Method and system for on-board train control device to confirm release speed and monitoring location

Abstract

The present invention proposes a method, system, computer-readable storage medium and electronic device for determining release speed and supervisory location of a train control on-board device, relating to the technical field of rail transit operation control, and the method includes: acquiring an original release speed between a trip location and a supervision location; acquiring an original supervisory location corresponding to the beginning of the original release speed; acquiring, in a speed limit list, a minimum speed limit in a first list between the original supervisory location and the trip location; determining an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list. With the train's release speed and the supervisory location at the beginning of the release speed being accurately calculated through this method, it is guaranteed that the train won't cross the supervisory location while approaching the end of movement authority, thereby achieving a more convenient and accurate parking.

Description

TECHNICAL FIELD

[0001] The present invention relates to the technical field of rail transit operation control, in particular to a method, system, computer-readable storage medium and electronic device for determining release speed and supervisory location of a train control on-board device.BACKGROUND

[0002] The release speed is a value of the limit that allows a train to approach the end of movement authority at a low speed, or a value of the speed that allows a train to approach the danger point in a safe way. Whether the release speed can be accurately determined is crucial for driving safety.SUMMARY

[0003] With respect to the above issue, the present invention proposes a method, system, computer-readable storage medium and electronic device capable of accurately calculating release speed and supervisory location of a train.

[0004] In a first aspect, there is provided a method for determining release speed and supervisory location of a train control on-board device, and the method includes: Acquiring an original release speed between a trip location and a supervision location; Acquiring an original supervisory location corresponding to the beginning of the original release speed; Acquiring, in a speed limit list, a minimum speed limit in a first list between the original supervisory location and the trip location; Determining an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list.

[0005] Furthermore, the trip location is a sum of an end of movement authority and a distance measurement error.

[0006] Furthermore, the acquiring an original release speed between a trip location and a supervision location includes: Constructing an emergency brake intervention curve and an emergency brake deceleration curve between the trip location and the supervision location; Acquiring a first speed corresponding to the trip location on the emergency brake intervention curve; Determining, based on the first speed, a moving distance within a traction cut-off delay and a braking delay; Determining a first location based on the trip location and the moving distance; Determining a second speed corresponding to the first location on the emergency brake deceleration curve; Determining, when a deviation between the first speed and the second speed is less than a speed deviation threshold, the first speed as the original release speed; or, Determining, when a deviation between the first speed and the second speed is greater than or equal to a speed deviation threshold, the second speed as the original release speed.

[0007] Furthermore, the determining an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list includes: Determining, when the original release speed is less than the minimum speed limit in the first list, the original release speed as the actual release speed and the original supervisory location as the actual supervisory location; or, Determining, when the original release speed is greater than or equal to the minimum speed limit in the first list, the minimum speed limit in the first list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the first list.

[0008] Furthermore, the acquiring an original supervisory location corresponding to the beginning of the original release speed includes: Constructing a first service brake intervention curve between a train's maximum safe front end and the supervision location; Acquiring a second location corresponding to the original release speed on the first service brake intervention curve; Constructing a second service brake intervention curve between a train's estimated front end and the end of movement authority; Acquiring a third location corresponding to the original release speed on the second service brake intervention curve; Determining, when a deviation between the second location and the train's maximum safe front end is smaller than a deviation between the third location and the train's estimated front end, the second location as the original supervisory location; or, Determining, when a deviation between the second location and the train's maximum safe front end is greater than or equal to a deviation between the third location and the train's estimated front end, the third location as the original supervisory location.

[0009] Furthermore, the determining, when the original release speed is less than the minimum speed limit in the first list, the original release speed as the actual release speed and the original supervisory location as the actual supervisory location, includes: Acquiring, in the speed limit list, a minimum speed limit in a second list between the third location and the trip location and a list location corresponding to the beginning of the minimum speed limit in the second list; Determining, when the original release speed is less than the minimum speed limit in the second list, the original release speed as the actual release speed and a location corresponding to the original release speed as the actual supervisory location.

[0010] Furthermore, the determining, when the original release speed is greater than or equal to the minimum speed limit in the first list, the minimum speed limit in the first list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the first list, includes: Acquiring, in the speed limit list, a minimum speed limit in a second list between the third location and the trip location and a list location corresponding to the beginning of the minimum speed limit in the second list; Determining, when the original release speed is greater than or equal to the minimum speed limit in the second list, the minimum speed limit in the second list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the second list.

