Train control method, on-board controller, train and storage medium

Abstract

A train control method, an on-board controller, a train and a storage medium. The train control method comprises: acquiring first environment data of a train; when the first environment data satisfies a traction force limit condition, determining a target limit ratio on the basis of the first environment data; and limiting the target traction force of the train on the basis of the target limit ratio. According to the method, when the first environment data satisfies the traction force limit condition, the target limit ratio is determined on the basis of the first environment data, and then traction force limiting is conducted, thereby effectively reducing noise generated during the running of a train.

Description

Train control method, on-board controller, train and storage medium

[0001] This application claims priority to the Chinese patent application filed with the China Patent Office on August 7, 2023, with application number 202310981964.8 and application name “Train Control Method, On-board Controller, Train and Storage Medium”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present application relates to the field of rail transit technology, and in particular to a train control method, an on-board controller, a train, and a storage medium. Background Art

[0003] Rail transit refers to a type of transportation vehicle or transport system in which vehicles travel on specific tracks. With the diversification of train and railway technology, rail transit has become increasingly diverse, encompassing not only long-distance land transportation but also short- and medium-distance urban public transportation. Common rail transit types include traditional railways (conventional, intercity, and urban), subways, light rail, and trams. In addition, there are newer rail transit options such as magnetic levitation systems, monorail systems, and SkyTrain buses.

[0004] When a train is running, due to different environmental factors such as the friction between the train and the track, ambient humidity and ambient wind speed, the train will generate a lot of noise during the running process, which will have an adverse impact on the living environment of surrounding residents. It is urgent to provide a train control method to reduce the noise during the train running.

[0005] Summary of the Invention

[0006] The embodiments of the present application provide a train control method, an on-board controller, a train, and a storage medium to solve the problem of large noise generated during train travel, which affects people's normal life.

[0007] A train control method, comprising:

[0008] Acquiring first environmental data of the train;

[0009] When the first environmental data satisfies a traction limitation condition, determining a target limitation ratio according to the first environmental data;

[0010] The target tractive force of the train is limited based on the target limit ratio.

[0011] Preferably, after acquiring the first environmental data of the train, the train control method further includes:

[0012] When the first environmental data does not meet the traction force restriction condition, the train operation is controlled according to the target traction force of the train.

[0013] Preferably, the first environmental data includes the current system time and the current train position;

[0014] The traction force limitation condition is that the current system time is within a preset rest time period and the current train position is within a residential area.

[0015] Preferably, the first environmental data also includes current environmental humidity;

[0016] The traction force limitation condition is that the current system time is within a preset rest time period, the current train position is in a residential area, and the current ambient humidity is greater than a preset humidity threshold.

[0017] Preferably, when the first environmental data satisfies the traction limit condition, determining the target limit ratio according to the first environmental data includes:

[0018] When the first environmental data meets the traction force limitation condition, obtaining second environmental data of the train;

[0019] A target limit ratio is determined according to the first environmental data and the second environmental data.

[0020] Preferably, determining a target limit ratio according to the first environmental data and the second environmental data includes:

[0021] determining, according to the first environmental data, a first restriction ratio corresponding to the first environmental data;

[0022] A target limit ratio is determined according to the second environment data and the first limit ratio.

[0023] Preferably, the first environmental data includes the current system time and the current train position;

[0024] The determining, based on the first environmental data, a first restriction ratio corresponding to the first environmental data includes:

[0025] Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio;

[0026] Determining a position restriction ratio corresponding to the current train position according to a mapping relationship between a measured distance between the current train position and a residential area and a distance restriction ratio;

[0027] A first restriction ratio is determined according to the time restriction ratio and the position restriction ratio.

[0028] Preferably, the first environmental data includes current system time, current train position and current environmental humidity;

[0029] The determining, based on the first environmental data, a first restriction ratio corresponding to the first environmental data includes:

[0030] Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio;

[0031] Determining a position restriction ratio corresponding to the current train position according to a mapping relationship between a measured distance between the current train position and a residential area and a distance restriction ratio;

[0032] Determining the humidity limit ratio corresponding to the current ambient humidity according to the mapping relationship between the current ambient humidity and the humidity limit ratio;

[0033] A first limit ratio is determined according to the time limit ratio, the position limit ratio, and the humidity limit ratio.

[0034] Preferably, determining the target limit ratio according to the second environmental data and the first limit ratio includes:

[0035] determining a target correction coefficient according to the second environmental data;

[0036] The first restriction ratio is corrected using the target correction coefficient to determine a target restriction ratio.

[0037] Preferably, determining the target limit ratio according to the second environmental data and the first limit ratio includes:

[0038] determining, according to the second environmental data, a second restriction ratio corresponding to the second environmental data;

[0039] A target restriction ratio is determined according to the second restriction ratio and the first restriction ratio.

[0040] Preferably, the second environmental data includes measured sound loudness;

[0041] The determining, based on the second environmental data, a second restriction ratio corresponding to the second environmental data includes:

[0042] A loudness limit ratio corresponding to the measured sound loudness is determined according to a mapping relationship between the measured sound loudness and the loudness limit ratio, and the loudness limit ratio is determined as a second limit ratio corresponding to the second environment data.

[0043] Preferably, the second environmental data includes measured sound frequencies;

[0044] The determining, based on the second environmental data, a second restriction ratio corresponding to the second environmental data includes:

[0045] According to the mapping relationship between the measured sound frequency and the frequency limit ratio, the frequency limit ratio corresponding to the measured sound frequency is determined, and the frequency limit ratio is determined as the second limit ratio corresponding to the second environment data.

[0046] Preferably, the second environmental data includes measured sound loudness and measured sound frequency;

[0047] The determining the second limit ratio according to the second environmental data includes:

[0048] Determining a loudness limit ratio corresponding to the measured sound loudness according to a mapping relationship between the measured sound loudness and the loudness limit ratio;

[0049] Determining the frequency limit ratio corresponding to the measured sound frequency according to the mapping relationship between the measured sound frequency and the frequency limit ratio;

[0050] A second limit ratio corresponding to the second environment data is determined according to the loudness limit ratio and the frequency limit ratio.

