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

Abstract

The present invention relates to the technical field of rail transit operation control, and provides a method and system for an on-board train control device to confirm a release speed and a monitoring location, a computer-readable storage medium and an electronic device. The method comprises: acquiring an original release speed between a trip location and a supervision location; acquiring an original monitoring location corresponding to the start of the original release speed; acquiring from a speed restriction list the minimum speed restriction in a first list between the original monitoring location and the trip location; and, on the basis of the original release speed and the minimum speed restriction in the first list, determining an actual release speed and an actual monitoring location. The method accurately calculates release speeds of trains and monitoring locations for entering the release speeds, ensures that the trains will not cross supervision locations while stopping near the end of movement authority, and can achieve more convenient and accurate stopping.

Description

Method and system for confirming the opening speed and monitoring position of train control onboard equipment Technical Field

[0001] The present invention relates to the field of rail transit operation control technology, and in particular to a method and system for confirming the opening speed and monitoring position of a train control on-board device, a computer-readable storage medium, and an electronic device. Background Art

[0002] The opening speed is the speed at which a train is allowed to approach the end of its permitted route at a low speed, or to safely approach a dangerous point. Accurately determining the opening speed is crucial to driving safety.

[0003] Summary of the Invention

[0004] In response to the above problems, the present invention proposes a method, system, computer-readable storage medium and electronic device that can accurately calculate the train opening speed and monitoring position.

[0005] In a first aspect, a method for confirming the opening speed and monitoring position of a train control onboard device is provided, the method comprising: obtaining an original opening speed between an over-advance protection position and a monitoring position;

[0006] Obtaining the original monitoring position corresponding to the start of the original opening speed;

[0007] Obtaining the minimum speed limit in the first list between the original monitoring position and the over-advance protection position in the speed limit list;

[0008] Based on the original opening speed and the minimum speed limit in the first list, an actual opening speed and an actual monitoring position are determined.

[0009] Furthermore, the over-advance protection position is the sum of the driving permission end point and the distance measurement error.

[0010] Furthermore, the obtaining of the original opening velocity between the over-advance protection position and the monitoring position includes:

[0011] Constructing an emergency braking intervention curve and an emergency braking deceleration curve between the over-advance protection position and the monitoring position;

[0012] Obtaining a first speed corresponding to the over-advance protection position on the emergency braking intervention curve;

[0013] Determining a travel distance within a traction delay and a braking delay based on the first speed;

[0014] Determining a first position based on the over-advance protection position and the movement distance;

[0015] determining a second speed corresponding to the first position on the emergency braking deceleration curve;

[0016] When the deviation between the first speed and the second speed is less than a speed deviation threshold, the first speed is confirmed as the original opening speed; or

[0017] When the deviation between the first speed and the second speed is greater than or equal to the speed deviation threshold, the second speed is confirmed as the original opening speed.

[0018] Furthermore, determining the actual opening speed and the actual monitoring position based on the original opening speed and the minimum speed limit in the first list includes:

[0019] When the original opening speed is less than the minimum speed limit in the first list, the original opening speed is confirmed as the actual opening speed, and the original monitoring position is confirmed as the actual monitoring position; or

[0020] When the original opening speed is greater than or equal to the minimum speed limit in the first list, the minimum speed limit in the first list is confirmed as the actual opening speed, and the actual monitoring position is determined based on the minimum speed limit in the first list.

[0021] Furthermore, the obtaining of the original monitoring position corresponding to the start of the original opening speed includes:

[0022] constructing a first service brake intervention curve between the maximum safe front end of the train and the supervisory position;

[0023] Obtaining a second position corresponding to the original opening speed on the first common brake intervention curve;

[0024] Constructing a second common braking intervention curve between the estimated front end of the train and the end point of the driving permission;

[0025] obtaining a third position corresponding to the original opening speed on the second common brake intervention curve;

[0026] When the deviation between the second position and the maximum safe front end of the train is less than the deviation between the third position and the estimated front end of the train, confirming the second position as the original monitoring position; or

[0027] When the deviation between the second position and the maximum safe front end of the train is greater than or equal to the deviation between the third position and the estimated front end of the train, the third position is confirmed as the original monitoring position.

