Method, system and apparatus for controlling automatic cruise of train, and train

Abstract

A method for controlling automatic cruise of a train, comprising: when a train meets an automatic operation condition, prompting a driver to enter an automatic operation mode, wherein the automatic operation condition includes that the train is free from any failures that affect the running of the train (S11); acquiring the actual running speed of the train at the current moment (S12); and on the basis of the actual running speed and a restricted speed of the train, adjusting the actual running speed of the train at the next moment (S13). If a train is free from any failures that affect running, the train enters an automatic operation mode, such that the poor stability of automatic operation caused by the occurrence of a failure that does not affect the running of the train is avoided; moreover, during the process of controlling the running of the train, an actual running speed is controlled to be lower than a restricted speed, and the difference between the actual running speed and the restricted speed is controlled to be within a preset range, such that the speed of the train can be controlled more precisely, thereby avoiding the safety problem caused by an excessively high speed, and also preventing an actual operation plan from being affected by an excessively low speed. Further provided are a control system and a control apparatus for automatic cruise of a train, as well as a train comprising said control apparatus.

Description

A control method, system, device and train for automatic cruise control of a train

[0001] This application claims priority to the Chinese patent application filed with the Patent Office of China on January 4, 2024, with application number: 202410013118.1, and invention name: “A control method, system, device and train for automatic cruise control of trains”, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to the field of automatic driving, and in particular to a control method, system, device and train for automatic cruise control of a train. Background Art

[0003] As autonomous train technology matures, drivers often set a constant target speed during interval operation by operating the driver controller. This requires frequent manual adjustments, making it difficult to achieve comprehensive energy-saving operation and resulting in a certain amount of energy waste. Furthermore, the Automatic Train Operation (ATO) system, which controls autonomous trains, halts autonomous driving if a malfunction occurs, requiring the driver to manually control the train. This results in poor stability for the technology. Summary of the Invention

[0004] The purpose of the present invention is to provide a control method, system, device and train for automatic cruise control of a train, so as to avoid poor stability of automatic driving due to faults that do not affect the operation of the train, and to more accurately control the speed of the train, thereby avoiding safety problems caused by excessively high speeds and also avoiding the impact of excessively low speeds on actual operation plans.

[0005] In order to solve the above technical problems, the present invention provides a control method for automatic cruise control of a train, comprising:

[0006] prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, wherein the automatic driving conditions include that the train has no faults that affect the operation of the train;

[0007] Obtaining the actual running speed of the train at the current moment;

[0008] The actual running speed of the train at the next moment is adjusted according to the actual running speed and the speed limit of the train, wherein the actual running speed of the train at the next moment is less than the speed limit and the difference with the speed limit is within a preset range.

[0009] On the other hand, before prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, it also includes:

[0010] Classifying the faults of the train into faults that affect the operation of the train and faults that do not affect the operation of the train in advance;

[0011] Among them, the faults that affect the operation of the train include the failure of pantograph lowering or the failure of the vehicle main circuit breaker, and the faults that do not affect the operation of the train include air conditioning failure or lighting failure.

[0012] On the other hand, before prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, it also includes:

[0013] Obtaining train operation related data;

[0014] The operation-related data also includes the status of the automatic train protection system, the operation permission of the automatic train protection system, whether the automatic driving mode is turned on, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle increases the emergency brake, and whether the holding brake is isolated;

[0015] The train is determined to meet the automatic driving conditions when there is no fault that affects the operation of the train, the train automatic protection system is in a fully monitored state, the train automatic protection system is allowed to operate, the automatic driving mode is turned on, the position of the traction brake handle is at zero, the train automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not increase emergency braking and the holding brake is not isolated.

[0016] On the other hand, after obtaining the train operation related data, it also includes:

[0017] When the train does not meet the automatic driving conditions, prompting the driver to exit the automatic driving mode;

[0018] If a confirmation signal is received from the driver within a preset time, the driver driving mode is entered;

[0019] If the confirmation signal sent by the driver is not received within a preset time, the train is braked.