[0051] Preferably, after acquiring the second environmental data of the train when the first environmental data satisfies the traction force limitation condition, the train control method further includes:

[0052] Determining whether the second environmental data meets a noise interference condition;

[0053] If the second environmental data satisfies the noise interference condition, determining the target limit ratio according to the first environmental data and the second environmental data;

[0054] If the second environmental data does not meet the noise interference condition, the step of determining the target limit ratio based on the first environmental data is performed.

[0055] Preferably, the second environmental data includes measured sound loudness and / or measured sound frequency;

[0056] The noise interference condition is that the measured sound loudness is greater than a preset loudness threshold, and / or the measured sound frequency is less than a preset frequency threshold.

[0057] Preferably, the first environmental data is environmental data collected during the train's travel, and / or the second environmental data is environmental data collected during the train's travel.

[0058] A vehicle-mounted controller includes a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor. When the processor executes the computer-readable instructions, the train control method is implemented.

[0059] A train includes an onboard controller.

[0060] A computer-readable storage medium stores computer-readable instructions, which implement the above-mentioned train control method when executed by a processor.

[0061] The above-mentioned train control method, device, on-board controller and storage medium determine that there is a traction limitation demand when the first environmental data meets the traction limitation condition. Only then is it necessary to determine the corresponding target limitation ratio based on the first environmental data, and use the target limitation ratio to limit the target traction of the train, which can effectively reduce the impact of the noise generated during the train's travel on people's normal life. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments of the present application. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0063] FIG1 is a flow chart of a train control method according to an embodiment of the present application;

[0064] FIG2 is a flow chart of step S102 in FIG1 ;

[0065] FIG3 is a flow chart of step S202 in FIG2 ;

[0066] FIG4 is a flow chart of step S301 in FIG3 ;

[0067] FIG5 is another flow chart of step S301 in FIG3 ;

[0068] FIG6 is a flow chart of step S302 in FIG3 ;

[0069] FIG7 is a flow chart of step S302 in FIG3 ;

[0070] FIG8 is a flow chart of step S701 in FIG7 ;

[0071] FIG9 is a flow chart after step S301 in FIG3 ;

[0072] FIG10 is a schematic diagram of a time limit ratio mapping table according to an embodiment of the present application;

[0073] FIG. 11 is a schematic diagram of a humidity limit ratio mapping table according to an embodiment of the present application. DETAILED DESCRIPTION

[0074] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are part of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0075] The train control method provided in the embodiment of the present application can be applied to trains in a rail transit system, specifically to an on-board controller loaded on the train. The on-board controller can be a controller dedicated to performing train control operations, or a controller integrated with other functions.

[0076] In one embodiment, as shown in FIG1 , a train control method is provided. The method is described using an onboard controller loaded on a train as an example, and includes the following steps:

[0077] S101: Acquire first environmental data of the train;

[0078] S102: When the first environmental data satisfies the traction force limitation condition, determining a target limitation ratio according to the first environmental data;

[0079] S103: Limiting the target traction force of the train based on the target limit ratio.

[0080] The first environmental data refers to real-time data reflecting the train's environment, which is environmental data that matches the traction constraint. This first environmental data includes, but is not limited to, data such as the current system time, current train position, current ambient humidity, and current ambient wind speed that may affect the normal lives of people in the area where the train passes.

[0081] The traction force restriction condition refers to a pre-set condition used to assess whether traction force restriction is necessary. Generally speaking, this traction force restriction condition is determined based on whether the train's passage will significantly impact people's daily lives. The target restriction ratio is a restriction ratio determined based on environmental data. This is the ratio that ultimately controls the train's traction force restriction. The restriction ratio can be understood as the ratio that limits the target traction force for normal train operation, and its value range is (0, 1).

[0082] The target traction force is the traction force required to control the normal operation of the train, which can be understood as the traction force required to control the normal operation of the train without considering environmental data.

[0083] As an example, in step S101, the onboard controller may, through sensors or other hardware devices installed on the train, obtain first environmental data of the train that matches the traction force restriction conditions pre-set by the system, so as to assess the impact of the train's passage on people's lives based on this first environmental data. For example, when the humidity of the traction force restriction environment reaches a preset threshold, the first environmental data, namely, the current humidity of the train environment, may be obtained.

[0084] As an example, in step S102, after obtaining the first environmental data, the on-board controller compares the first environmental data with the pre-set traction limit condition; when the first environmental data meets the traction limit condition, it is determined that the passing of the train will have a significant impact on people's normal life. For example, the noise generated by the passing of the train will have a significant impact on people's normal rest. At this time, the first environmental data needs to be analyzed and processed to determine the corresponding target limit ratio.

[0085] As an example, in step S103, after determining the target limit ratio based on the first environmental data, the onboard controller may limit the target tractive force during train operation based on the target limit ratio. For example, if the target tractive force during normal train operation is F1 and the target limit ratio is Km, the target tractive force F1 may be limited by the target limit ratio Km. The product of the two may be determined as the new target tractive force F1' = F1 * Km. Train operation is then controlled based on the new target tractive force F1' to reduce train speed, thereby reducing noise generated during train operation and preventing disruption to people's daily lives.

[0086] In this embodiment, when the first environmental data meets the traction limitation conditions, it is determined that there is a traction limitation demand. Only then is it necessary to determine the corresponding target limitation ratio based on the first environmental data. The target limitation ratio is used to limit the target traction of the train, which can effectively reduce the impact of the noise generated during the train's travel on people's normal lives.

[0087] In one embodiment, after obtaining the first environmental data of the train, the train control method further includes:

[0088] When the first environmental data satisfies or does not satisfy the traction force restriction condition, the train operation is controlled according to the target traction force of the train.