[0028] Furthermore, when the original opening speed is less than the minimum speed limit in the first list, confirming the original opening speed as the actual opening speed and confirming the original monitoring position as the actual monitoring position includes:

[0029] Obtaining, in the speed limit list, a minimum speed limit in a second list between the third position and the over-advance protection position and a list position corresponding to a start point of the minimum speed limit in the second list;

[0030] When the original opening speed is less than the minimum speed limit in the second list, the original opening speed is confirmed as the actual opening speed, and the position corresponding to the original opening speed is confirmed as the actual monitoring position.

[0031] Furthermore, when the original opening speed is greater than or equal to the minimum speed limit in the first list, confirming the minimum speed limit in the first list as the actual opening speed, and determining the actual monitoring position based on the minimum speed limit in the first list includes:

[0032] Obtaining, in the speed limit list, a minimum speed limit in a second list between the third position and the over-advance protection position and a list position corresponding to a start point of the minimum speed limit in the second list;

[0033] When the original opening speed is greater than or equal to the minimum speed limit in the second list, the minimum speed limit in the second list is confirmed as the actual opening speed, and the actual monitoring position is determined based on the minimum speed limit in the second list.

[0034] Furthermore, determining the actual monitoring location based on the minimum speed limit in the second list includes:

[0035] obtaining a fourth position of the actual opening speed on the first common brake intervention curve,

[0036] constructing a third service brake intervention curve between the maximum safe front end of the train and the listed position;

[0037] obtaining a fifth position of the actual opening speed on the third common brake intervention curve;

[0038] Determine the smaller of the fourth position and the fifth position as the base position;

[0039] obtaining a fifth position of the actual opening speed on the second common brake intervention curve;

[0040] When the difference between the fifth position and the maximum safe front end of the train is less than the difference between the basic position and the estimated front end of the train, the fifth position is confirmed as the actual monitoring position; or

[0041] When the difference between the fifth position and the maximum safe front end of the train is greater than or equal to the difference between the basic position and the estimated front end of the train, the basic position is confirmed as the actual monitoring position.

[0042] Furthermore, the step of constructing a third common braking intervention curve between the maximum safe front end of the train and the listed position includes:

[0043] Based on the slope, adhesion and braking type of the track, the third common braking intervention curve is constructed with the maximum safe front end of the train as the starting point, the list position as the end point, and the minimum speed limit in the second list as the target speed.

[0044] In a second aspect, a system for confirming the opening speed and monitoring position of a train control vehicle-mounted device is provided, comprising:

[0045] An acquisition module is used to obtain the original opening speed between the over-advance protection position and the supervision position;

[0046] The acquisition module is further used to obtain the original monitoring position corresponding to the start of the original opening speed;

[0047] The acquisition module is further configured to acquire, in the speed limit list, the minimum speed limit in the first list between the original monitoring position and the over-advance protection position;

[0048] A determination module is configured to determine an actual opening speed and an actual monitoring position based on the original opening speed and a minimum speed limit in the first list.

[0049] In a third aspect, a computer-readable storage medium is provided, which stores a program or instruction. When the program or instruction is run on a computer, the computer executes the method for confirming the opening speed and monitoring position of the train control vehicle-mounted equipment as described in any of the above schemes.

[0050] In a fourth aspect, an electronic device is provided, comprising: a processor coupled to a memory,

[0051] The processor is used to read and execute the computer program stored in the memory to implement the method for confirming the opening speed and monitoring position of the train control vehicle-mounted equipment described in any of the above solutions.

[0052] One or more technical solutions provided in this application have at least the following technical effects or advantages:

[0053] This method accurately calculates the train's opening speed and the position where the train enters the opening speed monitoring position, ensuring that the train can stop near the end of the driving permit without crossing the monitoring position, and can achieve more convenient and accurate stopping.

[0054] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0056] FIG1 is a flow chart of a method for confirming the opening speed and monitoring position of a train control on-board device provided by an embodiment of the present invention;

[0057] FIG2 is a schematic diagram of a train and point structure provided in an embodiment of the present invention;

[0058] FIG3 is a schematic structural diagram of a system for confirming the opening speed and monitoring position of a train control vehicle-mounted device provided in an embodiment of the present invention;

[0059] FIG4 is a schematic structural diagram of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0060] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0061] Figure 1 is a flow chart of a method for confirming the opening speed and monitoring position of a train control onboard device provided in an embodiment of the present invention, and Figure 2 is a schematic diagram of a train and point structure provided in an embodiment of the present invention. As shown in Figure 1, the method for confirming the opening speed and monitoring position of a train control onboard device in an embodiment of the present invention, specifically the method for confirming the opening speed and monitoring position of a train control onboard device based on ETCS, includes the following steps:

[0062] Step S101: Obtain the original opening speed V between the trip location and the monitoring location (SvL) r .