[0011] Furthermore, the determining the actual supervisory location based on the minimum speed limit in the second list includes: Acquiring a fourth location corresponding to the actual release speed on the first service brake intervention curve, Constructing a third service brake intervention curve between the train's maximum safe front end and the list location; Acquiring a fifth location corresponding to the actual release speed on the third service brake intervention curve; Determining the smaller one of the fourth location and the fifth location as a base location; Acquiring a fifth location corresponding to the actual release speed on the second service brake intervention curve; Determining, when a difference between the fifth location and the train's maximum safe front end is less than a difference resulting from subtracting the train's estimated front end from the base location, the fifth location as the actual supervisory location; or, Determining, when a difference between the fifth location and the train's maximum safe front end is greater than or equal to a difference resulting from subtracting the train's estimated front end from the base location, the base location as the actual supervisory location.

[0012] Furthermore, the constructing a third service brake intervention curve between the train's maximum safe front end and the list location includes: Constructing, based on a gradient, adhesion and braking type of track, the third service brake intervention curve with the train's maximum safe front end as the starting point, the list location as the ending point and the minimum speed limit in the second list as the target speed.

[0013] In a second aspect, there is provided a system for determining release speed and supervisory location of a train control on-board device, including: An acquisition module, configured to acquire an original release speed between a trip location and a supervision location; The acquisition module, further configured to acquire an original supervisory location corresponding to the beginning of the original release speed; The acquisition module, further configured to acquire, in a speed limit list, a minimum speed limit in a first list between the original supervisory location and the trip location; A determination module, configured to determine an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list.

[0014] In a third aspect, there is provided a computer-readable storage medium having stored thereon programs or instructions which, when executed on a computer, cause the computer to perform the method for determining release speed and supervisory location of a train control on-board device according to any of the above solutions.

[0015] In a fourth aspect, there is provided an electronic device including: a processor coupled with a memory, The processor is configured to read and execute computer programs stored in the memory, to implement the method for determining release speed and supervisory location of a train control on-board device in any of the above solutions.

[0016] One or more technical solutions provided by the present application at least bring about the following technical effects or advantages: With the release speed and the supervisory location at the beginning of the release speed of the train being accurately calculated through this method, it is guaranteed that the train won't cross the supervisory location while approaching the end of movement authority, thereby achieving a more convenient and accurate parking.

[0017] Other features and advantages of the present invention will be set forth in the following specification, and in part will be obvious from the specification, or be learned by practice of the present invention. The objectives and other advantages of the present invention can be realized and obtained through the structure indicated in the specification, claims and accompanying drawings.BRIEF DESCRIPTION OF DRAWINGS

[0018] In order to illustrate the embodiments of the present invention or the technical solutions in the prior art more clearly, a briefly introduction will be made below to the accompanying drawings needed to be used in the description of the embodiments or the prior art. Obviously, the accompanying drawings in the following description are some of the embodiments of the present invention, and for those ordinary skilled in the art, according to such drawings, other drawings can be obtained without paying creative labor. Fig. 1 is a schematic flow chart of a method for determining release speed and supervisory location of a train control on-board device provided by an embodiment of the present invention; Fig. 2 is a schematic structural diagram of train and point locations provided by an embodiment of the present invention; Fig. 3 is a schematic structural diagram of a system for determining release speed and supervisory location of a train control on-board device provided by an embodiment of the present invention; Fig. 4 is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0019] In order to make the objectives, technical solutions and advantages of the embodiments of the present invention more clear, a clear and complete illustration will be made below to the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments in the present invention, all the other embodiments obtained by those ordinary skilled in the art without paying creative labor belong to the scope of protection of the present invention.

[0020] Fig. 1 is a schematic flow chart of a method for determining release speed and supervisory location of a train control on-board device provided by an embodiment of the present invention, and Fig. 2 is a schematic structural diagram of a train and point locations provided by an embodiment of the present invention. As shown in Fig. 1, the method for determining release speed and supervisory location of a train control on-board device in an embodiment of the present invention, which is in particular a method for determining release speed and supervisory location of an ETCS (European Train Control System)-based train control on-board device, includes the following steps: Step S101: An original release speed V r between a trip location and a supervision location (SvL) is acquired.