[0089] As an example, when the first environmental data does not meet the traction limitation conditions, it is determined that the noise generated by the train's running has little impact on people's normal lives. At this time, there is no need to limit the traction. The train can be controlled according to the target traction to control normal running of the train to meet the travel needs of passengers and reduce the travel time of passengers.

[0090] In one embodiment, the first environmental data includes the current system time and the current train position;

[0091] The traction force limitation conditions are that the current system time is within the preset rest period and the current train position is within a residential area.

[0092] The current system time refers to the system time at the current moment. The preset rest time period refers to a preset time period for evaluating whether people should take a rest, for example, it can be set to 8:00-20:00.

[0093] The current train location refers to the current location of the train, which can be determined by positioning using an onboard positioning system (such as a GPS positioning system or a BeiDou positioning system) installed on the train. A residential area refers to an area where people live as determined by an electronic map.

[0094] As an example, after obtaining the two first environmental data, the current system time and the current train position, the on-board controller determines whether the current system time is within the preset rest time period and whether the current train position is within the residential area. If the current system time is within the preset rest time period and the current train position is within the residential area, it is determined that the train passes through the residential area within the preset rest time period, and the noise generated by the train may have a great impact on people's normal rest. Therefore, it is determined that the traction limitation conditions are met, and the traction of the train needs to be limited to reduce the noise generated during the train's travel, thereby ensuring people's normal rest.

[0095] In this example, the current system time is used to assess whether traction force restrictions are met. Traction force restrictions are implemented when noise disrupts people's rest, reducing noise levels during travel. This maximizes passenger travel needs while ensuring noise levels do not disrupt rest, minimizing travel time. The current train's position is also used to assess whether traction force restrictions are met. Traction force restrictions are implemented when the train passes through residential areas, reducing noise levels during travel. Traction force restrictions are not implemented when the train is not passing through residential areas, ensuring train speeds and saving travel time.

[0096] In one embodiment, the first environmental data further includes current environmental humidity;

[0097] The traction force limitation conditions are that the current system time is within the preset rest period, the current train position is in a residential area, and the current ambient humidity is greater than the preset humidity threshold.

[0098] The current ambient humidity refers to the humidity of the environment in which the train is located detected at the current moment. The preset humidity threshold is a pre-set humidity threshold used to assess whether traction force limitation is required.

[0099] As an example, after obtaining the three first environmental data of current system time, current train position and current ambient humidity, the on-board controller determines whether the current system time is within the preset rest time period, determines whether the current train position is within a residential area, and determines whether the current ambient humidity is greater than the preset humidity threshold; when the current system time is within the preset rest time period, the current train position is within a residential area, and the current ambient humidity is greater than the preset humidity threshold, it is determined that the train passes through the residential area within the preset rest time period, and the noise generated by the train may have a greater impact on people's normal rest, and the current ambient humidity is large, the friction coefficient between the wheels and the rails is large, and the train may generate greater noise. Therefore, it is determined that the traction limitation conditions are met, and the train needs to be subject to traction limitation to reduce the noise generated during the train's travel, thereby ensuring people's normal rest.

[0100] In this example, the current system time is used to assess whether traction force restrictions are met. Traction force restrictions are implemented when noise disrupts people's rest, reducing noise levels during travel. This minimizes travel time by maximizing passenger satisfaction while ensuring noise levels do not disrupt rest. The current train's position is used to assess whether traction force restrictions are met. Traction force restrictions are implemented when the train passes through residential areas, reducing noise levels during travel. Traction force restrictions are not implemented when the train does not pass through residential areas, maintaining train speeds and saving travel time. The noise levels during travel are determined based on the current ambient humidity. Traction force restrictions are implemented when noise levels are determined to be high, reducing noise levels during travel and ensuring people's rest.

[0101] In one embodiment, as shown in FIG2 , step S102 , i.e., when the first environmental data satisfies the traction force limitation condition, determining a target limitation ratio based on the first environmental data, includes:

[0102] S201: When the first environmental data meets the traction force limitation condition, obtaining second environmental data of the train;

[0103] S202: Determine a target limit ratio according to the first environment data and the second environment data.

[0104] The second environmental data is environmental data collected after it is determined that the indexing force restriction condition is met. The second environmental data is data different from the first environmental data, and specifically can be measured sound data used to reflect the environmental noise situation.

[0105] As an example, in step S201, after obtaining the first environmental data, the on-board controller compares the first environmental data with the pre-set traction limitation condition; when the first environmental data meets the traction limitation condition, it is determined that the passing of the train will have a significant impact on people's normal life. For example, the noise generated by the passing of the train will have a significant impact on people's normal rest. At this time, it is necessary to obtain the second environmental data of the train through sensing equipment or other hardware equipment loaded on the train.

[0106] As an example, in step S202, after obtaining the first environmental data and the second environmental data, the onboard controller may analyze and process the first environmental data and the second environmental data to determine a target limit ratio that matches the first environmental data and the second environmental data, so as to subsequently limit the traction force of the train operation based on the target limit ratio. For example, when the target traction force of the train is F1 during normal operation, and the target limit ratio is Km, the target traction force F1 may be limited by the target limit ratio Km, and the product of the two may be determined as a new target traction force F1'=F1*Km. The train operation is controlled based on the new target traction force F1' to reduce the train speed, thereby reducing the noise generated during the train operation and avoiding affecting people's normal life.

[0107] In this embodiment, the second environmental data of the train needs to be obtained only when the first environmental data meets the traction limit condition, which can reduce the amount of calculation for obtaining environmental data and save computing resources; based on the first environmental data and the second environmental data, the corresponding target limit ratio is determined, so that the determined target limit ratio not only meets the traction limit requirement corresponding to the first environmental data, but also meets the traction limit requirement corresponding to the second environmental data, so as to ensure that the traction force of the train is limited based on the target limit ratio, which can effectively reduce the impact of the noise generated during the train's travel on people's normal life.

