Train entry speed curve optimization method and apparatus, device, and storage medium

Abstract

A train entry speed curve optimization method, comprising: when a train operation plan is to stop at the station ahead and an entry switch speed limit section is newly added to an ATO on-board device, updating an estimated switch speed limit to obtain an updated estimated switch speed limit (S10); and optimizing a train entry speed curve on the basis of the updated estimated switch speed limit (S20). By considering time factors, an entry speed limit, and that the entry speed limit can be flexibly changed, time requirements for different entry speed limits can be met. Further provided are a train entry speed curve optimization apparatus, an electronic device for implementing the optimization method, and a computer readable storage medium.

Description

Methods, devices, equipment, and storage media for optimizing train entry speed curves Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, apparatus, equipment, and storage medium for optimizing train entry speed curves. Background Technology

[0002] Currently, the Automatic Train Operation (ATO) system for high-speed railways is implemented by adding train ATO functionality to the CTCS-3 level train control system. The system includes onboard equipment and ground equipment. The onboard equipment includes ATP onboard equipment and ATO onboard equipment, while the ground equipment includes Temporary Speed ​​Limit Server (TSRS), Train Control Center (TCC), Radio Block Center (RBC), etc.

[0003] Because different turnouts have different speed limits, the target speed for ATO on-board equipment to control train deceleration also varies. Existing technical solutions mainly include the following two types:

[0004] (1) The ATO on-board equipment does not consider the target speed control when entering the station. During the deceleration phase, it controls according to the braking curve and takes the smaller value of the current ATP protection curve to estimate the possible time deviation and subtract it in advance from the running time between the two stations.

[0005] (2) The ATO onboard equipment takes into account the target speed control. When the position of the entry signal is received, the speed is controlled according to the target speed of 80km / h.

[0006] However, Scheme 1 only considers the time factor in its control process, while Scheme 2 only considers the target speed control factor for entering the station. It only performs time-division control of the train by estimating the time deviation or fixing the target speed for entering the station. The control methods are simple and cannot adapt well to the time-division requirements of different speed limits for entering the station. Summary of the Invention

[0007] This invention provides a method, apparatus, equipment, and storage medium for optimizing train entry speed curves, which can solve the technical problem in the prior art that the control means for high-speed rail ATO entry speed curves are singular and cannot well adapt to the time and minute requirements of different entry speed limits.

[0008] To achieve the above objectives, the present invention provides the following technical solution:

[0009] In a first aspect, embodiments of the present invention provide a method for optimizing train entry speed curves, the method comprising:

[0010] When the train operation plan is to stop at the next station and the ATO onboard equipment adds a speed limit section for the turnout entering the station, the current estimated turnout speed limit is updated to obtain the updated estimated turnout speed limit.

[0011] The train arrival speed curve is optimized based on the updated estimated turnout speed limit.

[0012] Optionally, updating the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit includes:

[0013] The distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained.

[0014] Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0015] Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated.

[0016] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated.

[0017] The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed;

[0018] The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit;

[0019] The preset formula is as follows:

[0020] In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

[0021] Optionally, after updating the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit, the process includes:

[0022] The updated estimated turnout speed limit is used as the current estimated turnout speed limit. When the operation plan changes, the second difference between the train's arrival time and the current time is calculated, and the second difference is used as the remaining time of the train operation.

[0023] If the remaining time of the train's operation is greater than or equal to the preset time, then the distance between the current train position and the next station is used as the remaining distance, and the process returns to update the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit.

[0024] Optionally, after calculating the second difference between the train's arrival time and the current time, and using the second difference as the remaining time of the train's journey, the process includes:

[0025] Obtain the time-division deviation adjustment value;

[0026] The time deviation adjustment value is calculated and the second difference is added to obtain the remaining time of train operation.

[0027] Optionally, the method includes:

[0028] When the train receives the actual position of the station entry signal, update the newly added speed limit section of the entry turnout on the ATO onboard equipment.

[0029] The train speed curve for entering the station is optimized based on the actual location of the entry signal and the updated speed limit section of the entry turnout.