[0020] On the other hand, obtaining the actual running speed of the train at the current moment includes:

[0021] The actual running speed of the train at the current moment is received, which is calculated by the automatic train protection system based on the speed sensor of the train.

[0022] On the other hand, adjusting the actual running speed of the train at a next moment according to the actual running speed and the speed limit of the train, where the actual running speed of the train at the next moment is less than the speed limit and the difference between the actual running speed and the speed limit is within a preset range, includes:

[0023] Determine the next moment's limit speed output by the automatic train protection system;

[0024] The strategy for determining the train's running speed at the next moment;

[0025] The strategy includes a default strategy, a speed-up strategy, or a slow-down strategy, and the difference between the current speed of the train and the speed limit is the largest in the speed-up strategy and the smallest in the slow-down strategy;

[0026] The actual running speed of the train at the next moment is adjusted according to the difference data between the limit speed at the next moment and the strategy requirement of the running speed of the train at the next moment.

[0027] On the other hand, adjusting the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train includes:

[0028] Obtain the working efficiency of each traction system;

[0029] When the traction system of the train is at a preset working efficiency and the output traction force satisfies the train running at the actual running speed of the train at the next moment, determining that the traction system should be in a working state;

[0030] The traction systems that should be in working state are controlled to work, and the remaining traction systems are shut down.

[0031] In order to solve the above technical problems, the present invention also provides a train automatic cruise control system, comprising:

[0032] a prompting unit, configured to prompt a driver to enter an automatic driving mode when the train meets an automatic driving condition, wherein the automatic driving condition includes that the train has no faults that affect the operation of the train;

[0033] A speed acquisition unit, configured to acquire the actual running speed of the train at the current moment;

[0034] A speed adjustment unit is used to adjust the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train, wherein the actual running speed of the train at the next moment is less than the speed limit and the difference with the speed limit is within a preset range.

[0035] In order to solve the above technical problems, the present invention also provides a control device for automatic cruise control of a train, comprising:

[0036] memory for storing computer programs;

[0037] The processor is used to implement the steps of the above-mentioned train automatic cruise control method when executing the computer program.

[0038] In order to solve the above technical problems, the present invention also provides a train, including the above-mentioned train automatic cruise control device.

[0039] The present application provides a control method, system, device, and train for automatic cruise control of a train, relating to the field of autonomous driving. The method includes prompting the driver to enter the automatic driving mode when the train meets the conditions for automatic driving, including the absence of a fault affecting the train's operation; obtaining the actual operating speed of the train at the current moment; and adjusting the actual operating speed of the train at the next moment based on the actual operating speed and the train's speed limit. If the train does not experience a fault affecting its operation, the automatic driving mode is entered to avoid poor automatic driving stability due to faults that do not affect the train's operation. At the same time, during the process of controlling the train's operation, the actual operating speed is controlled to be lower than the speed limit, and the difference from the speed limit is within a preset range. This allows for more precise control of the train's speed, avoiding safety issues caused by excessively high speeds and preventing excessively low speeds from affecting the actual operation plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the prior art and the drawings required for use in the embodiments. Obviously, the drawings described below are only 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.

[0041] FIG1 is a flow chart of a method for controlling automatic train cruise provided by the present invention;

[0042] FIG2 is a schematic structural diagram of a train provided by the present invention;

[0043] FIG3 is a schematic diagram of automatic cruising of a train provided by the present invention;

[0044] FIG4 is a schematic diagram of another automatic cruise control system for a train provided by the present invention;

[0045] FIG5 is a schematic diagram of the speed of an automatic cruise of a train provided by the present invention;

[0046] FIG6 is a schematic structural diagram of a train automatic cruise control system provided by the present invention;

[0047] FIG7 is a schematic structural diagram of a train automatic cruise control device provided by the present invention. DETAILED DESCRIPTION

[0048] The core of the present invention is to provide a control method, system, device and train for automatic cruise control of trains, so as to avoid poor stability of automatic driving due to faults that do not affect the operation of the train. The train speed can be controlled more accurately to avoid safety problems caused by excessively high speeds and to avoid the actual operation plan being affected by excessively low speeds.