[0108] In one embodiment, as shown in FIG3 , step S202 , i.e., determining a target limit ratio based on the first environment data and the second environment data, includes:

[0109] S301: Determine a first limit ratio according to first environmental data;

[0110] S302: Determine a target limit ratio according to the second environment data and the first limit ratio.

[0111] The first restriction ratio refers to a restriction ratio determined according to the first environment data.

[0112] As an example, in step S301, the on-board controller obtains data including but not limited to the current system time, the current train position, the current ambient humidity, the current ambient wind speed, etc., which may affect the normal life of people in the area where the train passes. When it is necessary to determine the corresponding first restriction ratio based on the first environmental data, the pre-set mapping table or mapping curve representing the mapping relationship can be queried separately based on at least two first environmental data to determine the restriction ratio corresponding to each first environmental data; then, the restriction ratios corresponding to the at least two first environmental data are comprehensively analyzed, including but not limited to weighted processing and minimum processing, so that the obtained first restriction ratio can meet the traction restriction requirements required by the at least two first environmental data.

[0113] As an example, in step S302, after acquiring the second environmental data and the first limit ratio, the onboard controller may determine a correction coefficient within a range of 0-1 based on the second environmental data. For example, the correction coefficient may be quickly determined based on the second environmental data and a pre-set noise-correction coefficient mapping relationship. The correction coefficient is then used to correct the first limit ratio to obtain a corrected target limit ratio. The target limit ratio may be the product of the first limit ratio and the correction coefficient. This allows the first limit ratio to be corrected using the second environmental data, such that the corrected target limit ratio is correlated not only with the first environmental data but also with the second environmental data, thereby meeting traction limitation requirements in different situations. Alternatively, the onboard controller may analyze the collected second environmental data to determine whether the second environmental data represents noise. If so, the controller may determine a second limit ratio corresponding to the second environmental data. The onboard controller then performs a comprehensive analysis of the second limit ratio and the first limit ratio, determining the smaller of the two values ​​or a weighted result as the target limit ratio. This ensures that the target limit ratio is correlated not only with the first environmental data but also with the second environmental data, thereby meeting traction limitation requirements in different situations.

[0114] In this embodiment, a first restriction ratio is first determined based on the first environmental data, so that the determined first restriction ratio matches the current environment of the train and meets its required traction limitation requirements; then, based on the second environmental data and the first restriction ratio, a comprehensive analysis is performed to determine its corresponding target restriction ratio, so that the target restriction ratio is not only related to the first environmental data, but also to the second environmental data, and can meet the traction limitation requirements in different situations; limiting the traction force of the train based on the target restriction ratio can effectively reduce the train's running speed, thereby reducing the noise generated during the train's running, and avoiding affecting people's normal life.

[0115] In one embodiment, the first environmental data includes the current system time and the current train position;

[0116] As shown in FIG4 , step S301, i.e. determining a first limit ratio according to first environmental data, includes:

[0117] S401: Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio;

[0118] S402: Determine the position limit ratio corresponding to the current train position based on a mapping relationship between the actual measured distance between the current train position and the residential area and the distance limit ratio;

[0119] S403: Determine a first restriction ratio according to the time restriction ratio and the location restriction ratio.

[0120] The time limit ratio mapping relationship is a preset mapping relationship used to reflect the mapping relationship between the system time and the limit ratio.

[0121] As an example, in step S401, after obtaining the current system time, the onboard controller may utilize a mapping relationship between the current system time and a pre-set time limit ratio. Specifically, the controller may query a mapping table or a mapping curve representing a time limit ratio mapping relationship based on the current system time to determine the limit ratio corresponding to the current system time, thereby determining the time limit ratio corresponding to the current system time. For example, when the current system time is 21:00, querying the time limit ratio mapping table shown in FIG. 10 may determine that the corresponding time limit ratio is 50%, thereby achieving the purpose of limiting traction during the preset rest period.

[0122] The distance restriction ratio mapping relationship is a pre-set mapping relationship used to reflect the mapping relationship between different distances and restriction ratios.

[0123] As an example, in step S402, after obtaining the current train position, the onboard controller may calculate in real time the measured distance between the current train position and the residential area. This measured distance may be the distance between the current train position and the outer perimeter of the residential area near the train side, which can be understood as the minimum distance between the current train position and the residential area. The onboard controller may then determine the restriction ratio corresponding to the measured distance based on the measured distance and a pre-set distance restriction ratio mapping relationship, specifically by querying a mapping table or mapping curve representing the distance restriction ratio mapping relationship based on the measured distance, and determine this as the position restriction ratio corresponding to the current train position. Generally speaking, the smaller the measured distance, the greater the impact of the passing train on the normal rest of residents in the residential area. Therefore, the corresponding position restriction ratio is smaller, thereby minimizing the impact of the noise generated by the passing train on the normal lives of residents in the residential area.

[0124] As an example, in step S403, after determining the time limit ratio and the position limit ratio, the onboard controller may perform a comprehensive analysis of the time limit ratio and the position limit ratio to determine a first limit ratio. For example, the time limit ratio and the position limit ratio may be weighted and the weighted result determined as the first limit ratio. Alternatively, the time limit ratio and the position limit ratio may be compared and the smaller value determined as the first limit ratio. This first limit ratio can simultaneously meet the traction force limitation requirements of the current system time and the current train position, thereby reducing the impact of noise generated by the train traction force limitation on residents' rest in residential areas.

[0125] In this embodiment, a table is looked up according to the current system time and the current train position respectively, and the time limit ratio and the position limit ratio are quickly determined. A comprehensive analysis is performed on the time limit ratio and the position limit ratio to determine a first limit ratio so that it can simultaneously meet the traction limit requirements required by the current system time and the current train position, thereby reducing the impact of the noise generated after the train traction limit is limited on the rest of people in residential areas.