[0063] As shown in Figure 2, train 1 travels from left to right, following the arrow. When stopping at Clearance End 1, train 1's actual resting position is often still some distance away from Clearance End 1 due to factors such as speed measurement errors, distance measurement errors, and stopping accuracy. The European Train Control System (ETCS) incorporates an opening speed feature, which allows the train to pass Clearance End 1 at a lower speed (the opening speed) without exceeding Supervisory Position 4. ETCS calculates this opening speed based on Supervisory Position 4 and Clearance End 1.

[0064] Overrun Protection Position 2 is the position of Train 1 on the track when the overrun protection function is activated. The area where Train 1 travels with the overrun protection function activated is called the protection overlap. Supervision Position 4 marks the end of the protection overlap. If there is no danger point in the protection overlap, Supervision Position 4 is the location of the danger point.

[0065] The over-advance protection position 2 is the sum of the End of Movement Authority 1 (EOA) and the ranging error, that is, the over-advance protection position 2 is obtained by adding the EOA to the ranging error.

[0066] Specifically, step S1011: constructing an emergency brake intervention curve (EBI) and an emergency brake deceleration curve (EBD) between the over-advance protection position and the supervision position.

[0067] The track information between the over-advance protection position and the supervisory position is obtained, such as the track's slope, viscosity, and braking type (regenerative braking, eddy current braking, magnetic track braking, etc.); the emergency braking intervention curve and the emergency braking deceleration curve are calculated, taking the over-advance protection position as the starting position and the supervisory position as the ending position, with a speed of 0 km / h at the end. Taking the track information into consideration, the emergency braking intervention curve and the emergency braking deceleration curve are calculated. The establishment of the emergency braking intervention curve and the emergency braking deceleration curve can be done using existing technology. The method for constructing the curve is not the subject of this invention and is not described in detail here.

[0068] Step S1012: Obtain the first speed V corresponding to the over-advance protection position on the emergency braking intervention curve r1 .

[0069] In the above embodiment, the specific over-advance protection position has been obtained, and the corresponding first speed V can be obtained by simply searching in the emergency braking intervention curve. r1 .

[0070] Step S1013: Based on the first speed V r1 , determine the moving distance D1 within the traction delay T1 and the braking delay T2. This process can be expressed by formula (1). D1=(T1+T2)*V r1 (1)

[0071] Step S1014: Based on the trip location and the moving distance D1, determine the first position P2. This process can be expressed by formula (2). P2 = trip location + D1 (2)

[0072] Step S1015: Determine the second speed V corresponding to the first position P2 on the emergency braking deceleration curve r2 Using the emergency braking deceleration curve constructed in step S1011, the second speed V corresponding to the first position P2 is found in the corresponding middle curve. r2 .

[0073] When the first speed V r1 With the second speed V r2 When the deviation is less than the speed deviation threshold, the first speed V r1 Confirmed as the original opening speed Vr; or when the first speed V r1 When the deviation from the second speed is greater than or equal to the speed deviation threshold, the second speed V r2 Confirmed as the original opening velocity Vr.

[0074] In this embodiment, the speed deviation threshold is selected as 1 km / h.

[0075] Step S102: Obtaining the original opening velocity V r The original monitoring position P1 corresponds to the start. When the train starts to move at the original opening speed V r The starting point of the trip is taken as the original monitoring position P1.

[0076] Specifically, step S1021: constructing a first common braking intervention curve (SBI) between the maximum safe front end of the train and the supervision position.

[0077] Obtain track information between the train's maximum safe front end and the supervisory position, such as track slope, viscosity, and braking type (regenerative braking, eddy current braking, magnetic rail braking, etc.); using the train's maximum safe front end as the starting position and the supervisory position as the ending position, with a speed of 0 km / h at the end, while also considering the track information, calculate the first common braking intervention curve. Establishing the first common braking intervention curve can be done using existing technology; the method for constructing the curve is not covered by this invention and is not described in detail here.

[0078] Step S1022: Obtaining the original opening velocity V r The second position P3 corresponds to the first common braking intervention curve. In the first common braking intervention curve, the original opening speed V can be found through the horizontal and vertical coordinates in the curve graph. r The corresponding second position P3.

