Unified speed limit method, device and equipment applicable to heavy haul railway moving block train automatic driving, storage medium and program product
Patent Information
- Application Number
- CN202610703976.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2026-05-21
- Publication Date
- 2026-08-21
AI Technical Summary
[0003]由于重载铁路列车具有编组大、载重高、惯性大以及制动时滞明显的特性，现有技术中，当列车行驶至站台区段时，道岔限速、静态限速以及临时揭示限速等多类限速易在短距离内集中叠加，导致限速曲线呈现“突变式起伏”
[0032]上述适用于重载铁路移动闭塞列车自动驾驶的统一限速方法、装置、计算机设备、计算机可读存储介质和计算机程序产品，首先根据列车的运行方向向前遍历限速信息，若检测到存在道岔限速，则将道岔限速与前方相邻的静态限速整合为一个连续的限速整合区段，取限速整合区段内道岔限速与静态限速的最低值作为限速整合区段的首轮统一限速值；然后根据各限速整合区段的首轮统一限速值，结合各限速整合区段范围内的临时揭示限速和/或实时车身限速，确定各限速整合区段的最终限速值；最后基于每个限速整合区段的最终限速值，生成平滑连续的统一限速曲线。本申请在列车安全运行的前提下，通过多源限速信息的分层统一与最低值筛选，彻底优化了限速曲线，避免限速曲线在站台等短距离区段内出现起伏不平和频繁突变等情况，确保限速曲线平滑连续，适配重载列车惯性大、制动时滞的特性，从而提高了列车的运输效率并降低了运行冲击与安全风险。
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Figure CN122607390A_ABST
Abstract
Description
Technical Field
[0001] This application relates to the field of heavy-haul railway transportation technology, and in particular to a unified speed limiting method, apparatus, computer equipment, computer-readable storage medium and computer program product applicable to automatic driving of moving block trains on heavy-haul railways. Background Technology
[0002] In the field of heavy-haul railway transportation technology, there are various types of speed limits (including line speed limits, turnout speed limits, static speed limits and temporary speed limits) and their applicable locations are scattered. Each type of speed limit is effective independently and has not been uniformly integrated.
[0003] Due to the characteristics of heavy-haul railway trains—large formations, high loads, large inertia, and significant braking lag—existing technologies often result in multiple speed limits—including turnout speed limits, static speed limits, and temporary speed limits—accumulating within a short distance when the train reaches the platform section. This causes the speed limit curve to exhibit abrupt fluctuations. In such cases, the automatic driving system needs to frequently switch between traction and braking modes to adapt to changes in speed limits. This not only makes precise train control difficult but also increases safety risks such as train running shock, excessive coupler force, and brake system wear, leading to low transportation efficiency and high safety risks. Summary of the Invention
[0004] Therefore, it is necessary to provide a unified speed limiting method, device, computer equipment, computer-readable storage medium, and computer program product applicable to automatic driving of moving block trains on heavy-haul railways, addressing the aforementioned technical problems.
[0005] Firstly, this application provides a unified speed limiting method applicable to automatic driving of moving block trains on heavy-haul railways, including:
[0006] The speed limit information of heavy-haul railways is classified and prioritized. The speed limit types are divided into line speed limit, turnout speed limit, static speed limit, temporary speed limit and real-time vehicle speed limit. Among them, the real-time vehicle speed limit has a higher priority than all other speed limit types.
[0007] In response to the received unified speed limit instruction, the speed limit information is traversed forward according to the train's running direction. If the turnout speed limit is detected, the turnout speed limit and the adjacent static speed limit are integrated into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section.
[0008] Based on the initial unified speed limit value of each speed limit integration section, and in combination with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section, the final speed limit value of each speed limit integration section is determined.
[0009] Based on the final speed limit value of each speed limit integration section, a smooth and continuous unified speed limit curve is generated; the unified speed limit curve is used to control the train operation.