[0126] In one embodiment, as shown in FIG5 , step S301, i.e., determining a first limit ratio according to first environmental data, includes:

[0127] S501: Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio;

[0128] S502: Determine the position limit ratio corresponding to the current train position based on a mapping relationship between the measured distance between the current train position and the residential area and the distance limit ratio;

[0129] S503: Determine the humidity limit ratio corresponding to the current ambient humidity according to the mapping relationship between the current ambient humidity and the humidity limit ratio;

[0130] S504: Determine a first restriction ratio according to the time restriction ratio, the position restriction ratio, and the humidity restriction ratio.

[0131] Among them, step S501 is the same as step S401, and step S502 is the same as step S402. To avoid repetition, they are not described here one by one.

[0132] The humidity limit ratio mapping is a pre-set mapping relationship that reflects the relationship between different ambient humidity levels and limit ratios. Generally speaking, higher ambient humidity increases the friction coefficient between the wheels and the track, and the noise generated by the train increases. To reduce the noise impact, the limit ratio is set to a smaller value.

[0133] As an example, in step S503, after obtaining the current ambient humidity, the onboard controller may utilize the current ambient humidity and a pre-set humidity limit ratio mapping relationship. Specifically, the controller may query a mapping table and a mapping curve representing the humidity limit ratio mapping relationship based on the current ambient humidity to determine the limit ratio corresponding to the current ambient humidity, thereby determining the humidity limit ratio corresponding to the current ambient humidity. For example, when the current ambient humidity is 15%, querying the humidity limit ratio mapping table shown in FIG. 11 may determine that the corresponding humidity limit ratio is 90%, thereby achieving the purpose of limiting traction based on the current ambient humidity.

[0134] As an example, in step S504, after determining the time limit ratio, the position limit ratio, and the humidity limit ratio, the onboard controller may perform a comprehensive analysis of the time limit ratio, the position limit ratio, and the humidity limit ratio to determine a first limit ratio. For example, the time limit ratio, the position limit ratio, and the humidity limit ratio may be weighted, and the weighted result may be determined as the first limit ratio; or the time limit ratio, the position limit ratio, and the humidity limit ratio may be compared, and the minimum value of the three may be determined as the first limit ratio. This first limit ratio can simultaneously meet the traction force limitation requirements required by the current system time, the current train position, and the current ambient humidity, thereby reducing the impact of noise generated by the train traction force limitation on residents' rest in residential areas.

[0135] In this embodiment, a table is looked up according to the current system time, the current train position and the current ambient humidity respectively to quickly determine the time limit ratio, the position limit ratio and the humidity limit ratio; then a comprehensive analysis is performed on the time limit ratio, the position limit ratio and the humidity limit ratio to determine a first limit ratio so that it can simultaneously meet the traction limit requirements required by the current system time, the current train position and the current ambient humidity, so as to reduce the impact of the noise generated after the train traction limit is limited on the rest of people in the residential area.

[0136] In one embodiment, as shown in FIG6 , step S302 , i.e., determining a target limit ratio based on the second environment data and the first limit ratio, includes:

[0137] S601: Determine a target correction coefficient based on the second environmental data;

[0138] S602: Correct the first limit ratio using the target correction coefficient to determine the target limit ratio.

[0139] As an example, in step S601, after obtaining the second environmental data, the onboard controller may query a pre-set mapping table or mapping function based on the second environmental data to determine a target correction coefficient corresponding to the second environmental data. The target correction coefficient here can be understood as a correction coefficient that matches the second environmental data in the pre-set mapping table or mapping function.

[0140] As an example, in step S601, after obtaining the target correction coefficient, the onboard controller may use the target correction coefficient to correct the first restriction ratio determined by the first environmental data to determine a corrected target restriction ratio. In this example, the target restriction ratio may be determined as the product of the target correction coefficient and the first restriction ratio.

[0141] In this embodiment, the corresponding target correction coefficient is first determined based on the second environmental data, and then the first limit ratio is corrected by the target correction coefficient to determine the target limit ratio, so as to achieve the purpose of using the second environmental data to correct the first limit ratio determined by the first environmental data, so that it can meet the traction limit requirements corresponding to the first environmental data and the second environmental data, so as to reduce the impact of the noise generated after the train traction force is limited on the rest of people in residential areas.

[0142] In one embodiment, as shown in FIG7 , step S302, i.e., determining a target limit ratio based on the second environment data and the first limit ratio, includes:

[0143] S701: Determine a second limit ratio corresponding to the second environment data according to the second environment data;

[0144] S702: Determine a target restriction ratio according to the second restriction ratio and the first restriction ratio.

[0145] As an example, in step S701, the second environmental data acquired by the on-board controller includes at least one noise feature of measured sound loudness and measured sound frequency. Based on the at least one noise feature, a table can be looked up or a pre-set mapping function can be queried to determine the characteristic restriction ratio corresponding to the at least one noise feature. A comprehensive analysis is performed based on the characteristic restriction ratio corresponding to the at least one noise feature to determine the corresponding second restriction ratio corresponding to the second environmental data, so that the determined second restriction ratio meets the traction restriction requirement corresponding to the at least one noise feature.

[0146] As an example, in step S702, after obtaining the second and first limiting ratios, the onboard controller may perform a comprehensive analysis of the second and first limiting ratios to determine a target limiting ratio. For example, the second and first limiting ratios may be weighted and the weighted result determined as the target limiting ratio. Alternatively, the second and first limiting ratios may be compared and the smaller value determined as the target limiting ratio. This target limiting ratio can be determined to meet traction limiting requirements corresponding to different sound data and environmental data.

[0147] In this embodiment, the corresponding second restriction ratio is first determined based on the second environmental data, and then the second restriction ratio and the first restriction ratio are comprehensively analyzed to determine the target restriction ratio so that it can simultaneously meet the traction restriction requirements required by the second environmental data and the first environmental data, so as to reduce the impact of the noise generated after the train traction restriction on the rest of people in residential areas.