[0030] Optionally, the method includes:

[0031] When the train operation plan is to stop at the station ahead and the ATO onboard equipment adds a speed-limited section for the entry turnout, the prescribed platform entry speed is obtained.

[0032] If the specified platform entry speed is less than or equal to the current estimated turnout speed limit, then the specified platform entry speed shall be used as the updated actual turnout speed limit.

[0033] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0034] Optionally, the method includes:

[0035] When a train receives a track code sequence or a large number turnout package from a siding, it obtains the track code sequence from the siding or the actual turnout speed limit from the large number turnout package.

[0036] The current turnout speed limit is updated based on the track code sequence of the siding train or the actual turnout speed limit received from the large number turnout packet, and the updated actual turnout speed limit is obtained.

[0037] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0038] Secondly, embodiments of the present invention provide a train entry speed curve optimization device, the device comprising:

[0039] The turnout speed limit update module is configured to update the current estimated turnout speed limit when the train operation plan is to stop at the station ahead and the ATO on-board equipment adds a speed limit section for the turnout entering the station, so as to obtain the updated estimated turnout speed limit.

[0040] The speed curve optimization module is configured to optimize the train arrival speed curve based on the updated estimated turnout speed limit.

[0041] Optionally, the turnout speed limit update module is configured to:

[0042] The distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained.

[0043] Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0044] Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated.

[0045] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated.

[0046] The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed;

[0047] The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit;

[0048] The preset formula is as follows:

[0049] In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. iswLet S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

[0050] Thirdly, embodiments of the present invention also provide an electronic device, including: a memory and a processor; the processor is used to read and execute a computer program stored in the memory to implement the steps of the aforementioned train entry speed curve optimization method.

[0051] Fourthly, embodiments of the present invention also provide a computer storage medium storing computer-executable instructions, which, when executed, implement the steps of the aforementioned train entry speed curve optimization method.

[0052] Fifthly, embodiments of the present invention also provide a computer program product, including a computer program / instruction, which, when executed by a processor, implements the steps of the aforementioned train entry speed curve optimization method.

[0053] The beneficial effects of the technical solutions provided by the embodiments of the present invention include:

[0054] When the train's operational plan involves stopping at the next station and the ATO onboard equipment adds a speed-limited section for the approach turnout, the currently estimated turnout speed limit is updated to obtain the updated estimated turnout speed limit. Based on the updated estimated turnout speed limit, the train's approach speed curve is optimized. This embodiment not only considers the time factor but also the approach speed limit, and the approach speed limit can be flexibly changed. It solves the technical problem in related technologies where time-division control of the train is only performed by estimating the time deviation or fixing the target speed for the approach speed limit, resulting in a single control method that cannot well adapt to the time-division requirements of different approach speed limits. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 is a flowchart illustrating the first embodiment of the train entry speed curve optimization method of the present invention.

[0057] Figure 2 is a schematic diagram of the initial train speed curve upon entering the station according to the present invention;

[0058] Figure 3 is a schematic diagram of the optimized train entry speed curve of the present invention;

[0059] Figure 4 is a flowchart illustrating the second embodiment of the train entry speed curve optimization method of the present invention.

[0060] Figure 5 is a flowchart illustrating the third embodiment of the train entry speed curve optimization method of the present invention.

[0061] Figure 6 is a schematic diagram of the functional modules of an embodiment of the train entry speed curve optimization device of the present invention;

[0062] Figure 7 is a schematic diagram of the structure of an electronic device according to an embodiment of the present invention. Detailed Implementation

[0063] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0064] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0065] In a first aspect, embodiments of the present invention provide a method for optimizing train entry speed curves.

[0066] In one embodiment, referring to Figure 1, which is a flowchart illustrating the first embodiment of the train arrival speed curve optimization method of the present invention, the train arrival speed curve optimization method includes:

[0067] Step S10: When the train operation plan is to stop at the next station and the ATO onboard equipment adds a speed limit section for the turnout entering the station, the current estimated turnout speed limit is updated to obtain the updated estimated turnout speed limit.