[0021] As shown in Fig. 2, train 1 travels from left to right along the pointing direction of the arrow. With end of movement authority (EoA) 1 as the target point for stopping, there is often a certain distance between the location at which the train 1 actually stops and the end of movement authority 1 due to the influence of speed measurement error, distance measurement error, parking accuracy, etc. There is proposed in ETCS a function for release speed, which enables the train to cross the end of movement authority 1 at a lower speed (which is the release speed) without crossing supervision location 4. According to ETCS, a corresponding release speed can be calculated with the supervisory location 4 and the end of movement authority 1.

[0022] Trip location 2 is a location of the train 1 on the track when a train's trip function is turned on. An area where the train 1 travels with the trip function turned on is called an overlap. The supervision location 4 is an ending location of the overlap. When there is no overlap but a danger point, the supervision location 4 is a location where the danger point is located.

[0023] The trip location 2 is a sum of the end of movement authority 1 and a distance measurement error, that is, the trip location 2 is derived by the end of movement authority 1 plus the distance measurement error.

[0024] Specifically, step S1011: An emergency brake intervention curve (EBI) and an emergency brake deceleration curve (EBD) between the trip location and the supervision location are constructed.

[0025] Track information between the trip location and the supervision location is acquired, such as gradient, adhesion and braking type (regenerative braking, eddy current braking, magnetic track braking, etc.) of track; and the emergency brake intervention curve and the emergency brake deceleration curve are calculated with the trip location as a starting location, the supervision location as an ending location, and the speed at the end as 0 km / h, while taking into account the track information. The set-up of the emergency brake intervention curve and the emergency brake deceleration curve can be done by employing the existing technology, and the methods of constructing the curves are not the protected content of the present invention, which is not detailed here.

[0026] Step S1012: A first speed V r1 corresponding to the trip location on the emergency brake intervention curve is acquired.

[0027] In the above embodiment, the specific trip location has been acquired, and the corresponding first speed V r1 can be derived just by correspondingly looking up in the emergency brake intervention curve.

[0028] Step S1013: A moving distance D 1 with a traction cut-off delay T 1 and a braking delay T 2 is determined based on the first speed V r1 . This process can be denoted by formula (1). D 1 = T 1 + T 2 ∗ V r 1

[0029] Step S1014: A first location P 2 is determined based on the trip location and the moving distance D 1 . This process can be denoted by formula (2). P 2 = trip location + D 1

[0030] Step S1015: A second speed V r2 corresponding to the first location P 2 on the emergency brake deceleration curve is determined. With the emergency brake deceleration curve constructed in step S1011, the second speed V r2 corresponding to the first location P 2 is found out in the corresponding curve.

[0031] When a deviation between the first speed V r1 and the second speed V r2 is less than a speed deviation threshold, the first speed V r1 is determined as the original release speed V r ; or when a deviation between the first speed V r1 and the second speed V r2 is greater than or equal to a speed deviation threshold, the second speed V r2 is determined as the original release speed V r .

[0032] In this embodiment, the speed deviation threshold can be 1 km / h.

[0033] Step S102: An original supervisory location P 1 corresponding to the beginning of the original release speed V r is acquired. The starting point for the train to travel at the original release speed V r is taken as the original supervisory location P 1 .

[0034] Specifically, step S1021: A first service brake intervention curve (SBI) between a train's maximum safe front end and the supervision location is constructed.

[0035] Track information between the train's maximum safe front end and the supervision location is acquired, such as gradient, adhesion and braking type (regenerative braking, eddy current braking, magnetic track braking, etc.) of track; and the first service brake intervention curve is calculated with the train's maximum safe front end as the starting location, the supervision location as the ending location, and the speed at the end as 0 km / h, while taking into account the track information. The set-up of the first service brake intervention curve can be done by employing the existing technology, and the methods of constructing the curves are not the protected content of the present invention, which is not detailed here.

[0036] Step S1022: A second location P 3 corresponding to the original release speed V r on the first service brake intervention curve is acquired. In the first service brake intervention curve, the second location P 3 corresponding to the original release speed V r can be found out with the horizontal and vertical coordinates in the graph.

