6) Speed ​​limit lifted: At 06:00 the next day, the ATS system sent the instruction "nuisance flag = 0". When the train reached the K19+000 position, it smoothly accelerated to 80km / h and resumed normal operating speed; (7) Abnormal scenario test: The communication between ATS and CC was interrupted. CC automatically maintained the speed limit state and triggered an alarm. After 30 seconds, the communication was restored, and ATS The "Disturbing the peace flag = 1" instruction was reissued, the CC was synchronized, and train operation was not affected; a train positioning system malfunction was simulated, the CC immediately suspended the speed limit execution and switched to manual dispatch mode to ensure safety.

[0031] 3. Implementation Effect Evaluation This example demonstrates how the method and apparatus of this invention automatically limits speed during nighttime disturbance periods. Noise monitoring data shows that the nighttime noise level in the target section decreased from 78 dB to 52 dB, and the number of complaints from residents along the line decreased from 15 per month to 2. Train punctuality increased from 78% to 93%. Dispatcher manual operations were reduced by 95%, eliminating the need for additional manpower. Train energy consumption in this section decreased by 12%, and equipment maintenance costs were reduced by approximately 20,000 yuan per month. This fully verifies the significant advantages of this invention in noise reduction, operational efficiency, and cost control, and fully meets the on-site operational needs.

[0032] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0033] 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.

[0034] 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.

[0035] 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).

[0036] 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.

[0037] 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.

[0038] 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.

[0039] 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. A method for automatically setting temporary speed limits, characterized in that, The method includes: Temporary speed limits are divided into noise-causing temporary speed limits and safety-causing temporary speed limits. For noise-causing temporary speed limits, automatic control will be implemented at fixed times and locations, while for safety-causing temporary speed limits, the original emergency response mechanism will be retained. The temporary speed limit is deeply integrated with the timetable, and the time loss caused by the speed limit is compensated by dynamically adjusting the timetable.

2. The method for automatically setting a temporary speed limit according to claim 1, characterized in that, The method specifically includes the following steps: Step S1: Initialize the system and configure basic data, including entering temporary speed limits for disturbances, loading train timetable data for urban rail transit lines, and configuring speed limit types. Step S2: Configure the time parameters for the disturbance period; Step S3: The ATS determines whether the current time is within the noise-restricted speed period based on the noise-restricted period in step S2, and sends the noise-restriction flag bit to the area controller CC. Step S4: The area controller CC performs train location monitoring and dual verification based on the received disturbance flag. Step S5: The area controller CC performs speed limit execution and dynamic adjustment; Step S6: Coordinate and optimize the temporary speed limit and timetable.

3. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, The information on the disturbance-related temporary speed limit in step S1 includes: the starting kilometer marker, the ending kilometer marker, and the unsafe temporary speed limit value of the speed limit section; The train timetable data for the urban rail transit line includes the planned arrival time, departure time, and inter-station travel time of each train at each station, and establishes a correlation mapping between speed-limited sections and timetables, clarifying the impact weight of speed-limited sections on train travel time. The speed limit type configuration includes safety-type temporary speed limits, which retain the original manual setting process and safety command transmission channel, and have a higher priority than disturbance-type temporary speed limits.

4. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, Step S2 specifically involves: Set the start time (begin_time) and end time (end_time) for disturbing the peace. The parameters are stored in the format of seconds starting from 00:00:

00. The time parameters are stored in a dedicated database of the ATS system, using encrypted storage and regular backup mechanisms, and can be flexibly modified by dispatchers based on seasonal changes, adjustments to residents' schedules, and noise monitoring results.

5. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, Step S3 specifically involves: Step S301: After ATS starts, it automatically reads the begin_time and end_time parameters and stores them in memory, obtains the current system time in real time, and continuously compares it with the preset time parameters; Step S302: When both begin_time and end_time are not 0, and the current time is greater than or equal to begin_time and less than end_time, it is determined that the train is in a period of speed limit that causes disturbance to residents. The ATS system sends a command to all trains on the entire line at once to set "disturbance flag = 1". When the current time is greater than or equal to end_time or less than begin_time, it is determined that the noise pollution speed limit period has ended or has not yet started. The ATS system sends a "noise pollution flag = 0" instruction to all trains on the entire line at once, notifying the trains to resume normal operating speed. Step S303 involves sending the command using a combination of broadcast transmission and single-point confirmation. After the ATS system sends the command, it receives feedback receipts from each train and resends the command to trains that have not successfully received it.

6. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, Step S4 specifically involves: In step S401, the area controller CC receives the "nuisance flag" instruction sent by the ATS in real time and collects the current position information of the train in real time through the train positioning system; Step S402: The area controller CC pre-stores the start and end kilometer marker data of the temporary speed limit sections that cause disturbances along the entire line, and compares the real-time collected train location information with the pre-stored speed limit section information to determine whether the train is in the speed limit section. In step S403, the area controller CC simultaneously verifies the status of the "nuisance flag" and the train position. The speed limit operation is triggered only when the "nuisance flag = 1" and the train is in the speed limit section; if either condition is not met, the speed limit is not executed or is lifted.

7. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, Step S5 specifically involves: Step S501: When the double verification passes, the area controller CC sends a precise control command to the train traction and braking system to adjust the traction and braking force so that the train speed is smoothly reduced to below the preset unsafe temporary speed limit before entering the speed limit section, and the train maintains stable operation. In step S502, within the speed-limited section, the area controller CC continuously monitors the train's operating speed. If the speed exceeds the speed limit, it immediately sends a secondary braking command and reports the abnormal information to the ATS system. In step S503, when the "nuisance flag = 0" or the train leaves the speed-limited section, the area controller CC sends a recovery command to the traction and braking system, and the train smoothly accelerates to the normal operating speed specified in the timetable while ensuring safety.

8. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, Step S6 specifically involves: Step S601: Calculate the extra travel time of the train in the speed-limited section based on the length of the speed-limited section and the difference between the speed limit and the normal speed. Step S602: Perform time compensation in non-speed-limited sections; Step S603: Adjust the timetable in accordance with the principles of safety first, efficiency, and service.

9. The method for automatically setting a temporary speed limit according to claim 2, characterized in that, The method also includes a function disabling and exception handling mechanism, specifically: When it is necessary to pause the temporary speed limit function for disturbing residents, set both begin_time and end_time to 0. The system will immediately stop sending the "disturbing flag" and executing the speed limit. The disabling operation can only be performed before begin_time or after end_time. When communication between ATS and CC is interrupted, CC automatically maintains the current speed limit status and triggers a local alarm; after communication is restored, ATS resends the flag bit command, and CC updates the status synchronously; when the train positioning system fails, CC automatically suspends the speed limit execution and switches to manual dispatch mode.

10. An apparatus for automatically setting a temporary speed limit according to any one of claims 1-9, characterized in that, The device includes an ATS parameter configuration module, an identifier bit transmission module, a CC data processing module, a train positioning module, a speed limit execution module, a timetable coordination module, and a safety isolation module. The ATS parameter configuration module is connected to the identifier sending module and the timetable coordination module, respectively, and is used by the dispatcher to enter speed limit section information, set disturbance period parameters, and encrypt, verify and back up the data. The identifier sending module is connected to the ATS parameter configuration module and the CC data processing module respectively. It is used to determine the current time period status in real time according to the time parameters provided by the ATS parameter configuration module and generate an instruction of "nuisance identifier = 1" or "=0". The CC data processing module is connected to the identifier sending module, the train positioning module, the speed limit execution module, and the safety isolation module, respectively. It is used to receive the "nuisance identifier" instruction and the train position data, call the pre-stored speed limit section information for double verification, and generate control instructions for speed limit or speed limit cancellation. The timetable coordination module is connected to the ATS parameter configuration module and the original ATS timetable management system, respectively, and is used to automatically adjust the timetable based on the time impact data of speed-limited sections.

11. The apparatus according to claim 10, characterized in that, The train positioning module is connected to the CC data processing module to provide accurate data support for location determination. The train positioning module integrates GNSS satellite positioning, track circuit positioning and transponder positioning technologies. It improves positioning accuracy through multi-source data fusion algorithms and collects information on the current kilometer marker position, running speed and driving direction of the train in real time. When a certain positioning technology fails, it automatically switches to other effective positioning methods.

12. The apparatus according to claim 10, characterized in that, The speed limit execution module is connected to the CC data processing module and the train traction and braking system. The speed limit execution module receives control commands from the CC data processing module and achieves smooth adjustment of train speed by precisely controlling the output power of the train traction motor and the pressure of the braking system. It also collects the actual running speed of the train in real time and feeds it back to the CC data processing module to form a closed-loop control. In addition, it sets a speed threshold alarm mechanism. When the deviation between the actual speed of the train and the commanded speed exceeds the set threshold, it immediately triggers a local alarm and feeds it back to the ATS system.

13. The apparatus according to claim 10, characterized in that, The safety isolation module is connected to the ATS parameter configuration module, the CC data processing module, and the existing safety-type speed limit system. The safety isolation module establishes independent data channels and control logic for disturbance-type temporary speed limits and safety-type temporary speed limits. The safety-type speed limit command has a higher priority than the disturbance-type command. When the two types of speed limits overlap, the disturbance-type speed limit command is automatically blocked, and the safety-type speed limit is executed first. The module also monitors the execution status of the two types of speed limits in real time.

14. 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 9.

15. 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 9.

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