[0049] 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.

[0050] FIG1 is a flow chart of a method for controlling automatic cruise control of a train provided by the present invention, and FIG2 is a schematic diagram of the structure of a train provided by the present invention. The method for controlling automatic cruise control of a train includes:

[0051] S11: prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, which include that the train has no faults that affect the train operation;

[0052] The automatic cruise function is currently widely used in self-driving cars. Automatic driving systems are partially installed on high-speed EMUs and urban rail trains. Automatic operation in intervals is achieved by the ATO system. For trains not equipped with automatic driving systems, the driver operates the driver controller handle to set a constant target speed to achieve constant speed control in intervals. During constant speed operation in intervals, the driver needs to manually adjust the constant target speed frequently, which makes it difficult to achieve comprehensive energy-saving operation during interval operation, resulting in a certain amount of energy waste.

[0053] Trains with automatic driving are controlled by the ATO (Automatic Train Operation) system to achieve control functions such as automatic departure from stations, automatic operation within intervals, and automatic parking at stations. If the ATO system fails or the vehicle is not equipped with the ATO system, the automatic operation within intervals function cannot be achieved. The vehicle network control system obtains line operation plan information from the ATP (Automatic Train Protection) system and plans the operation curve based on availability, energy saving, and punctuality. This allows the train to automatically cruise during interval operation, reducing the impact of different driver operations and alleviating the driver's labor intensity.

[0054] Currently, the ATO autonomous driving system faces problems such as frequent abnormal exits of autonomous driving and the need for driver participation in fault handling when implementing vehicle interval operation. ATO autonomous driving will abnormally exit when a vehicle-side fault occurs. For example, some faults that only slightly affect the continued operation of the vehicle (such as air conditioning failures and lighting failures) have poor autonomous driving availability. Therefore, in this application, when the train does not have a fault that affects operation, the autonomous driving conditions are still met.

[0055] S12: Obtain the actual running speed of the train at the current moment;

[0056] S13: adjusting the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train, wherein the actual running speed of the train at the next moment is less than the speed limit and the difference with the speed limit is within a preset range.

[0057] Considering the need to operate below the ATP speed limit, the actual speed at the next moment is adjusted based on the current train's actual operating speed and the speed limit at the next moment. Specifically, the speed limit at each moment is adjusted according to actual operation and is not a constant value.

[0058] Based on the above embodiment:

[0059] In some embodiments, before prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, the method further includes:

[0060] Classify train faults in advance into those that affect train operation and those that do not;

[0061] Among them, faults that affect train operation include failure to lower the pantograph or failure of the vehicle main circuit breaker, and faults that do not affect train operation include air conditioning failure or lighting failure.

[0062] Faults such as air conditioning failure or lighting failure will not affect the operation of the train, but will only affect the user experience of the passengers on the train. Of course, air conditioning failure or lighting failure can be checked or resolved during the operation without exiting the automatic driving module, and automatic driving control can continue to be performed by ATO.

[0063] However, if the pantograph fails to be lowered or the main circuit breaker fails, the power supply to the train will be affected, which will have a great impact on the actual operation of the train. Therefore, the automatic driving conditions are not met at this time.

[0064] According to actual operation, faults are divided into those that affect train operation and those that do not, which can better meet the conditions for automatic driving.