[0037] Step S1023: A second service brake intervention curve between a train's estimated front end and the end of movement authority is constructed. Track information between the train's estimated front end and the end of movement authority is acquired, such as gradient, adhesion and braking type (regenerative braking, eddy current braking, magnetic track braking, etc.) of track; and the second service brake intervention curve is calculated with the train's estimated front end as the starting location, the end of movement authority as the ending location, and the speed at the end as 0 km / h, while taking into account the track information. The set-up of the second service brake intervention curve can be done by employing the existing technology, and the methods of constructing the curves are not the protected content of the present invention, which is not detailed here.

[0038] Step S1024: A third location P 4 corresponding to the original release speed V r on the second service brake intervention curve is acquired. In the second service brake intervention curve, the second location P 4 corresponding to the original release speed V r can be found out with the horizontal and vertical coordinates in the graph.

[0039] S1025: When a deviation between the second location P 3 and the train's maximum safe front end is smaller than a deviation between the third location P 4 and the train's estimated front end, the second location P 3 is determined as the original supervisory location P 1 ; or when a deviation between the second location P 3 and the train's maximum safe front end is greater than or equal to a deviation between the third location P 4 and the train's estimated front end, the third location P 4 is determined as the original supervisory location P 1 .

[0040] Step S103: In a speed limit list (Most Restrictive Speed Profile, MRSP), a minimum speed limit V ri in a first list between the original supervisory location P 1 and the trip location is acquired. The MRSP, which is the most strict speed limit section on the train operation line, specifies a speed that the train cannot exceed during the operation. By traversing the speed limit list (MRSP), the minimum speed limit between the original supervisory location P 1 and the trip location is found out, which is called the minimum speed limit V ri in the first list.

[0041] Step S104: An actual release speed V and an actual supervisory location P are determined based on the original release speed V r and the minimum speed limit V ri in the first list.

[0042] Specifically, when the original release speed V r is less than the minimum speed limit V ri in the first list, the original release speed V r is determined as the actual release speed V, and the original supervisory location P 1 is determined as the actual supervisory location P; Or when the original release speed V r is greater than or equal to the minimum speed limit V ri in the first list, the minimum speed limit V ri in the first list is determined as the actual release speed V, and the actual supervisory location P is determined based on the minimum speed limit V ri in the first list.

[0043] Specifically, the following step are included.

[0044] Step S1041: A speed limit list (MRSP) between the third location P 4 and the trip location is acquired. In a speed limit list, the original supervisory location P 1 , the third location P 4 and the trip location are included.

[0045] Step S1042: In the speed limit list, a minimum speed limit V mrsp in a second list and a list location P 5 corresponding to the beginning of the minimum speed limit V mrsp in the second list are acquired. By traversing the speed limit list (MRSP), the minimum speed limit is found out therein, which is called the minimum speed limit V mrsp in the second list, and the minimum speed limit V mrsp in the second list may maintain for a segment of distance. The list location P 5 is taken as corresponding to the beginning of the minimum speed limit V mrsp in the second list. S1043: When the original release speed V r is less than the minimum speed limit V mrsp in the second list, the original release speed V r is determined as the actual release speed V, and a location corresponding to the original release speed V r is determined as the actual supervisory location P; Or when the original release speed V r is greater than or equal to the minimum speed limit V mrsp in the second list, the minimum speed limit V mrsp in the second list is determined as the actual release speed V, and the actual supervisory location P is determined based on the minimum speed limit V mrsp in the second list.

[0046] In an embodiment, the determining the actual supervisory location P based on the minimum speed limit V mrsp in the second list specifically includes the following steps: A fourth location P 6 corresponding to the actual release speed V on the first service brake intervention curve in the above embodiment is acquired. In the first service brake intervention curve, the fourth location P 6 corresponding to the actual release speed V can be found out with the horizontal and vertical coordinates in the graph.

[0047] A third service brake intervention curve between the train's maximum safe front end and the list location P 5 is constructed. The third service brake intervention curve is constructed based on a gradient, adhesion and braking type of track, with the train's maximum safe front end as the starting point, the list location P 5 as the ending point and the minimum speed limit V mrsp in the second list as the target speed. The set-up of the third service brake intervention curve can be done by employing the existing technology, and the methods of constructing the curves are not the protected content of the present invention, which is not detailed here.