[0068] In some specific embodiments, step S10 includes:

[0069] The distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained.

[0070] Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0071] Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated.

[0072] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated.

[0073] The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed;

[0074] The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit;

[0075] The preset formula is as follows:

[0076] In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

[0077] In this embodiment, the ATO onboard equipment controls the train to leave the station. At this time, it has not yet received the track data and only controls the train to accelerate. After the ATO onboard equipment receives the operation plan and complete track data, if the train operation plan is to stop at the next station, since the ATO onboard equipment does not know the signal layout and turnout speed limits of the next station, it needs to estimate an entry speed limit segment. The entry speed limit segment is a two-dimensional information, including the turnout speed limit and the position of the entry signal. Specifically, for the estimated entry signal position, based on the station spacing information from the TSRS (Temporary Speed ​​Limit Server), a preset distance is pushed forward from the end position of the station spacing, for example, 1.2km, as the estimated entry signal position; for the estimated turnout speed limit, a default value is set, for example, 60km / h, which is the estimated turnout speed limit.

[0078] Operational plans and complete route data can be pre-configured offline and dynamically calculated based on the current location in real time. This ensures that all information is accurate and allows for highly precise speed control. Furthermore, based on movement authorization trips sent by ground equipment, ground traffic control is handled by the dispatch center. Specifically, at CTCS-3 level, location information is obtained through point transponders, and route data (static speed limits, temporary speed limits, gradient) and movement authorization are acquired in real time via the GSM-R network within a certain distance ahead. At CTCS-2 level, route data is obtained through transponders, and movement authorization is calculated based on track codes.

[0079] The estimated turnout speed limit is used as the current estimated turnout speed limit. When the ATO on-board equipment adds a speed limit section for an approach turnout, the distance between the two stations, the newly added speed limit section for the approach turnout, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained. The first difference between the train's arrival time in the operation plan and the current time is calculated, and this first difference is used as the train's travel time between the two stations.

[0080] The maximum train speed before entering the turnout corresponding to each preset turnout speed limit is calculated using a pre-defined formula. The maximum speed less than or equal to the train's maximum speed within each preset turnout speed limit is identified as the target maximum speed. The preset turnout speed limit corresponding to the maximum target maximum speed is then used as the updated estimated turnout speed limit from the transponder or track code.

[0081] The preset formula is as follows:

[0082] In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

[0083] Since the ATO onboard equipment operates under the protection of the ATP onboard equipment, and the ATP onboard equipment also calculates the target speed for safety protection, the updated turnout speed limit can come from the ATP onboard equipment or be calculated by the ATO onboard equipment itself, but it cannot exceed the calculation result of the ATP.

[0084] In another embodiment, regarding departure and operation between two stations, the turnout speed limit is selected based on a time-division estimation algorithm. The start point, end point, and step size of the search can be set and modified according to the actual engineering line conditions. The search method can be modified to a binary search, from largest to smallest, etc., and the specific search matching algorithm can be replaced. A suitable turnout speed limit is selected using the binary search method. Assuming the speed limit ranges from 5 km / h to 160 km / h, the estimated running time between the two stations is calculated in 5 km / h increments. Considering that calculating the estimated running time between the two stations is quite resource-intensive, the binary search method improves computational efficiency.

[0085] Step S20: Optimize the train arrival speed curve based on the updated estimated turnout speed limit.

[0086] In this embodiment, referring to Figure 2, which is a schematic diagram of the initial train entry speed curve of the present invention, the train entry speed curve is shown in Figure 2 after obtaining the estimated turnout speed limit and the estimated entry signal position. In Figure 2, the newly added entry speed limit section is from the estimated entry signal position to the train stopping point. At the estimated entry signal position, the train speed is the estimated turnout speed limit. The ATO time-sharing planning curve is the theoretical target curve calculated by ATO to meet the on-time arrival of the train between two stations. The ATO speed curve is the initial train entry speed curve, that is, the speed result of the actual train control by ATO, which is the true value. The ATP protection curve is the theoretical curve to ensure the safe operation of the train. If the speed is exceeded, the ATP output braking and speed reduction will be triggered.