[0065] In some embodiments, before prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, the method further includes:

[0066] Obtaining train operation related data;

[0067] The operation-related data also includes the status of the automatic train protection system, the operation permission of the automatic train protection system, whether the automatic driving mode is on, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle has applied emergency braking, and whether the holding brake is isolated;

[0068] The train is determined to meet the conditions for automatic driving when there is no fault that affects the train operation, the train automatic protection system is in a fully monitored state, the train automatic protection system is allowed to operate, the automatic driving mode is turned on, the position of the traction brake handle is at zero, the train automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not increase emergency braking and the holding brake is not isolated.

[0069] The automatic train operation system, or ATO system, is a device that controls the automatic operation of trains. It consists of onboard and ground-based equipment. Under the protection of the ATP system, it receives ground-based information such as operation plans and train positions, and obtains ATP driving permits and safety monitoring mode (FS mode) to achieve automatic train operation and automatic speed adjustment. Therefore, it is necessary to determine that the conditions for automatic driving are met when there are no faults that affect train operation, the automatic train protection system is in a fully monitored state, the automatic train protection system is allowed to operate, the automatic driving mode is turned on, the traction brake handle is in the zero position, the automatic train protection system is not outputting emergency braking, the traction braking force meets driving requirements, and the vehicle has not applied emergency braking and the holding brake is not isolated.

[0070] In some embodiments, after obtaining the train operation related data, the method further includes:

[0071] When the train does not meet the conditions for automatic driving, prompt the driver to exit the automatic driving mode;

[0072] If a confirmation signal is received from the driver within the preset time, the driver driving mode is entered;

[0073] If the confirmation signal sent by the driver is not received within the preset time, the train will be braked.

[0074] The HMI (Human Machine Interface) is configured with an automatic cruise control interface. When the network system detects that the following conditions are met, the driver is prompted to confirm that the vehicle can enter automatic cruise mode. If the driver does not confirm within 5 seconds, an audible and visual reminder is used to remind the driver to confirm. If any of the above conditions are not met, the mode is exited and the driver is prompted. If the driver confirms within 5 seconds, the vehicle will be in driver-operated mode. If the driver does not confirm, the service brake is applied to stop the vehicle.

[0075] FIG3 is a schematic diagram of automatic cruising of a train provided by the present invention;

[0076] FIG4 is a schematic diagram of another automatic cruise control system for a train provided by the present invention;

[0077] In some embodiments, obtaining the actual running speed of the train at the current moment includes:

[0078] The receiving train automatic protection system calculates the actual running speed of the train at the current moment according to the speed sensor of the train.

[0079] In the train's automatic cruise mode, the on-board network system central controller ICCU compares the actual train speed with the maximum allowable speed and target speed given by ATP, and automatically controls the train's traction and braking based on the line conditions, so that the train always runs at a controlled speed in each section within the interval and minimizes the transition between traction, coasting and braking.

[0080] The automatic cruise control process executed by the ICCU system is a closed-loop feedback control process. The basic principle is shown in the figure below. The ground system's speed measurement unit transmits the train's actual position information to the ICCU via the ATP. The reference input of the feedback loop is derived from the ATP data and operational control data. The ICCU provides data output to the traction and braking control equipment.

[0081] FIG5 is a schematic diagram of the speed of an automatic cruise of a train provided by the present invention;

[0082] In some embodiments, adjusting the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train, where the actual running speed of the train at the next moment is less than the speed limit and the difference between the actual running speed and the speed limit is within a preset range, includes:

[0083] Determine the next moment's limit speed output by the automatic train protection system;

[0084] The strategy for determining the train's running speed at the next moment;

[0085] The strategies include the default strategy, the acceleration strategy, or the slowdown strategy. The difference between the current speed of the train and the speed limit is the largest in the acceleration strategy and the smallest in the slowdown strategy.

[0086] The actual running speed of the train at the next moment is adjusted according to the difference between the limit speed at the next moment and the strategic requirement of the running speed of the train at the next moment.