[0010] In one embodiment, determining the final speed limit value for each speed limit integration section based on the initial unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section, includes:
[0011] The system detects whether the temporary speed limit and / or the real-time vehicle speed limit exist within each of the integrated speed limit zones. If both the temporary speed limit and the real-time vehicle speed limit exist, the final speed limit is determined based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit. If only the temporary speed limit exists, the final speed limit is determined based on the initial unified speed limit and the temporary speed limit. If only the real-time vehicle speed limit exists, the final speed limit is determined based on the initial unified speed limit and the real-time vehicle speed limit.
[0012] In one embodiment, determining the final speed limit based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit includes: comparing the initial unified speed limit with the temporary speed limit and the real-time vehicle speed limit respectively, and taking the lowest value among the three as the final speed limit.
[0013] The step of determining the final speed limit based on the first round of unified speed limit and the temporary speed limit includes: comparing the first round of unified speed limit and the temporary speed limit, and taking the lower of the two as the final speed limit.
[0014] The step of determining the final speed limit based on the initial unified speed limit and the real-time vehicle speed limit includes: comparing the initial unified speed limit and the real-time vehicle speed limit, and taking the lower of the two as the final speed limit.
[0015] In one embodiment, the method further includes:
[0016] If neither the temporary speed limit nor the real-time vehicle speed limit exists, then the initial unified speed limit value will be used as the final speed limit value.
[0017] In one embodiment, after generating the smooth and continuous uniform speed limit curve, the method further includes:
[0018] The unified speed limit curve is verified to identify whether there are short-distance abrupt fluctuations in the unified speed limit curve within the platform section; if there are no such short-distance abrupt fluctuations, the unified speed limit curve is confirmed to have passed the verification, and the unified speed limit curve is sent to the train automatic driving system to control the train operation.
[0019] In one embodiment, the method further includes:
[0020] If the short-distance abrupt fluctuations exist, it is confirmed that the unified speed limit curve verification has failed, and the process returns to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
[0021] Secondly, this application also provides a unified speed limiting device applicable to automatic driving of moving block trains on heavy-haul railways, comprising:
[0022] The speed limit classification module is used to classify and prioritize the speed limit information of heavy-haul railways. The speed limit types are divided into line speed limit, turnout speed limit, static speed limit, temporary display speed limit and real-time vehicle speed limit, among which the real-time vehicle speed limit has a higher priority than all other speed limit types.
[0023] The section integration module is used to respond to the received unified speed limit command, and to traverse the speed limit information forward according to the train's running direction. If the turnout speed limit is detected, the turnout speed limit and the adjacent static speed limit are integrated into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section.
[0024] The speed limit determination module is used to determine the final speed limit value of each speed limit integration section based on the first unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section.
[0025] The curve generation module is used to generate a smooth and continuous unified speed limit curve based on the final speed limit value of each speed limit integration section; the unified speed limit curve is used to control the train operation.
[0026] Thirdly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to perform the following steps:
[0027] Speed limit information for heavy-haul railways is categorized and prioritized, with speed limit types divided into line speed limits, turnout speed limits, static speed limits, temporary speed limits, and real-time vehicle speed limits. Real-time vehicle speed limits have higher priority than all other speed limit types. In response to a received unified speed limit command, the speed limit information is traversed forward according to the train's direction of travel. If a turnout speed limit is detected, it is integrated with the adjacent static speed limit into a continuous speed limit integration segment. The lowest value between the turnout speed limit and the static speed limit within the integration segment is taken as the first unified speed limit value for that segment. Based on the first unified speed limit value of each integration segment, combined with the temporary speed limits and / or real-time vehicle speed limits within each integration segment, the final speed limit value for each integration segment is determined. A smooth and continuous unified speed limit curve is generated based on the final speed limit value of each integration segment. This unified speed limit curve is used to control train operation.