[0087] When the train receives a track code sequence or a high-number turnout packet from a siding, it obtains the actual turnout speed limit from the siding or the received high-number turnout packet. Based on this, it updates the currently estimated turnout speed limit and then optimizes the train's arrival speed curve. This embodiment considers not only time deviation but also arrival speed limits, and these arrival speed limits can be flexibly adjusted. The optimized arrival speed curve allows the train to adapt to different arrival speed limit time-sharing requirements.

[0088] In this embodiment, when the train operation plan is to stop at the next station and the ATO onboard equipment adds a speed limit section for the entry turnout, the currently estimated turnout speed limit is updated to obtain the updated estimated turnout speed limit; the train's entry speed curve is optimized based on the updated estimated turnout speed limit. This embodiment not only considers the time factor but also the entry speed limit, and the entry speed limit can be flexibly changed. It solves the technical problem in related technologies where time-division control of the train is only performed by estimating time deviation or fixing the target speed for the entry speed limit, resulting in a single control method that cannot well adapt to the time-division requirements of different entry speed limits.

[0089] Optionally, in one embodiment, referring to Figure 4, which is a flowchart illustrating a second embodiment of the train entry speed curve optimization method of the present invention, as shown in Figure 4, after step S10, the following is included:

[0090] Step S30: Use the updated estimated turnout speed limit as the current estimated turnout speed limit. When the operation plan changes, calculate the second difference between the train's arrival time and the current time, and use the second difference as the remaining time of the train's operation.

[0091] Step S40: If the remaining time of the train operation is greater than or equal to the preset time, then the distance between the current train position and the next station is used as the remaining distance, and the process returns to update the current estimated turnout speed limit to obtain the updated estimated turnout speed limit.

[0092] In this embodiment, after obtaining the updated estimated turnout speed limit, the updated estimated turnout speed limit is used as the current estimated turnout speed limit. When the train operation plan changes, the second difference between the train's arrival time and the current time is recalculated, and the second difference is used as the remaining time for the train to travel between the two stations.

[0093] If the remaining time for the train to travel between two stations is greater than or equal to the preset time, the distance between the current train position and the next station is recalculated and used as the remaining distance. The system then returns to update the currently estimated turnout speed limit, obtaining the updated estimated turnout speed limit. This means the turnout speed limit is redefined and used as the updated estimated turnout speed limit. Changes in the actual train entry signal position and the train stopping point are not part of the operational plan but are caused by updates to unknown train information. Changes in the train operational plan include changes in whether the train stops at the next station and / or changes in the train's arrival time. If the remaining time for the train to travel is less than the preset time, the turnout speed limit is not redefined. This embodiment avoids time-division calculation errors caused by fluctuations in the mobile communication network environment.

[0094] Optionally, in one embodiment, referring to Figure 5, which is a flowchart of the third embodiment of the train arrival speed curve optimization method of the present invention, as shown in Figure 5, after calculating the second difference between the train's arrival time and the current time, and using the second difference as the remaining time of train operation, the process includes:

[0095] Step S50: Obtain the time-division deviation adjustment value;

[0096] Step S60: Calculate the sum of the time deviation adjustment value and the second difference, and use the sum as the remaining time of train operation.

[0097] In this embodiment, if the second difference between the current time and the train's arrival time is used as the remaining time of the train's operation, a preset time deviation adjustment value is obtained. This value is signed. When the preset time deviation adjustment value is negative, the time deviation adjustment value is added to the second difference between the train's arrival time and the current time. The sum obtained is used as the remaining time of the train's operation, that is, the original remaining time of the train's operation is reduced, so as to increase the train's operating speed in the speed-limited section.

[0098] When the preset time deviation adjustment value is positive, the time deviation adjustment value is added to the second difference between the train's arrival time and the current time. The sum is used as the remaining time of the train's operation. That is, the original remaining time of the train's operation is increased, which reduces the train's operating speed in the speed-limited section and is used to make up for other calculation deviations and punctuality requirements.