[0087] The network system obtains line information through ATP and combines it with the real-time status of the vehicle to complete automatic cruise mode control. When line information such as operation plan, train location, temporary speed limit, etc. cannot be obtained, the network system automatically selects the default strategy in the pre-selected driving strategy to control the train. At the same time, the driver can also select the preset strategy through the HMI screen.

[0088] This application provides a pre-selectable driving strategy setting as follows:

[0089] Strategy 1: 5 km / h below the ATP curve, which is the default strategy;

[0090] Strategy 2: 2 km / h below the ATP curve, which is a speed-up strategy;

[0091] Strategy 3: 8km / h below the ATP curve, a slowing strategy;

[0092] When the ICCU controls a train and it reaches the cruising zone, feedback control is implemented to keep the train's speed aligned with the planned target speed. Different control levels are output based on the difference between the current speed and the target speed, as well as the deviation trend. When the train enters the acceleration zone, it switches to acceleration mode, and when it enters the deceleration zone, some braking is applied. In automatic cruising mode, the train's actual operating speed curve remains below the ATP limit speed curve, fluctuating within a narrow speed range. This allows the train to operate close to the ATP limit speed, effectively improving operating efficiency, reducing energy consumption, and minimizing the number of switches between traction, coasting, and braking.

[0093] In some embodiments, adjusting the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train includes:

[0094] Obtain the working efficiency of each traction system;

[0095] When the traction system of the train is at a preset working efficiency and the output traction force satisfies the actual running speed of the train at the next moment, determining the traction system that should be in a working state;

[0096] Control the traction systems that should be in working condition to operate, and shut down the remaining traction systems.

[0097] The related technologies cannot rely on vehicle characteristics to control vehicle operation. For example, if the vehicle has an electric brake failure (electric brakes are given priority when the vehicle is braked, and electric brakes cannot meet the requirements of supplementary air brakes. Due to the electric brake failure, the electric brake capacity becomes smaller, and more air brakes need to be supplemented. Air brakes are achieved by friction between the brake pads and the brake discs, resulting in increased wear on the brake discs), the vehicle's external characteristics will deviate. Due to the rigidity of the signal control method (the real-time status of the vehicle is not received), it is impossible to adjust the strategy based on the vehicle status. At the same time, the signal system's driving is based on operating efficiency and meeting the operating diagram as the primary goal. Economic indicators such as energy consumption are basically not given much consideration, and the optimal operating curve of the traction system will not be included in the automatic operation control process.

[0098] This application aims to improve the usability of autonomous driving and perform energy-saving control based on the real-time characteristics of the vehicle, and designs the automatic cruise mode function for rail trains.

[0099] For example, a train has four traction systems. Operating at 90% efficiency is more energy-efficient. However, if all four traction systems are operating, each will operate at 50% efficiency. In this case, you can choose to shut down one traction system, leaving the remaining three operating simultaneously, to achieve an efficiency closer to 90%.

[0100] FIG6 is a schematic structural diagram of a train automatic cruise control system provided by the present invention, wherein the train automatic cruise control system includes:

[0101] a prompting unit 61, configured to prompt the driver to enter the automatic driving mode when the train meets the automatic driving conditions, wherein the automatic driving conditions include that the train has no faults that affect the train operation;

[0102] The speed acquisition unit 62 is used to obtain the actual running speed of the train at the current moment;

[0103] The speed adjustment unit 63 is used to adjust the actual running speed of the train at the next moment according to the actual running speed and the speed limit of the train, and the actual running speed of the train at the next moment is less than the speed limit and the difference with the speed limit is within a preset range.

[0104] Based on the above embodiment, the following further aspects are included:

[0105] A fault classification unit is used to pre-classify train faults into faults that affect train operation and faults that do not affect train operation;

[0106] Among them, faults that affect train operation include failure to lower the pantograph or failure of the vehicle main circuit breaker, and faults that do not affect train operation include air conditioning failure or lighting failure.