[0079] Step S1023: Construct a second custom braking intervention curve between the estimated front end of the train and the permitted end point. Track information between the estimated front end of the train and the permitted end point is obtained, such as track slope, viscosity, and braking type (regenerative braking, eddy current braking, magnetic rail braking, etc.). The second custom braking intervention curve is calculated, taking the estimated front end of the train as the starting position and the permitted end point as the ending position, with a speed of 0 km / h at the end, while also considering the track information. The second custom braking intervention curve can be established using existing technology. The method for constructing the curve is not covered by this invention and is not described in detail here.

[0080] Step S1024: Obtaining the original opening velocity V r The third position P4 corresponds to the second common brake intervention curve. In the second common brake intervention curve, the original opening speed V can be found through the horizontal and vertical coordinates in the curve graph. r The corresponding second position P4.

[0081] Step S1025: When the deviation between the second position P3 and the maximum safe front end of the train is less than the deviation between the third position P4 and the estimated front end of the train, the second position P3 is confirmed as the original monitoring position P1; or when the deviation between the second position P3 and the maximum safe front end of the train is greater than or equal to the deviation between the third position P4 and the estimated front end of the train, the third position P4 is confirmed as the original monitoring position P1.

[0082] Step S103: Obtain the minimum speed limit V in the first list between the original monitoring position P1 and the over-advance protection position in the speed limit list (MRSP). ri MRSP is the most stringent speed limit section on the train running line, which stipulates the speed that the train cannot exceed during operation. Traverse the speed limit list (MRSP) and find the minimum speed limit between the original monitoring position P1 and the over-advance protection position. This minimum speed limit is called the minimum speed limit V in the first list. ri .

[0083] Step S104: Based on the original opening speed V r and the minimum speed limit V in the first list ri , determine the actual opening speed V and the actual monitoring position P.

[0084] Specifically, when the original opening speed V rLess than the minimum speed limit V in the first list ri When the original opening speed V r The actual opening speed V is confirmed, and the original monitoring position P1 is confirmed as the actual monitoring position P.

[0085] Or when the original opening speed V r Greater than or equal to the minimum speed limit V in the first list ri When the minimum speed limit V in the first list is ri Confirmed as the actual opening speed V, based on the minimum speed limit V in the first list ri Determine the actual monitoring position P.

[0086] The specific steps include:

[0087] Step S1041: Obtain a speed limit list (MRSP) between the third position P4 and the over-advancement protection position. A speed limit list includes the original monitoring position P1, the third position P4 and the over-advancement protection position.

[0088] Step S1042: Obtain the minimum speed limit V in the second list of the speed limit list mrsp The list position P5 corresponds to the minimum speed limit in the second list. Traverse the speed limit list (MRSP) and find the minimum speed limit. This minimum speed limit is called the minimum speed limit V in the second list. mrsp , and the minimum speed limit V in the second list mrsp It is possible to maintain a certain distance and take the list position P5 corresponding to the start of the minimum speed limit in the second list.

[0089] Step S1043: When the original opening speed V r Less than the minimum speed limit V in the second list mrsp When the original opening speed V r Confirm the actual opening speed V, and convert the original opening speed V r The corresponding position is confirmed as the actual monitoring position P;

[0090] Or when the original opening speed V r Greater than or equal to the minimum speed limit V in the second list mrsp When the minimum speed limit V in the second list is mrsp Confirmed as the actual opening speed V, based on the minimum speed limit V in the second list mrsp Determine the actual monitoring position P.

[0091] In one embodiment, the minimum speed limit V in the second list is implemented by the following steps: mrsp Determine the actual monitoring position P. Specifically include:

[0092] Obtaining the fourth position P6 of the actual opening speed V on the first service brake intervention curve in the above embodiment: In the first service brake intervention curve, the fourth position P6 corresponding to the actual opening speed V can be found by using the horizontal and vertical coordinates in the curve graph.

[0093] Construct the third common braking intervention curve between the maximum safe front end of the train and the list position P5. Based on the slope, adhesion and braking type of the track, the curve starts from the maximum safe front end of the train, ends at the list position P5, and the minimum speed limit V in the second list is mrsp The third service braking intervention curve is constructed for the target speed. The third service braking intervention curve can be constructed using existing technology. The method of constructing the curve is not the subject of the present invention and will not be described in detail here.