[0028] Fourthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, performs the following steps:
[0029] Speed limit information for heavy-haul railways is categorized and prioritized, with speed limit types divided into line speed limits, turnout speed limits, static speed limits, temporary speed limits, and real-time vehicle speed limits. Real-time vehicle speed limits have higher priority than all other speed limit types. In response to a received unified speed limit command, the speed limit information is traversed forward according to the train's direction of travel. If a turnout speed limit is detected, it is integrated with the adjacent static speed limit into a continuous speed limit integration segment. The lowest value between the turnout speed limit and the static speed limit within the integration segment is taken as the first unified speed limit value for that segment. Based on the first unified speed limit value of each integration segment, combined with the temporary speed limits and / or real-time vehicle speed limits within each integration segment, the final speed limit value for each integration segment is determined. A smooth and continuous unified speed limit curve is generated based on the final speed limit value of each integration segment. This unified speed limit curve is used to control train operation.
[0030] Fifthly, this application also provides a computer program product, including a computer program that, when executed by a processor, performs the following steps:
[0031] Speed limit information for heavy-haul railways is categorized and prioritized, with speed limit types divided into line speed limits, turnout speed limits, static speed limits, temporary speed limits, and real-time vehicle speed limits. Real-time vehicle speed limits have higher priority than all other speed limit types. In response to a received unified speed limit command, the speed limit information is traversed forward according to the train's direction of travel. If a turnout speed limit is detected, it is integrated with the adjacent static speed limit into a continuous speed limit integration segment. The lowest value between the turnout speed limit and the static speed limit within the integration segment is taken as the first unified speed limit value for that segment. Based on the first unified speed limit value of each integration segment, combined with the temporary speed limits and / or real-time vehicle speed limits within each integration segment, the final speed limit value for each integration segment is determined. A smooth and continuous unified speed limit curve is generated based on the final speed limit value of each integration segment. This unified speed limit curve is used to control train operation.
[0032] The aforementioned unified speed limiting method, device, computer equipment, computer-readable storage medium, and computer program product applicable to automatic driving of moving block trains on heavy-haul railways first traverses the speed limit information forward according to the train's running direction. If a turnout speed limit is detected, the turnout speed limit is integrated with the adjacent static speed limit ahead into a continuous speed limit integration section. The lowest value between the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section. Then, based on the first unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or real-time vehicle speed limit within each speed limit integration section, the final speed limit value of each speed limit integration section is determined. Finally, based on the final speed limit value of each speed limit integration section, a smooth and continuous unified speed limit curve is generated. Under the premise of safe train operation, this application thoroughly optimizes the speed limit curve by hierarchically unifying and filtering the minimum value of multi-source speed limit information. This avoids unevenness and frequent abrupt changes in the speed limit curve in short-distance sections such as platforms, ensuring that the speed limit curve is smooth and continuous. It is suitable for the characteristics of heavy-load trains with large inertia and braking time lag, thereby improving the train's transportation efficiency and reducing operational shock and safety risks. Attached Figure Description
[0033] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.
[0034] Figure 1 This is an application environment diagram of a unified speed limiting method for automatic driving of moving block trains on heavy-haul railways, as shown in one embodiment.
[0035] Figure 2 This is a flowchart illustrating a unified speed limiting method applicable to automatic driving of moving block trains on heavy-haul railways in one embodiment.
[0036] Figure 3 This is a flowchart illustrating the first round of unified speed limiting steps in one embodiment;
[0037] Figure 4 This is a flowchart illustrating the final speed limit determination step in one embodiment;
[0038] Figure 5 This is a schematic diagram of the speed-limiting area in one embodiment;
[0039] Figure 6 This is a schematic diagram of the speed limit curve in one embodiment;
[0040] Figure 7 This is a flowchart illustrating a unified speed limiting method applicable to automatic driving of moving block trains on heavy-haul railways in a specific embodiment.
[0041] Figure 8 This is a structural block diagram of a unified speed limiting device applicable to automatic driving of moving block trains on heavy-haul railways in one embodiment.
[0042] Figure 9 This is an internal structural diagram of a computer device in one embodiment. Detailed Implementation
[0043] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.
[0044] The unified speed limiting method for automatic driving of moving block trains on heavy-haul railways provided in this application embodiment can be applied to, for example... Figure 1 The application environment shown illustrates this. In this environment, the terminal can communicate with the server via a network. The data storage system can store the data that the server needs to process. The data storage system can be integrated onto the server or located on the cloud or other network servers. In situations such as... Figure 1 In the application environment shown, the terminal can be, but is not limited to, various personal computers, laptops, smartphones, and tablets. The server can be implemented using a standalone server or a server cluster consisting of multiple servers.