[0099] Optionally, in one embodiment, the method includes:

[0100] When the train receives the actual position of the station entry signal, update the newly added speed limit section of the entry turnout on the ATO onboard equipment.

[0101] The train speed curve for entering the station is optimized based on the actual location of the entry signal and the updated speed limit section of the entry turnout.

[0102] In this embodiment, when the train receives the actual position of the entry signal, the speed limit section of the entry turnout added by the ATO on-board equipment is updated. That is, the estimated entry signal position is replaced by the actual entry signal position, and the updated speed limit section of the entry turnout is from the actual entry signal position to the train stopping point.

[0103] The train's arrival speed curve is optimized based on the actual arrival signal position and the updated speed limit section of the arrival turnout. A schematic diagram of the optimized train arrival speed curve is shown in Figure 3. Through this embodiment, after the train receives the actual arrival signal position, its arrival speed curve is optimized. Based on the optimized arrival speed curve, the train is controlled, ensuring that the train control meets the requirements of real-time control.

[0104] Optionally, in one embodiment, the method includes:

[0105] When the train operation plan is to stop at the station ahead and the ATO onboard equipment adds a speed-limited section for the entry turnout, the prescribed platform entry speed is obtained.

[0106] If the specified platform entry speed is less than or equal to the current estimated turnout speed limit, then the specified platform entry speed shall be used as the updated actual turnout speed limit.

[0107] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0108] In this embodiment, since some railway bureaus have requirements on the speed of trains entering the station platform, when the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the turnout entering the station, the prescribed platform entry speed is obtained and compared with the current turnout speed limit. If the prescribed platform entry speed is less than the current turnout speed limit, the prescribed platform entry speed is used as the updated actual turnout speed limit, and the train entry speed curve is optimized based on the updated actual turnout speed limit to achieve the requirement of fixed speed control for receiving trains at the station.

[0109] Optionally, in one embodiment, the method includes:

[0110] When a train receives a track code sequence or a large number turnout package from a siding, it obtains the track code sequence from the siding or the actual turnout speed limit from the large number turnout package.

[0111] The current turnout speed limit is updated based on the track code sequence of the siding train or the actual turnout speed limit received from the large number turnout packet, and the updated actual turnout speed limit is obtained.

[0112] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0113] In this embodiment, when the train receives a track code sequence or a large-number turnout package from the siding, the actual turnout speed limit is obtained from the track code sequence or the large-number turnout package. Based on the obtained actual turnout speed limit, the current turnout speed limit is updated to obtain the updated actual turnout speed limit. The train's arrival speed curve is then optimized based on the updated actual turnout speed limit, thereby controlling the train's arrival at the station and achieving flexible and efficient integrated time-sharing and control requirements. Referring to Figure 3, which is a schematic diagram of the optimized train arrival speed curve (ATO speed curve) of this invention. It is easy to understand that the current turnout speed limit in this embodiment can be the currently estimated turnout speed limit, the updated estimated turnout speed limit, or the actual turnout speed limit.

[0114] Secondly, embodiments of the present invention also provide a train entry speed curve optimization device.

[0115] In one embodiment, referring to Figure 6, which is a functional block diagram of an embodiment of the train arrival speed curve optimization device of the present invention, the train arrival speed curve optimization device includes:

[0116] The turnout speed limit update module 10 is configured to update the current estimated turnout speed limit when the train operation plan is to stop at the next station and the ATO on-board equipment adds a speed limit section for the turnout entering the station, so as to obtain the updated turnout speed limit.

[0117] The speed curve optimization module 20 is configured to optimize the train arrival speed curve based on the updated estimated turnout speed limit.

[0118] Optionally, in one embodiment, the turnout speed limit update module 10 is configured to:

[0119] The distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained.

[0120] Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations;

[0121] Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated.

[0122] By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated.

[0123] The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed;

[0124] The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit;

[0125] The preset formula is as follows:

[0126] In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

[0127] Optionally, in one embodiment, the turnout speed limit update module 10 is further configured to:

[0128] The updated estimated turnout speed limit is used as the current estimated turnout speed limit. When the operation plan changes, the second difference between the train's arrival time and the current time is calculated, and the second difference is used as the remaining time of the train operation.