[0094] Obtain the fifth position P7 of the actual opening speed V on the third service brake intervention curve. In the third service brake intervention curve, the fourth position P7 corresponding to the actual opening speed V can be found through the horizontal and vertical coordinates in the curve graph.

[0095] The smaller of the fourth position P6 and the fifth position P7 is determined as the base position. Psbi2 .

[0096] Get the actual opening speed V and the fifth position P on the second common brake intervention curve sbi1 ;

[0097] When the fifth position P sbi2 The difference from the maximum safe front end of the train is less than the basic position P sbi1 When the difference of the estimated front end of the train is subtracted, the fifth position P sbi2 Confirm the actual monitoring position P;

[0098] Or when the fifth position P sbi2 The difference from the maximum safe front end of the train is greater than or equal to the basic position P sbi1 When the difference of the estimated front end of the train is subtracted, the base position P sbi1 Confirmed as the actual monitoring position P.

[0099] FIG3 is a schematic diagram of the structure of a system for confirming the opening speed and monitoring position of a train control vehicle-mounted device provided by an embodiment of the present invention. An embodiment of the present invention further provides a system for confirming the opening speed and monitoring position of a train control vehicle-mounted device, as shown in FIG3 , which includes:

[0100] Acquisition module 201, used to obtain the original opening speed V between the over-advance protection position and the supervision position r ;

[0101] The acquisition module 201 is also used to obtain the original opening speed V rThe original monitoring position P1 corresponding to the beginning;

[0102] The acquisition module 201 is further used to obtain the minimum speed limit V in the first list between the original monitoring position P1 and the over-advance protection position in the speed limit list. ri ;

[0103] The determination module 202 is used to determine the initial opening speed V r and the minimum speed limit V in the first list ri , determine the actual opening speed V and the actual monitoring position P.

[0104] It should be noted here that the above-mentioned acquisition module 201 and determination module 202 correspond to steps S101 to S104 in the embodiment of the method for confirming the opening speed and monitoring position of the train control on-board equipment. The examples and application scenarios implemented by the above-mentioned modules and corresponding steps are the same, but are not limited to the contents disclosed in the above-mentioned embodiments.

[0105] The technical solutions in the above embodiments of the present application have at least the following technical effects or advantages:

[0106] The method is used to calculate the train's opening speed and the position where the train enters the opening speed monitoring position, ensuring that the train can stop near the end of the driving permit without crossing the monitoring position point, and can achieve more convenient and accurate stopping.

[0107] An embodiment of the present invention also provides a computer-readable storage medium storing a program or instruction. When the program or instruction is run on a computer, the computer executes the method for confirming the opening speed and monitoring position of the train control vehicle-mounted equipment as described in the above method embodiment.

[0108] As shown in FIG4 , an embodiment of the present invention further provides an electronic device 300 , including: a processor 301 , the processor 301 being coupled to a memory 302 ,

[0109] The processor 301 is configured to read and execute a computer program stored in the memory to implement the method for confirming the opening speed and monitoring position of the train control vehicle-mounted equipment as described in the above method embodiment.

[0110] Although the present invention 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; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. Method for confirming opening speed and monitoring position of on-vehicle train control equipment, characterized in that, Including: Obtain the original opening speed between the overrun protection position and the monitoring position; Obtain the original monitoring position corresponding to the start of the original opening speed; Obtain the minimum speed limit in the first list between the original monitoring position and the overrun protection position in the speed limit list; Based on the original opening speed and the minimum speed limit in the first list, determine the actual opening speed and the actual monitoring position.

2. The method according to claim 1, wherein The overrun protection position is the sum of the end of the movement authority and the ranging error.

3. The method according to claim 1, characterized in that The obtaining the original opening speed between the overrun protection position and the monitoring position includes: Construct an emergency braking intervention curve and an emergency braking deceleration curve between the overrun protection position and the monitoring position; Obtain the first speed corresponding to the overrun protection position on the emergency braking intervention curve; Based on the first speed, determine the moving distance traveled during the traction cut-off delay and the braking delay; Based on the overrun protection position and the moving distance, determine the first position; Determine the second speed corresponding to the first position on the emergency braking deceleration curve; When the deviation between the first speed and the second speed is less than the speed deviation threshold, confirm the first speed as the original opening speed; or, When the deviation between the first speed and the second speed is greater than or equal to the speed deviation threshold, confirm the second speed as the original opening speed.