[0045] In one embodiment, such as Figure 2 As shown, a unified speed limiting method for automatic driving of moving block trains on heavy-haul railways is provided. This method can be applied to... Figure 1In the terminal, the method may include the following steps:
[0046] Step S201: Classify and prioritize the speed limit information of heavy-haul railways, and divide the speed limit types into line speed limit, turnout speed limit, static speed limit, temporary display speed limit and real-time vehicle speed limit, among which the real-time vehicle speed limit has a higher priority than all other speed limit types.
[0047] Speed limits on heavy-haul railways can be broadly categorized into track speed limits and non-track speed limits. Track speed limits are fixed at 80 km / h and are generally applied within sections of the railway line. Non-track speed limits are further divided into turnout speed limits, static speed limits, and temporary speed limits. Turnout speed limits are located near the turnout and are typically 30 km / h. Static speed limits are usually located on the track and are typically 40 km / h. Temporary speed limits are issued temporarily due to special circumstances during operation. They can be issued based on kilometer markers or via platform tracks, and therefore can be located at any point, with speed limits ranging from 0 to 80 km / h. Train body speed limits are safety limits determined based on the train's braking system status and coupler force safety thresholds. These limits are the fundamental speed limits ensuring the safe operation of the train's equipment and have a higher priority than other types of speed limits.
[0048] Specifically, in response to the received speed limit classification instruction, the terminal classifies and prioritizes the speed limit information of heavy-haul railways, classifying the speed limit types into line speed limits, turnout speed limits, static speed limits, temporary display speed limits, and real-time vehicle speed limits, and setting the vehicle speed limit priority to the highest priority.
[0049] Step S202: In response to the received unified speed limit instruction, the speed limit information is traversed forward according to the train's running direction. If a turnout speed limit is detected, the turnout speed limit is integrated with the adjacent static speed limit in front into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit in the speed limit integration section is taken as the first round of unified speed limit value of the speed limit integration section.
[0050] Specifically, such as Figure 3 As shown, the terminal initializes the current section number to 0 and the current section's minimum speed limit to the preset maximum value; it then traverses all speed limit points within the platform section forward along the train's direction of travel; if a turnout speed limit or static speed limit is detected, it compares it with the current section's minimum speed limit and updates the current section's minimum speed limit with the lower value; when a static speed limit point is encountered, the current speed limit integration section is divided, the section number is incremented by 1, and the current section's minimum speed limit is reset, continuing the traversal until all speed limit points in the platform section have been processed.
[0051] Step S203: Based on the initial unified speed limit value of each speed limit integration section, and combined with the temporary speed limit and / or real-time vehicle speed limit within the scope of each speed limit integration section, determine the final speed limit value of each speed limit integration section.
[0052] Specifically, such as Figure 4 As shown, for each speed limit integration section, the terminal searches whether there are temporary speed limits and real-time vehicle speed limits within its geographical range. If they exist, the first round of unified speed limit value is compared with the temporary speed limit and the vehicle speed limit in turn, and the lowest value among the three is taken as the final speed limit value of the speed limit integration section. If they do not exist, the first round of unified speed limit value is directly taken as the final speed limit value of the speed limit integration section.
[0053] Step S204: Generate a smooth and continuous unified speed limit curve based on the final speed limit value of each speed limit integration section.
[0054] Specifically, the terminal integrates the final speed limit values of each speed limit integration section to generate a smooth and continuous unified speed limit curve.
[0055] As an example, such as Figure 5 As shown, the speed limit for turnout 1 will be unified with the speed limit for turnout 2G to 30 km / h. Therefore, in the station shown, there are two speed limit sections: one is the 30 km / h speed limit from turnout 1 to the end of turnout 2G; the other is the 30 km / h speed limit for turnout 2. Since both speed limit sections are 30 km / h, the final unified speed limit curve is as follows. Figure 6 As shown.