[0129] If the remaining time of the train's operation is greater than or equal to the preset time, then the distance between the current train position and the next station is used as the remaining distance, and the process returns to update the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit.

[0130] Optionally, in one embodiment, the turnout speed limit update module 10 is further configured to:

[0131] Obtain the time-division deviation adjustment value;

[0132] The time deviation adjustment value is calculated and the second difference is added to obtain the remaining time of train operation.

[0133] Optionally, in one embodiment, the speed curve optimization module 20 is further configured to:

[0134] When the train receives the actual position of the station entry signal, update the newly added speed limit section of the entry turnout on the ATO onboard equipment.

[0135] The train speed curve for entering the station is optimized based on the actual location of the entry signal and the updated speed limit section of the entry turnout.

[0136] Optionally, in one embodiment, the turnout speed limit update module 10 is further configured to:

[0137] When the train operation plan is to stop at the station ahead and the ATO onboard equipment adds a speed-limited section for the entry turnout, the prescribed platform entry speed is obtained.

[0138] If the specified platform entry speed is less than or equal to the current estimated turnout speed limit, then the specified platform entry speed shall be used as the updated actual turnout speed limit.

[0139] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0140] Optionally, in one embodiment, the turnout speed limit update module 10 is further configured to:

[0141] When a train receives a track code sequence or a large number turnout package from a siding, it obtains the track code sequence from the siding or the actual turnout speed limit from the large number turnout package.

[0142] The current turnout speed limit is updated based on the track code sequence of the siding train or the actual turnout speed limit received from the large number turnout packet, and the updated actual turnout speed limit is obtained.

[0143] The train arrival speed curve is optimized based on the updated actual turnout speed limit.

[0144] The functions of each module in the above-mentioned train entry speed curve optimization device correspond to the steps in the above-mentioned train entry speed curve optimization method embodiment, and their functions and implementation processes will not be described in detail here.

[0145] Thirdly, embodiments of the present invention also provide an electronic device, the structure of which is shown in FIG7, including: a memory and a processor, wherein the processor is used to read and execute a computer program stored in the memory to implement the aforementioned method for optimizing the train entry speed curve.

[0146] Fourthly, embodiments of the present invention also provide a computer storage medium storing computer-executable instructions, which, when executed, implement the aforementioned method for optimizing train entry speed curves.

[0147] Fifthly, embodiments of the present invention provide a computer program product, which is stored in a storage medium and executed by at least one processor to implement the various processes of the above-described train entry speed curve optimization method embodiment, and can achieve the same technical effect. To avoid repetition, it will not be described again here.

[0148] Finally, it should be noted that some processes described in the embodiments of the present invention include multiple operations or steps that appear in a specific order. However, it should be understood that these operations or steps may not be executed in the order they appear in the embodiments of the present invention, or may be executed in parallel. The sequence number of the operation is only used to distinguish different operations, and the sequence number itself does not represent any execution order. In addition, these processes may include more or fewer operations, and these operations or steps may be executed sequentially or in parallel, and these operations or steps may be combined.

[0149] The above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for optimizing a train entry speed profile, characterized in that, The method includes: When the train operation plan is to stop at the next station and the ATO onboard equipment adds a speed limit section for the turnout entering the station, the current estimated turnout speed limit is updated to obtain the updated estimated turnout speed limit. The train arrival speed curve is optimized based on the updated estimated turnout speed limit.

2. The method of claim 1, wherein, The step of updating the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit includes: The distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits are obtained. Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations; Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated. By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated. The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed; The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit; The preset formula is as follows: In the formula, V x tx represents the maximum speed of the train before it enters the switch, d represents the constant speed travel time of the train before it enters the switch. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

3. The method of claim 1, wherein, After updating the current estimated turnout speed limit to obtain the updated estimated turnout speed limit, the process includes: The updated estimated turnout speed limit is used as the current estimated turnout speed limit. When the operation plan changes, the second difference between the train's arrival time and the current time is calculated, and the second difference is used as the remaining time of the train operation. If the remaining time of the train's operation is greater than or equal to the preset time, then the distance between the current train position and the next station is used as the remaining distance, and the process returns to update the currently estimated turnout speed limit to obtain the updated estimated turnout speed limit.