4. The method according to claim 1, wherein The determining the actual opening speed and the actual monitoring position based on the original opening speed and the minimum speed limit in the first list includes: When the original opening speed is less than the minimum speed limit in the first list, confirm the original opening speed as the actual opening speed and the original monitoring position as the actual monitoring position; or, When the original opening speed is greater than or equal to the minimum speed limit in the first list, confirm the minimum speed limit in the first list as the actual opening speed and determine the actual monitoring position based on the minimum speed limit in the first list.

5. The method according to claim 4, characterized in that The obtaining the original monitoring position corresponding to the start of the original opening speed includes: Construct the first service braking intervention curve between the maximum safe front end of the train and the monitoring position; Obtain the second position corresponding to the original opening speed on the first service braking intervention curve; Construct the second service braking intervention curve between the estimated front end of the train and the end of the movement authority; Obtain the third position corresponding to the original opening speed on the second service braking intervention curve; When the deviation between the second position and the maximum safe front end of the train is less than the deviation between the third position and the estimated front end of the train, confirm the second position as the original monitoring position; or, When the deviation between the second position and the maximum safe front end of the train is greater than or equal to the deviation between the third position and the estimated front end of the train, confirm the third position as the original monitoring position.

6. The method according to claim 5, wherein The when the original opening speed is less than the minimum speed limit in the first list, confirm the original opening speed as the actual opening speed and the original monitoring position as the actual monitoring position, includes: Obtain the minimum speed limit in the second list between the third position and the overrun protection position in the speed limit list and the list position corresponding to the start of the minimum speed limit in the second list; When the original opening speed is less than the minimum speed limit in the second list, confirm the original opening speed as the actual opening speed and confirm the position corresponding to the original opening speed as the actual monitoring position.

7. The method according to claim 5 or 6, characterized in that When the original opening speed is greater than or equal to the minimum speed limit in the first list, confirm the minimum speed limit in the first list as the actual opening speed and determine the actual monitoring position based on the minimum speed limit in the first list, including: Obtain the minimum speed limit in the second list between the third position and the overrun protection position in the speed limit list and the list position corresponding to the start of the minimum speed limit in the second list; When the original opening speed is greater than or equal to the minimum speed limit in the second list, confirm the minimum speed limit in the second list as the actual opening speed and determine the actual monitoring position based on the minimum speed limit in the second list.

8. The method according to claim 7, wherein The determining the actual monitoring position based on the minimum speed limit in the second list includes: Obtain the fourth position of the actual opening speed on the first common braking intervention curve; Construct a third common braking intervention curve between the maximum safe front end of the train and the list position; Obtain the fifth position of the actual opening speed on the third common braking intervention curve; Confirm the smaller of the fourth position and the fifth position as the base position; Obtain the fifth position of the actual opening speed on the second common braking intervention curve; When the difference between the fifth position and the maximum safe front end of the train is less than the difference between the base position and the estimated front end of the train, confirm the fifth position as the actual monitoring position; or, When the difference between the fifth position and the maximum safe front end of the train is greater than or equal to the difference between the base position and the estimated front end of the train, confirm the base position as the actual monitoring position.

9. The method according to claim 8, wherein The constructing the third common braking intervention curve between the maximum safe front end of the train and the list position includes: Based on the track gradient, adhesion and braking type, construct the third common braking intervention curve with the maximum safe front end of the train as the starting point, the list position as the end point, and the minimum speed limit in the second list as the target speed.

10. A system for confirming the opening speed and monitoring position of train control on-board equipment, characterized in that, Includes: An acquisition module for acquiring the original opening speed between the overrun protection position and the supervision position; The acquisition module is further configured to acquire the original monitoring position corresponding to the start of the original opening speed; The acquisition module is further configured to acquire the minimum speed limit in the first list between the original monitoring position and the overrun protection position in the speed limit list; A determination module for determining the actual opening speed and the actual monitoring position based on the original opening speed and the minimum speed limit in the first list.

11. A computer-readable storage medium, characterized in that, Stored with programs or instructions, when the programs or instructions are run on a computer, the computer is caused to execute the method for confirming the opening speed and monitoring position of the on-vehicle train control equipment as described in any one of claims 1-9.

12. An electronic device, characterized in that, Comprising: A processor, the processor being coupled to a memory, The processor is configured to read and execute the computer program stored in the memory to implement the method for confirming the opening speed and monitoring position of the on-vehicle train control equipment as described in any one of claims 1-9.

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