[0107] An operation-related data acquisition unit, used to acquire operation-related data of the train;

[0108] The operation-related data also includes the status of the automatic train protection system, the operation permission of the automatic train protection system, whether the automatic driving mode is on, the position of the traction brake handle, whether the automatic train protection system outputs emergency braking, whether the traction braking force meets the driving requirements, whether the vehicle has applied emergency braking, and whether the holding brake is isolated;

[0109] The automatic driving condition determination unit is used to determine that the train meets the automatic driving conditions when there is no fault that affects the train operation, the train automatic protection system is in a fully monitored state, the train automatic protection system is allowed to operate, the automatic driving mode is turned on, the position of the traction brake handle is at zero, the train automatic protection system does not output emergency braking, the traction braking force meets the driving requirements, and the vehicle does not increase the emergency brake and the holding brake is not isolated.

[0110] A prompting unit, used to prompt the driver to exit the automatic driving mode when the train does not meet the automatic driving conditions;

[0111] a first mode switching unit, configured to enter a driver driving mode if a confirmation signal sent by the driver is received within a preset time;

[0112] The second mode switching unit is used to control the train braking if no confirmation signal sent by the driver is received within a preset time.

[0113] The speed acquisition unit 62 is specifically configured to receive the actual running speed of the train at the current moment calculated by the automatic train protection system based on the speed sensor of the train.

[0114] A speed limit acquisition unit is used to determine the speed limit output by the automatic train protection system at the next moment;

[0115] A strategy determination unit, used to determine the strategy for the running speed of the train at the next moment;

[0116] The strategies include the default strategy, the acceleration strategy, or the slowdown strategy. The difference between the current speed of the train and the speed limit is the largest in the acceleration strategy and the smallest in the slowdown strategy.

[0117] The speed adjustment unit 63 is specifically configured to adjust the actual running speed of the train at the next moment according to data of the difference between the limit speed at the next moment and the strategic requirement of the running speed of the train at the next moment.

[0118] A work efficiency acquisition unit, used to acquire the work efficiency of each traction system;

[0119] a traction system determination unit, configured to determine a traction system that should be in a working state when the traction system of the train is at a preset working efficiency and the output traction force satisfies the actual running speed of the train at the next moment;

[0120] The traction system control unit is used to control the traction systems that should be in working state to work, and the remaining traction systems are shut down.

[0121] FIG7 is a schematic structural diagram of a train automatic cruise control device provided by the present invention, wherein the train automatic cruise control device includes:

[0122] Memory 71, for storing computer programs;

[0123] The processor 72 is configured to implement the steps of the above-mentioned train automatic cruise control method when executing a computer program.

[0124] For an introduction to the control device for automatic train cruise control provided in this application, please refer to the above embodiments and will not be repeated here.

[0125] FIG2 is a schematic structural diagram of a train provided by the present invention, wherein the train includes the above-mentioned train automatic cruise control device.

[0126] For the introduction of the train provided in this application, please refer to the above embodiment and will not be repeated here.

[0127] It should also be noted that, in this specification, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or apparatus. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus comprising the element.

[0128] Professionals may further appreciate that the units and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of the two. In order to clearly illustrate the interchangeability of hardware and software, the above description has generally described the components and steps of each example according to their functions. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians may use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0129] The above description of the disclosed embodiments is intended to enable one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not limited to the embodiments shown herein but is intended to conform to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for automatic train cruise, characterized in that Including: When the train meets the conditions for automatic driving, prompting the driver to enter the automatic driving mode, where the automatic driving conditions include that no faults affecting the train operation occur on the train; Obtaining the actual running speed of the train at the current moment; Adjusting the actual running speed of the train at the next moment according to the actual running speed and the restricted speed of the train, where the actual running speed of the train at the next moment is less than the restricted speed and the difference from the restricted speed is within a preset range.