[0148] In one embodiment, the second environmental data includes measured sound loudness;

[0149] Step S701, i.e., determining a second limit ratio corresponding to the second environment data according to the second environment data, includes:

[0150] According to the mapping relationship between the measured sound loudness and the loudness limit ratio, a loudness limit ratio corresponding to the measured sound loudness is determined, and the loudness limit ratio is determined as a second limit ratio corresponding to the second environment data.

[0151] The loudness limit ratio mapping is a pre-set mapping relationship that reflects the relationship between sound loudness and the limit ratio. Generally speaking, when the sound loudness exceeds a preset loudness threshold (e.g., 50dB), the louder the sound, the greater the disruption to people's rest, and the smaller the traction force limit ratio required. This results in a lower train speed after traction force limit, thereby reducing noise generated during train operation and ensuring people's rest.

[0152] As an example, when the acquired second environmental data includes measured sound loudness, the onboard controller may determine the loudness limit ratio corresponding to the measured sound loudness based on a mapping relationship between the measured sound loudness and a preset loudness limit ratio. Specifically, the controller may query a mapping table or mapping curve representing a mapping relationship of loudness limit ratios based on the measured sound loudness to determine the loudness limit ratio corresponding to the measured sound loudness. In this example, if the measured sound loudness is no greater than the preset loudness threshold of 55dB in the noise interference condition, the real-time measured sound loudness can be determined to be low and will not interfere with people's normal rest. In this case, a default limit ratio of 1 can be determined as the loudness limit ratio to prevent the target tractive force for normal train operation. Conversely, when the measured sound loudness is greater than the preset loudness threshold of 55dB in the noise interference condition, the loudness limit ratio mapping relationship can be queried based on the measured sound loudness to determine the loudness limit ratio corresponding to the measured sound loudness. For example, when the measured sound loudness is between 55dB and 65dB, the table can be looked up to determine that its loudness limit ratio is 0.9; when the measured sound loudness is between 65dB and 75dB, the table can be looked up to determine that its loudness limit ratio is 0.8.

[0153] In this example, when the vehicle-mounted controller receives second environmental data that only includes the noise characteristic of measured sound loudness, it can determine the loudness limit ratio determined based on the second environmental data table lookup as the target limit ratio, so that the ultimately determined target limit ratio is related to the measured sound loudness collected in real time, thereby meeting the traction limit requirement corresponding to the measured sound loudness.

[0154] In one embodiment, the second environmental data includes measured sound frequencies;

[0155] Step S701, i.e., determining a second limit ratio corresponding to the second environment data according to the second environment data, includes:

[0156] According to the mapping relationship between the measured sound frequency and the frequency limit ratio, the frequency limit ratio corresponding to the measured sound frequency is determined, and the frequency limit ratio is determined as the second limit ratio corresponding to the second environment data.

[0157] The frequency limit ratio mapping is a pre-set mapping relationship that reflects the relationship between sound frequency and the limit ratio. Generally speaking, when the measured sound frequency is less than a preset frequency threshold (e.g., 500Hz), the lower the sound frequency, the sharper the noise, and the greater the disruption to people's rest, and the smaller the proportion of traction force restriction required. This reduces the train's speed after traction force restriction, thereby reducing noise generated during train operation and ensuring people's rest.

[0158] As an example, when the acquired second environmental data includes a measured sound frequency, the onboard controller may determine the frequency limit ratio corresponding to the measured sound frequency based on the measured sound frequency and a pre-set frequency limit ratio mapping relationship. Specifically, the controller may query a mapping table or a mapping curve representing the frequency limit ratio mapping relationship based on the measured sound frequency to determine the frequency limit ratio corresponding to the measured sound frequency. In this example, if the measured sound frequency is greater than the preset frequency threshold of 500Hz in the noise interference condition, the real-time collected sound frequency may be determined to be low and will not interfere with people's normal rest. In this case, a default limit ratio of 1 may be set as the frequency limit ratio, thereby preventing the train from limiting the target tractive force during normal operation. Conversely, if the measured sound frequency is less than the preset frequency threshold of 55dB in the noise interference condition, the controller may query the frequency limit ratio mapping relationship based on the measured sound frequency to determine the frequency limit ratio corresponding to the measured sound frequency. For example, if the measured sound frequency is between 450Hz and 500Hz, the table may determine that the frequency limit ratio is 0.9; if the measured sound frequency is between 400Hz and 450Hz, the table may determine that the frequency limit ratio is 0.8.

[0159] In this example, when the vehicle-mounted controller receives second environmental data that only includes the noise characteristic of the measured sound frequency, it can determine the frequency limit ratio determined based on the second environmental data table lookup as the target limit ratio, so that the final determined target limit ratio is related to the measured sound frequency collected in real time, thereby meeting the traction limit requirement corresponding to the measured sound frequency.

[0160] In one embodiment, the second environmental data includes measured sound loudness and measured sound frequency;

[0161] As shown in FIG8 , step S701, i.e., determining a second limit ratio corresponding to the second environment data according to the second environment data, includes:

[0162] S801: Determine a loudness limit ratio corresponding to the measured sound loudness according to a mapping relationship between the measured sound loudness and the loudness limit ratio;

[0163] S802: Determine the frequency limit ratio corresponding to the measured sound frequency according to the mapping relationship between the measured sound frequency and the frequency limit ratio;

[0164] S803: Determine a second limit ratio corresponding to the second environment data according to the loudness limit ratio and the frequency limit ratio.

[0165] Among them, step S802 and step S803 are the same as those in the above embodiment, and to avoid repetition, they are described here one by one.

[0166] As an example, in step S803, after obtaining the loudness limit ratio and the frequency limit ratio, the onboard controller may perform a comprehensive analysis of the loudness limit ratio and the frequency limit ratio to determine a second limit ratio. For example, the loudness limit ratio and the frequency limit ratio may be weighted and the weighted result determined as the second limit ratio; or the loudness limit ratio and the frequency limit ratio may be compared and the smaller value determined as the second limit ratio. This second limit ratio can be determined to simultaneously meet the traction force limitation requirements required by the measured sound loudness and the measured sound frequency, thereby reducing the impact of noise generated by the train's traction force limitation on residents' rest in residential areas.