[0048] A fifth location P 7 corresponding to the actual release speed V on the third service brake intervention curve is acquired. In the third service brake intervention curve, the fourth location P 7 corresponding to the actual release speed V can be found out with the horizontal and vertical coordinates in the graph.

[0049] The smaller one of the fourth location P 6 and the fifth location P 7 is determined as a base location P sbi2 .

[0050] A fifth location P sbi1 corresponding to the actual release speed V on the second service brake intervention curve is acquired.

[0051] When a difference between the fifth location P sbi2 and the train's maximum safe front end is less than a difference resulting from subtracting the train's estimated front end from the base location P sbi1 , the fifth location P sbi2 is determined as the actual supervisory location P;

[0052] Or when a difference between the fifth location P sbi2 and the train's maximum safe front end is greater than or equal to a difference resulting from subtracting the train's estimated front end from the base location P sbi1 , the base location P sbi1 is determined as the actual supervisory location P.

[0053] Fig. 3 is a schematic structural diagram of a system for determining release speed and supervisory location of a train control on-board device provided by an embodiment of the present invention. An embodiment of the present invention further provides a system for determining release speed and supervisory location of a train control on-board device, and as shown in Fig. 3, the system includes: An acquisition module 201, configured to acquire an original release speed V r between a trip location and a supervision location; The acquisition module 201, further configured to acquire an original supervisory location P 1 corresponding to the beginning of the original release speed V r ; The acquisition module 201, further configured to acquire, in a speed limit list, a minimum speed limit V ri in a first list between the original supervisory location P 1 and the trip location; A determination module 202, configured to determine an actual release speed V and an actual supervisory location P based on the original release speed V r and the minimum speed limit in the first list V ri .

[0054] It should be noted here that, the above acquisition module 201 and determination module 202 correspond to steps S101 to S104 in the embodiment of the method for determining release speed and supervisory location of a train control on-board device. The realized examples and application scenarios of the above modules are the same as those of the corresponding steps, but are not limited to the disclosure of the above embodiments.

[0055] The above technical solution in the embodiment of the present application bring about at least the following technical effects or advantages: With the train's release speed and the supervisory location at the beginning of the release speed being calculated through this method, it is guaranteed that the train won't cross the supervisory location while approaching the end of movement authority, achieving a more convenient and accurate parking.

[0056] An embodiment of the present invention further provides a computer-readable storage medium having stored thereon programs or instructions which, when running on a computer, cause the computer to perform the method for determining release speed and supervisory location of a train control on-board device as described in the above method embodiment.

[0057] As shown in Fig. 4, an embodiment of the present invention further provides an electronic device 300 including: a processor 301 coupled with a memory 302,

[0058] The processor 301 is configured to read and execute computer programs stored in the memory, so as to implement the method for determining release speed and supervisory location of a train control on-board device as described in the above method embodiment.

[0059] Although the present invention has been illustrated in detail with reference to the foregoing embodiments, it should be understood by those skilled in the art that: it is still possible to make modifications to the technical solutions recited in the foregoing various embodiments, or make substitutions to some of the technical features with equivalents; however, such modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of various embodiments of the present invention.

Claims

1. A method for determining release speed and supervisory location of a train control on-board device, comprising: acquiring an original release speed between a trip location and a supervision location; acquiring an original supervisory location corresponding to the beginning of the original release speed; acquiring, in a speed limit list, a minimum speed limit in a first list between the original supervisory location and the trip location; determining an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list.

2. The method according to claim 1, wherein the trip location is a sum of an end of movement authority and a distance measurement error.

3. The method according to claim 1, wherein the acquiring an original release speed between a trip location and a supervision location comprises: constructing an emergency brake intervention curve and an emergency brake deceleration curve between the trip location and the supervision location; acquiring a first speed corresponding to the trip location on the emergency brake intervention curve; determining, based on the first speed, a moving distance within a traction cut-off delay and a braking delay; determining a first location based on the trip location and the moving distance; determining a second speed corresponding to the first location on the emergency brake deceleration curve; determining, when a deviation between the first speed and the second speed is less than a speed deviation threshold, the first speed as the original release speed; or, determining, when a deviation between the first speed and the second speed is greater than or equal to a speed deviation threshold, the second speed as the original release speed.