[0056] In this embodiment, the speed limit information is first traversed forward according to the train's direction of travel. If a turnout speed limit is detected, the turnout speed limit is integrated with the adjacent static speed limit into a continuous speed limit integration section. The lowest value between the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value for the integration section. Then, based on the first unified speed limit value of each integration section, combined with the temporary speed limit and / or real-time vehicle speed limit within each integration section, the final speed limit value for each integration section is determined. Finally, based on the final speed limit value of each integration section, a smooth and continuous unified speed limit curve is generated. Under the premise of safe train operation, this application thoroughly optimizes the speed limit curve through hierarchical unification and minimum value screening of multi-source speed limit information. This avoids unevenness and frequent abrupt changes in the speed limit curve in short-distance sections such as platforms, ensuring a smooth and continuous speed limit curve that is suitable for the characteristics of heavy-load trains with large inertia and braking lag, thereby improving train transportation efficiency and reducing operational shock and safety risks.
[0057] In one embodiment, step S203 above, determining the final speed limit value for each speed limit integration section based on the initial unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or real-time vehicle speed limit within the range of each speed limit integration section, may include the following steps:
[0058] The system checks whether temporary speed limits and / or real-time vehicle speed limits exist within each speed limit integration zone. If both temporary and real-time speed limits exist, the final speed limit is determined based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit. If only temporary speed limits exist, the final speed limit is determined based on the initial unified speed limit and the temporary speed limit. If only real-time vehicle speed limits exist, the final speed limit is determined based on the initial unified speed limit and the real-time vehicle speed limit.
[0059] Specifically, within the geographical area of each speed limit integration zone, the terminal detects whether there are temporary speed limits and / or real-time vehicle speed limits. If both temporary and real-time speed limits are detected, the final speed limit is determined based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit. If only temporary speed limits are detected, the final speed limit is determined based on the initial unified speed limit and the temporary speed limit. If only real-time speed limits are detected, the final speed limit is determined based on the initial unified speed limit and the real-time vehicle speed limit.
[0060] In one embodiment, the determination of the final speed limit based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit may include the following steps: comparing the initial unified speed limit with the temporary speed limit and the real-time vehicle speed limit respectively, and taking the lowest value among the three as the final speed limit.
[0061] In the above embodiments, determining the final speed limit based on the initial unified speed limit and the temporary speed limit may include the following steps: comparing the initial unified speed limit and the temporary speed limit, and taking the lowest value of the two as the final speed limit.
[0062] In the above embodiments, determining the final speed limit based on the initial unified speed limit and the real-time vehicle speed limit may include the following steps: comparing the initial unified speed limit and the real-time vehicle speed limit, and taking the lower of the two as the final speed limit.
[0063] Specifically, when the terminal detects both temporary speed limits and real-time vehicle speed limits, it compares the initial unified speed limit with both the temporary and real-time vehicle speed limits, and takes the lowest of the three as the final speed limit. When only temporary speed limits are detected, the terminal compares the initial unified speed limit with the temporary speed limit, and takes the lowest of the two as the final speed limit. When only real-time vehicle speed limits are detected, the terminal compares the initial unified speed limit with the real-time vehicle speed limit, and takes the lowest of the two as the final speed limit.
[0064] In one embodiment, the method of this application may further include the following steps:
[0065] If neither the temporary speed limit nor the real-time vehicle speed limit exists, the initial unified speed limit will be used as the final speed limit.
[0066] Specifically, if the terminal detects that neither the temporary speed limit nor the real-time vehicle speed limit exists, it will directly use the initial unified speed limit as the final speed limit.
[0067] In one embodiment, the method of this application may further include the following steps:
[0068] The unified speed limit curve is verified to identify whether there are short-distance abrupt fluctuations in the unified speed limit curve within the platform section; if there are no short-distance abrupt fluctuations, the unified speed limit curve is confirmed to have passed the verification and is sent to the train automatic driving system to control train operation.