[0167] In this embodiment, the loudness limit ratio and the frequency limit ratio can be quickly determined by looking up the table based on the actual sound loudness and the actual sound frequency. A comprehensive analysis is then performed on the loudness limit ratio and the frequency limit ratio so that the second limit ratio determined by the comprehensive analysis can simultaneously meet the traction limit requirements required by the measured sound loudness and the measured sound frequency, thereby reducing the impact of the noise generated by the train traction limit on people resting in residential areas.

[0168] In one embodiment, as shown in FIG9 , after step S301 , that is, after determining the first limit ratio according to the first environmental data, the train control method further includes:

[0169] S901: Determine whether the second environment data meets the noise interference condition;

[0170] S902: If the second environment data meets the noise interference condition, determine a target limit ratio based on the second environment data and the first limit ratio;

[0171] S903: If the second environment data does not meet the noise interference condition, the first limit ratio is determined as the target limit ratio.

[0172] Among them, the noise interference condition is a pre-set assessment of whether the sound data will interfere with people's lives.

[0173] As an example, in step S901, after determining the first limit ratio, the on-board controller needs to compare the second environmental data with the preset noise interference condition to determine whether the second environmental data will interfere with people's normal life based on the comparison result.

[0174] As an example, in step S902, when the second environmental data meets the noise interference condition, the on-board controller can determine that the second environmental data will interfere with people's normal life. At this time, traction limitation needs to be performed in combination with the second environmental data. Therefore, the target limitation ratio can be determined based on the second environmental data and the first limitation ratio, that is, step S302 is executed.

[0175] As an example, in step S903, when the second environmental data does not meet the noise interference condition, the on-board controller can determine that the second environmental data will not interfere with people's normal life. At this time, there is no need to limit traction in combination with the second environmental data, and the first restriction ratio determined according to the first environmental data can be directly determined as the target restriction ratio.

[0176] In this embodiment, whether the second environmental data satisfies the noise interference condition is determined to determine whether traction force limitation needs to be performed in combination with the second environmental data, so as to ensure that the ultimately determined target limitation ratio meets different traction force limitation requirements.

[0177] In one embodiment, the second environmental data includes measured sound loudness and / or measured sound frequency;

[0178] The noise interference condition is that the measured sound loudness is greater than a preset loudness threshold, and / or the measured sound frequency is less than a preset frequency threshold.

[0179] Among them, the measured sound loudness is the loudness of the sound measured in real time. The preset loudness threshold is a preset threshold for evaluating whether the loudness meets the noise standard. For example, it can be set to 55dB. Among them, the measured sound frequency refers to the frequency of the noise measured in real time. The preset frequency threshold is a preset threshold for evaluating whether the frequency meets the noise standard that is considered to affect people's lives. Generally speaking, sounds with frequencies between 20-500Hz are determined to be low-frequency noise within the range of the human ear, that is, irregular sounds emitted by 20-500 vibrations in 1 second are called low-frequency noise. Low-frequency noise will affect people's normal rest. Therefore, 500Hz can be determined as the preset frequency threshold.

[0180] As an example, the second environmental data obtained by the vehicle controller includes the measured sound loudness, which can be compared with a preset loudness threshold. If the measured sound loudness is greater than the preset loudness threshold, it can be determined that the measured sound loudness collected in real time is large, causing interference with people's normal rest. Therefore, it can be determined that the second environmental data meets the noise interference condition.

[0181] As an example, the second environmental data obtained by the vehicle controller includes the measured sound frequency, and the measured sound loudness can be compared with the preset frequency threshold. If the measured sound frequency is less than the preset frequency threshold, it can be determined that the measured sound frequency collected in real time causes great interference to people's normal rest. Therefore, it can be determined that the measured sound frequency meets the noise interference condition.

[0182] As an example, when the second environmental data obtained by the vehicle controller includes the measured sound loudness and the measured sound frequency, if the measured sound loudness is greater than the preset loudness threshold and the measured sound frequency is less than the preset frequency threshold, it can be determined that the second environmental data collected in real time interferes with people's normal rest. Therefore, it can be determined that the second environmental data meets the noise interference condition.

[0183] In one embodiment, the first environmental data is environmental data collected during the travel of the train, and / or the second environmental data is environmental data collected during the travel of the train.

[0184] As an example, the first environmental data may be environmental data collected during the train's travel, or the second environmental data may be environmental data collected during the train's travel, or both the first environmental data and the second environmental data may be environmental data collected during the train's travel. This can ensure the real-time nature of the first environmental data and / or second environmental data collected during the train's control process, so as to ensure the real-time nature of the subsequent traction force limitation based on the first environmental data and the second environmental data.

[0185] It should be understood that the size of the serial numbers of the steps in the above embodiments does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0186] In one embodiment, a vehicle-mounted controller is provided, including a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor. When the processor executes the computer-readable instructions, the train control method in the above-mentioned embodiment is implemented, such as S101-S103 shown in FIG1 , or as shown in FIG2 to FIG9 . To avoid repetition, they are not described here.

[0187] In one embodiment, a computer-readable storage medium is provided, on which computer-readable instructions are stored. When the computer-readable instructions are executed by a processor, the train control method in the above embodiment is implemented, such as S101-S103 shown in Figure 1, or as shown in Figures 2 to 9. To avoid repetition, they are not repeated here.

[0188] Those skilled in the art will understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing related hardware through computer-readable instructions, and the computer-readable instructions can be stored in a non-volatile computer-readable storage medium. When the computer-readable instructions are executed, they may include the processes of the embodiments of the above-mentioned methods. Among them, any reference to memory, storage, database or other media used in the embodiments provided in this application may include non-volatile and / or volatile memory. Non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM) or flash memory. Volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in many forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDRSDRAM), enhanced SDRAM (ESDRAM), Synchronous Link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and memory bus dynamic RAM (RDRAM), etc.