4. The method according to claim 1, wherein the determining an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list comprises: determining, when the original release speed is less than the minimum speed limit in the first list, the original release speed as the actual release speed and the original supervisory location as the actual supervisory location; or, determining, when the original release speed is greater than or equal to the minimum speed limit in the first list, the minimum speed limit in the first list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the first list.

5. The method according to claim 4, wherein the acquiring an original supervisory location corresponding to the beginning of the original release speed comprises: constructing a first service brake intervention curve between a train's maximum safe front end and the supervision location; acquiring a second location corresponding to the original release speed on the first service brake intervention curve; constructing a second service brake intervention curve between a train's estimated front end and the end of movement authority; acquiring a third location corresponding to the original release speed on the second service brake intervention curve; determining, when a deviation between the second location and the train's maximum safe front end is smaller than a deviation between the third location and the train's estimated front end, the second location as the original supervisory location; or, determining, when a deviation between the second location and the train's maximum safe front end is greater than or equal to a deviation between the third location and the train's estimated front end, the third location as the original supervisory location.

6. The method according to claim 5, wherein the determining, when the original release speed is less than the minimum speed limit in the first list, the original release speed as the actual release speed and the original supervisory location as the actual supervisory location, comprises: acquiring, in the speed limit list, a minimum speed limit in a second list between the third location and the trip location and a list location corresponding to the beginning of the minimum speed limit in the second list; determining, when the original release speed is less than the minimum speed limit in the second list, the original release speed as the actual release speed and a location corresponding to the original release speed as the actual supervisory location.

7. The method according to claim 5 or 6, wherein the determining, when the original release speed is greater than or equal to the minimum speed limit in the first list, the minimum speed limit in the first list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the first list, comprises: acquiring, in the speed limit list, a minimum speed limit in a second list between the third location and the trip location and a list location corresponding to the beginning of the minimum speed limit in the second list; determining, when the original release speed is greater than or equal to the minimum speed limit in the second list, the minimum speed limit in the second list as the actual release speed, and determining the actual supervisory location based on the minimum speed limit in the second list.

8. The method according to claim 7, wherein the determining the actual supervisory location based on the minimum speed limit in the second list comprises: acquiring a fourth location corresponding to the actual release speed on the first service brake intervention curve, constructing a third service brake intervention curve between the train's maximum safe front end and the list location; acquiring a fifth location corresponding to the actual release speed on the third service brake intervention curve; determining the smaller one of the fourth location and the fifth location as a base location; acquiring a fifth location corresponding to the actual release speed on the second service brake intervention curve; determining, when a difference between the fifth location and the train's maximum safe front end is less than a difference resulting from subtracting the train's estimated front end from the base location, the fifth location as the actual supervisory location; or, determining, when a difference between the fifth location and the train's maximum safe front end is greater than or equal to a difference resulting from subtracting the train's estimated front end from the base location, the base location as the actual supervisory location.

9. The method according to claim 8, wherein the constructing a third service brake intervention curve between the train's maximum safe front end and the list location comprises: constructing, based on a gradient, adhesion and braking type of track, the third service brake intervention curve with the train's maximum safe front end as the starting point, the list location as the ending point and the minimum speed limit in the second list as the target speed.

10. A system for determining release speed and supervisory location of a train control on-board device, comprising: an acquisition module configured to acquire an original release speed between a trip location and a supervision location; the acquisition module is further configured to acquire an original supervisory location corresponding to the beginning of the original release speed; the acquisition module is further configured to acquire, in a speed limit list, a minimum speed limit in a first list between the original supervisory location and the trip location; a determination module configured to determine an actual release speed and an actual supervisory location based on the original release speed and the minimum speed limit in the first list.

11. A computer-readable storage medium having stored thereon programs or instructions which, when executed on a computer, cause the computer to perform the method for determining release speed and supervisory location of a train control on-board device according to any of claims 1 to 9.

12. An electronic device, comprising: a processor coupled with a memory, the processor is configured to read and execute computer programs stored in the memory, to implement the method for determining release speed and supervisory location of a train control on-board device according to any of claims 1 to 9.

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