[0069] Specifically, after generating a smooth and continuous unified speed limit curve, the terminal verifies the generated unified speed limit curve to identify whether there are short-distance abrupt fluctuations in the unified speed limit curve within the platform section; if no short-distance abrupt fluctuations are identified, the unified speed limit curve is confirmed to have passed the verification and is sent to the train automatic driving system to control the train operation.
[0070] In one embodiment, the method of this application may further include the following steps:
[0071] If there are short-distance sudden fluctuations, it is confirmed that the unified speed limit curve verification has failed. The process then returns to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
[0072] Short-distance abrupt changes refer to the phenomenon where the train's speed limit changes suddenly and significantly over a very short distance along the route. For example, the speed suddenly drops from 80 km / h to 50 km / h, and then quickly returns to 80 km / h.
[0073] Specifically, if the terminal detects a short-distance abrupt fluctuation in the unified speed limit curve, it confirms that the unified speed limit curve verification has failed and returns to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
[0074] In one embodiment, such as Figure 7 As shown, a unified speed limiting method for automatic driving of moving block trains on heavy-haul railways is provided in a specific embodiment, which includes the following steps:
[0075] Step S701: Classify and prioritize the speed limit information of heavy-haul railways, and divide the speed limit types into line speed limit, turnout speed limit, static speed limit, temporary display speed limit and real-time vehicle speed limit, among which the real-time vehicle speed limit has a higher priority than all other speed limit types.
[0076] Step S702: In response to the received unified speed limit instruction, the speed limit information is traversed forward according to the train's running direction. If a turnout speed limit is detected, the turnout speed limit is integrated with the adjacent static speed limit in front into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section. The system also checks whether there are temporary speed limits and / or real-time vehicle speed limits within each speed limit integration section.
[0077] Step S703: If both the temporary speed limit and the real-time vehicle speed limit exist, the initial unified speed limit is compared with both the temporary speed limit and the real-time vehicle speed limit, and the lowest of the three is taken as the final speed limit; if only the temporary speed limit exists, the initial unified speed limit is compared with the temporary speed limit, and the lowest of the two is taken as the final speed limit; if only the real-time vehicle speed limit exists, the initial unified speed limit is compared with the real-time vehicle speed limit, and the lowest of the two is taken as the final speed limit; if neither the temporary speed limit nor the real-time vehicle speed limit exists, the initial unified speed limit is taken as the final speed limit.
[0078] Step S704: Based on the final speed limit value of each speed limit integration section, generate a smooth and continuous unified speed limit curve; verify the unified speed limit curve to identify whether there are short-distance abrupt fluctuations in the unified speed limit curve within the platform section.
[0079] In step S705, if there are no short-distance abrupt fluctuations, the unified speed limit curve verification is confirmed to be successful, and the unified speed limit curve is sent to the train automatic driving system to control the train operation; if there are short-distance abrupt fluctuations, the unified speed limit curve verification is confirmed to be unsuccessful, and the process returns to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
[0080] The beneficial effects of the above embodiments are as follows:
[0081] 1. Under the condition of safe train operation, the speed limit curve is thoroughly optimized by the hierarchical unification of multi-source speed limits and the minimum value screening, avoiding the appearance of bumps and unevenness in the curve over a short distance, ensuring that the speed limit curve is smooth and continuous, adapting to the characteristics of heavy-load trains with large inertia and braking time lag, and reducing operational impact and safety risks.
[0082] 2. The autonomous driving algorithm obtains the optimized smooth speed limit curve, eliminating the need for frequent adjustments to traction and braking output, making it easier to control the vehicle precisely and improving the stability and reliability of the autonomous driving system;
[0083] 3. Reduce the frequency of train speed increases and decreases caused by frequent fluctuations in speed limits, reduce wear and tear on braking systems and traction equipment, and improve the transportation efficiency of heavy-haul railways.
[0084] 4. The method has a simple logic, only targeting key sections of the platform, without requiring modification of the existing signaling system, and has strong adaptability and low implementation cost.
[0085] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages of other steps.