2. The control method for automatic train cruise according to claim 1, characterized in that Before prompting the driver to enter the automatic driving mode when the train meets the conditions for automatic driving, it further includes: Pre-classifying the faults of the train into faults affecting the train operation and faults not affecting the train operation; Among them, the faults affecting the train operation include the failure of the pantograph not dropping or the vehicle main circuit breaker, and the faults not affecting the train operation include the air conditioner fault or the lighting fault.

3. The control method for automatic train cruise according to claim 1, characterized in that, Before prompting the driver to enter the automatic driving mode when the train meets the conditions for automatic driving, it further includes: Obtaining the operation-related data of the train; Among them, the operation-related data further includes the status of the train automatic protection system, the operation permission of the train automatic protection system, whether the automatic driving mode is turned on, the position of the traction and braking handle, whether the train automatic protection system outputs an emergency brake, whether the traction and braking force meets the driving requirements, whether the vehicle adds an emergency brake, and whether the holding brake is isolated; When the train meets the conditions that no faults affecting the train operation occur, the train automatic protection system is in the full monitoring state, the train automatic protection system allows operation, the automatic driving mode is turned on, the position of the traction and braking handle is at zero, the train automatic protection system does not output an emergency brake, the traction and braking force meets the driving requirements, and the vehicle does not add an emergency brake and the holding brake is not isolated, it is determined that the train meets the conditions for automatic driving.

4. The control method for automatic train cruise according to claim 3, characterized in that, After obtaining the operation-related data of the train, it further includes: When the train does not meet the conditions for automatic driving, prompting the driver to exit the automatic driving mode; If a confirmation signal sent by the driver is received within a preset time, enter the driver driving mode; If a confirmation signal sent by the driver is not received within a preset time, control the train to brake.

5. The control method for automatic train cruise according to claim 1, wherein, Obtaining the actual running speed of the train at the current moment includes: Receiving the actual running speed of the train at the current moment calculated by the train automatic protection system according to the speed sensor of the train.

6. The control method for automatic train cruise according to claim 1, characterized in that, Adjusting the actual running speed of the train at the next moment according to the actual running speed and the restricted speed of the train, where the actual running speed of the train at the next moment is less than the restricted speed and the difference from the restricted speed is within a preset range, includes: Determining the limit speed output by the train automatic protection system at the next moment; Determining the strategy for the running speed of the train at the next moment; Among them, the strategy includes the default strategy, the accelerating strategy or the decelerating strategy, and the difference between the current speed of the train and the restricted speed is the largest in the accelerating strategy and the smallest in the decelerating strategy; Adjust the actual running speed of the train at the next moment according to the data of the difference required by the strategy of the limit speed at the next moment and the running speed of the train at the next moment.

7. The control method for automatic train cruise according to any one of claims 1 to 6, characterized in that, Adjust the actual running speed of the train at the next moment according to the actual running speed and the limit speed of the train, including: Obtain the working efficiency of each traction system; When the traction system of the train is at a preset working efficiency and the output traction force satisfies that the train runs at the actual running speed of the train at the next moment, determine the traction system that should be in the working state; Control the traction system that should be in the working state to work, and turn off the remaining traction systems.

8. A control system for automatic train cruise, characterized in that, Include: A prompt unit for prompting the driver to enter the automatic driving mode when the train meets the automatic driving conditions, and the automatic driving conditions include that the train does not have a fault affecting the running of the train; A speed acquisition unit for acquiring the actual running speed of the train at the current moment; A speed adjustment unit for adjusting the actual running speed of the train at the next moment according to the actual running speed and the limit speed of the train, and the actual running speed of the train at the next moment is less than the limit speed and the difference from the limit speed is within a preset range.

9. A control device for automatic train cruise, characterized in that, Include: A memory for storing a computer program; A processor for implementing the steps of the control method for automatic train cruise as described in any one of claims 1 to 9 when executing the computer program.

10. A train, characterized in that, Include the control device for automatic train cruise as described in claim 9.

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