[0189] Those skilled in the art will clearly understand that for the sake of convenience and brevity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above.

[0190] The above-described embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the various embodiments of the present application, and should all be included in the scope of protection of the present application.

Claims

1. A train control method, wherein: include: Acquire first environment data of the train; When the first environmental data meets the traction limit condition, determining a target limit ratio according to the first environmental data; The target traction force of the train is limited based on the target limit ratio.

2. The train control method according to claim 1, wherein: After acquiring the first environmental data of the train, the train control method further includes: When the first environmental data does not satisfy the traction force limitation condition, the train operation is controlled according to the target traction force of the train.

3. The train control method according to claim 1, wherein: The first environmental data includes the current system time and the current train position; The traction force limitation condition is that the current system time is within a preset rest time period and the current train position is within a residential area.

4. The train control method according to claim 1, wherein: The first environmental data also includes current environmental humidity; The traction force limitation condition is that the current system time is within a preset rest time period, the current train position is within a residential area, and the current ambient humidity is greater than a preset humidity threshold.

5. The train control method according to claim 1, wherein: When the first environmental data satisfies the traction limitation condition, determining the target limitation ratio according to the first environmental data includes: When the first environmental data meets the traction force limitation condition, acquiring second environmental data of the train; A target limit ratio is determined according to the first environmental data and the second environmental data.

6. The train control method according to claim 5, wherein: Determining a target limit ratio according to the first environmental data and the second environmental data includes: Determining a first restriction ratio corresponding to the first environmental data according to the first environmental data; A target limit ratio is determined according to the second environment data and the first limit ratio.

7. The train control method according to claim 6, wherein: The first environmental data includes the current system time and the current train position; The determining, according to the first environmental data, a first restriction ratio corresponding to the first environmental data includes: Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio; Determine the position limit ratio corresponding to the current train position according to the mapping relationship between the actual measured distance between the current train position and the residential area and the distance limit ratio; According to the time limit ratio and the position limit ratio, a first limit ratio is determined.

8. The train control method according to claim 6, wherein: The first environmental data includes current system time, current train position and current environmental humidity; The determining, according to the first environmental data, a first restriction ratio corresponding to the first environmental data includes: Determine the time limit ratio corresponding to the current system time according to the mapping relationship between the current system time and the time limit ratio; Determine the position limit ratio corresponding to the current train position according to the mapping relationship between the actual measured distance between the current train position and the residential area and the distance limit ratio; Determine the humidity limit ratio corresponding to the current ambient humidity according to the mapping relationship between the current ambient humidity and the humidity limit ratio; A first restriction ratio is determined according to the time restriction ratio, the position restriction ratio, and the humidity restriction ratio.

9. The train control method according to claim 6, wherein: The step of determining a target limit ratio according to the second environment data and the first limit ratio includes: determining a target correction coefficient according to the second environmental data; The first restriction ratio is corrected by using the target correction coefficient to determine a target restriction ratio.

10. The train control method according to claim 6, wherein: The step of determining a target limit ratio according to the second environment data and the first limit ratio includes: Determining a second restriction ratio corresponding to the second environmental data according to the second environmental data; A target limit ratio is determined according to the second limit ratio and the first limit ratio.

11. The train control method according to claim 10, wherein: The second environmental data includes measured sound loudness; The determining, according to the second environment data, a second restriction ratio corresponding to the second environment data includes: According to the mapping relationship between the measured sound loudness and the loudness limit ratio, a loudness limit ratio corresponding to the measured sound loudness is determined, and the loudness limit ratio is determined as a second limit ratio corresponding to the second environment data.

12. The train control method according to claim 10, wherein: The second environmental data includes measured sound frequency; The determining, according to the second environment data, a second restriction ratio corresponding to the second environment data includes: According to the mapping relationship between the measured sound frequency and the frequency limit ratio, the frequency limit ratio corresponding to the measured sound frequency is determined, and the frequency limit ratio is determined as the second limit ratio corresponding to the second environment data.

13. The train control method according to claim 10, wherein: The second environmental data includes a measured sound loudness and a measured sound frequency; The determining the second limit ratio according to the second environment data includes: Determining a loudness limit ratio corresponding to the measured sound loudness according to a mapping relationship between the measured sound loudness and the loudness limit ratio; Determining the frequency limit ratio corresponding to the measured sound frequency according to the mapping relationship between the measured sound frequency and the frequency limit ratio; A second limit ratio corresponding to the second environment data is determined according to the loudness limit ratio and the frequency limit ratio.

14. The train control method according to claim 5, wherein: After acquiring the second environmental data of the train when the first environmental data meets the traction force limitation condition, the train control method further includes: Determining whether the second environmental data meets the noise interference condition; If the second environmental data satisfies the noise interference condition, determining the target limit ratio according to the first environmental data and the second environmental data; If the second environmental data does not satisfy the noise interference condition, the step of determining the target limit ratio according to the first environmental data is performed.

15. The train control method according to claim 14, wherein: The second environmental data includes measured sound loudness and / or measured sound frequency; The noise interference condition is that the measured sound loudness is greater than a preset loudness threshold, and / or the measured sound frequency is less than a preset frequency threshold.

16. The train control method according to claim 5, wherein: The first environmental data is environmental data collected during the running of the train, and / or the second environmental data is environmental data collected during the running of the train.

17. A vehicle-mounted controller, comprising a memory, a processor, and computer-readable instructions stored in the memory and executable on the processor, wherein: When the processor executes the computer-readable instructions, the train control method as described in any one of claims 1 to 16 is implemented.

18. A train, wherein Includes the vehicle-mounted controller as described in claim 17.

19. A computer-readable storage medium storing computer-readable instructions, wherein: When the computer-readable instructions are executed by a processor, the train control method as described in any one of claims 1 to 16 is implemented.

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