[0086] Based on the same inventive concept, this application also provides a unified speed limiting device for automatic driving of heavy-haul railway moving block trains, which implements the unified speed limiting method for automatic driving of heavy-haul railway moving block trains as described above. The solution provided by this device is similar to the solution described in the above method. Therefore, the specific limitations in one or more embodiments of the unified speed limiting device for automatic driving of heavy-haul railway moving block trains provided below can be found in the limitations of the unified speed limiting method for automatic driving of heavy-haul railway moving block trains described above, and will not be repeated here.
[0087] In one exemplary embodiment, such as Figure 8 As shown, a unified speed limiting device for automatic driving of moving block trains on heavy-haul railways is provided, the device may include:
[0088] The speed limit classification module 801 is used to classify and prioritize the speed limit information of heavy-haul railways. The speed limit types are divided into line speed limit, turnout speed limit, static speed limit, temporary display speed limit and real-time vehicle speed limit, wherein the real-time vehicle speed limit has a higher priority than all other speed limit types.
[0089] The section integration module 802 is used to respond to the received unified speed limit command, and to traverse the speed limit information forward according to the train's running direction. If the turnout speed limit is detected, the turnout speed limit and the adjacent static speed limit are integrated into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section.
[0090] The speed limit determination module 803 is used to determine the final speed limit value of each speed limit integration section based on the first unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section.
[0091] The curve generation module 804 is used to generate a smooth and continuous unified speed limit curve based on the final speed limit value of each speed limit integration section; the unified speed limit curve is used to control the train operation.
[0092] In one embodiment, the speed limit determination module 803 is further configured to detect whether the temporary speed limit and / or the real-time vehicle speed limit exist within each of the speed limit integration sections; if both the temporary speed limit and the real-time vehicle speed limit exist, the final speed limit is determined based on the first-round unified speed limit value, the temporary speed limit, and the real-time vehicle speed limit; if only the temporary speed limit exists, the final speed limit is determined based on the first-round unified speed limit value and the temporary speed limit; if only the real-time vehicle speed limit exists, the final speed limit is determined based on the first-round unified speed limit value and the real-time vehicle speed limit.
[0093] In one embodiment, the speed limit determination module 803 is further configured to compare the initial unified speed limit with the temporary speed limit and the real-time vehicle speed limit respectively, and take the lowest value among the three as the final speed limit; the speed limit determination module 803 is further configured to compare the initial unified speed limit with the temporary speed limit, and take the lowest value among the two as the final speed limit; the speed limit determination module 803 is further configured to compare the initial unified speed limit with the real-time vehicle speed limit, and take the lowest value among the two as the final speed limit.
[0094] In one embodiment, the speed limit determination module 803 is further configured to use the first-round unified speed limit value as the final speed limit value if neither the temporary speed limit nor the real-time vehicle speed limit exists.
[0095] In one embodiment, the device may further include: a curve verification module, used to verify the unified speed limit curve to identify whether the unified speed limit curve has short-distance abrupt fluctuations in the platform section; if there are no short-distance abrupt fluctuations, the unified speed limit curve is confirmed to have passed the verification, and the unified speed limit curve is sent to the train automatic driving system to control the train operation.
[0096] In one embodiment, the device may further include: a regeneration module, configured to, if the short-distance abrupt fluctuation exists, confirm that the unified speed limit curve verification has failed, and return to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
[0097] The modules in the aforementioned unified speed limiting device for automatic driving of moving block trains on heavy-haul railways can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.
[0098] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 9As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computational and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When executed by the processor, the computer program implements a unified speed limiting method suitable for automatic driving of heavy-haul moving block trains. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.
[0099] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.
[0100] In one embodiment, a computer device is also provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps in the above method embodiments.
[0101] In one embodiment, a computer-readable storage medium is provided having a computer program stored thereon that, when executed by a processor, implements the steps in the above method embodiments.
[0102] In one embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above method embodiments.
[0103] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of the relevant data must comply with relevant regulations.
[0104] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.
[0105] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.
[0106] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.