4. The method of claim 3, wherein, After calculating the second difference between the train's arrival time and the current time, and using this second difference as the remaining time for the train's journey, the process includes: Obtain the time-division deviation adjustment value; The time deviation adjustment value is calculated and the second difference is added to obtain the remaining time of train operation.

5. The method of claim 1, wherein, The method includes: When the train receives the actual position of the station entry signal, update the newly added speed limit section of the entry turnout on the ATO onboard equipment. The train speed curve for entering the station is optimized based on the actual location of the entry signal and the updated speed limit section of the entry turnout.

6. The method of claim 1, wherein, The method includes: When the train operation plan is to stop at the station ahead and the ATO onboard equipment adds a speed-limited section for the entry turnout, the prescribed platform entry speed is obtained. If the specified platform entry speed is less than or equal to the current estimated turnout speed limit, then the specified platform entry speed shall be used as the updated actual turnout speed limit. The train arrival speed curve is optimized based on the updated actual turnout speed limit.

7. The train entry speed curve optimization method according to claim 1, characterized in that, The method includes: When a train receives a track code sequence or a large number turnout package from a siding, it obtains the track code sequence from the siding or the actual turnout speed limit from the large number turnout package. The current turnout speed limit is updated based on the track code sequence of the siding train or the actual turnout speed limit received from the large number turnout packet, and the updated actual turnout speed limit is obtained. The train arrival speed curve is optimized based on the updated actual turnout speed limit.

8. A train entry speed curve optimization device, characterized in that, The device includes: The turnout speed limit update module is configured to update the current estimated turnout speed limit when the train operation plan is to stop at the station ahead and the ATO on-board equipment adds a speed limit section for the turnout entering the station, so as to obtain the updated estimated turnout speed limit. The speed curve optimization module is configured to optimize the train arrival speed curve based on the updated estimated turnout speed limit.

9. The apparatus for optimizing a train entry speed profile according to claim 8, wherein, The turnout speed limit update module is configured to: The system obtains the distance between two stations, the speed limit section of the newly added turnout on the ATO onboard equipment, the second acceleration of the train before entering the turnout, the first acceleration of the train after entering the turnout, and multiple preset turnout speed limits. Calculate the first difference between the arrival time of the train in the operation plan and the current time, and use the first difference as the running time of the train between the two stations; Substituting the distance between the two stations, the speed limit section of the turnout, the first acceleration, the second acceleration, and the i-th preset turnout speed limit into the preset formula, the maximum speed of the train before entering the turnout corresponding to the i-th preset turnout speed limit is calculated. By analogy, the maximum speed of the train before entering the turnout corresponding to each preset turnout speed limit is calculated. The maximum speed that is less than or equal to the train's maximum speed is determined as the target maximum speed; The preset turnout speed limit corresponding to the maximum value among the target maximum speeds is used as the updated estimated turnout speed limit; The preset formula is as follows: In the formula, V x t represents the maximum speed of the train before it enters the switch. x d represents the time it takes for the train to travel at a constant speed before entering the turnout. x The constant speed traveled by the train before entering the switch represents the distance S, the distance between the two stations, a2, and the second acceleration of the train before entering the switch. isw Let S represent the preset speed limit for the i-th turnout, a1 represent the first acceleration of the train after entering the turnout, and S represent the speed limit for the ith turnout. sw This indicates the distance of the speed-limited section of the newly added turnout at the ATO on-board equipment, and t indicates the travel time of the train between the two stations.

10. An electronic device, characterized in that, include: Memory and processor; The processor is configured to read and execute the computer program stored in the memory to implement the steps of the train entry speed curve optimization method as described in any one of claims 1-7.

11. A computer readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed, implement the steps of the train entry speed curve optimization method as described in any one of claims 1-7.

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