Claims
1. A unified speed limiting method applicable to automatic driving of moving block trains on heavy-haul railways, characterized in that, The method includes: The speed limit information of heavy-haul railways is classified and prioritized. The speed limit types are divided into line speed limit, turnout speed limit, static speed limit, temporary speed limit and real-time vehicle speed limit. Among them, the real-time vehicle speed limit has a higher priority than all other speed limit types. In response to the received unified speed limit instruction, the speed limit information is traversed forward according to the train's running direction. If the turnout speed limit is detected, the turnout speed limit and the adjacent static speed limit are integrated into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section. Based on the initial unified speed limit value of each speed limit integration section, and in combination with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section, the final speed limit value of each speed limit integration section is determined. Based on the final speed limit value of each speed limit integration section, a smooth and continuous unified speed limit curve is generated; the unified speed limit curve is used to control the train operation.
2. The method according to claim 1, characterized in that, The step of determining the final speed limit value for each speed limit integration section based on the initial unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section, includes: Detect whether the temporary speed limit and / or the real-time vehicle speed limit exist within the range of each speed limit integration section; If both the temporary speed limit and the real-time vehicle speed limit exist, the final speed limit is determined based on the first round unified speed limit, the temporary speed limit, and the real-time vehicle speed limit. If only the temporary speed limit exists, the final speed limit is determined based on the initial unified speed limit and the temporary speed limit; if only the real-time vehicle speed limit exists, the final speed limit is determined based on the initial unified speed limit and the real-time vehicle speed limit.
3. The method according to claim 2, characterized in that, The process of determining the final speed limit based on the initial unified speed limit, the temporary speed limit, and the real-time vehicle speed limit includes: The initial unified speed limit is compared with the temporary speed limit and the real-time vehicle speed limit, and the lowest value among the three is taken as the final speed limit. The process of determining the final speed limit based on the initial unified speed limit and the temporary speed limit includes: The initial unified speed limit and the temporary speed limit are compared, and the lower of the two is taken as the final speed limit. The step of determining the final speed limit based on the initial unified speed limit and the real-time vehicle speed limit includes: The initial unified speed limit and the real-time vehicle speed limit are compared, and the lower of the two is taken as the final speed limit.
4. The method according to claim 3, characterized in that, The method further includes: If neither the temporary speed limit nor the real-time vehicle speed limit exists, then the initial unified speed limit value will be used as the final speed limit value.
5. The method according to claim 1, characterized in that, After generating the smooth and continuous uniform speed limit curve, the process also includes: The unified speed limit curve is verified to identify whether there are short-distance abrupt fluctuations in the unified speed limit curve within the platform section; If there are no short-distance abrupt fluctuations, the unified speed limit curve is confirmed to have passed the verification, and the unified speed limit curve is sent to the train automatic driving system to control the train operation.
6. The method according to claim 5, characterized in that, The method further includes: If the aforementioned short-distance abrupt fluctuations exist, it is confirmed that the unified speed limit curve verification has failed, and the process returns to the step of traversing the speed limit information forward according to the train's running direction until the regenerated unified speed limit curve passes the verification.
7. A unified speed limiting device applicable to automatic driving of moving block trains on heavy-haul railways, characterized in that, The device includes: The speed limit classification module is used to classify and prioritize the speed limit information of heavy-haul railways. The speed limit types are divided into line speed limit, turnout speed limit, static speed limit, temporary display speed limit and real-time vehicle speed limit, among which the real-time vehicle speed limit has a higher priority than all other speed limit types. The section integration module is used to respond to the received unified speed limit command, and to traverse the speed limit information forward according to the train's running direction. If the turnout speed limit is detected, the turnout speed limit and the adjacent static speed limit are integrated into a continuous speed limit integration section. The lowest value of the turnout speed limit and the static speed limit within the speed limit integration section is taken as the first unified speed limit value of the speed limit integration section. The speed limit determination module is used to determine the final speed limit value of each speed limit integration section based on the first unified speed limit value of each speed limit integration section, combined with the temporary speed limit and / or the real-time vehicle speed limit within the range of each speed limit integration section. The curve generation module is used to generate a smooth and continuous unified speed limit curve based on the final speed limit value of each speed limit integration section; the unified speed limit curve is used to control the train operation.
8. A computer device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 6.
9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.
10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.