CN111469888A - Method and system for planning ATO (automatic train operation) rapid target curve - Google Patents
Method and system for planning ATO (automatic train operation) rapid target curve Download PDFInfo
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Abstract
The invention discloses a method and a system for planning an ATO (automatic train operation) rapid target curve of a train, which belong to the technical field of rail transit and are used for solving the technical problem that the ATO target curve of a train operation interval with complex speed limit change is difficult to plan, wherein the method comprises the following steps: 1) dividing a train running interval into a plurality of conventional speed limit change type subintervals; 2) respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves; 3) and sequentially connecting the rapid target curves corresponding to the sub-intervals to obtain the rapid target curve corresponding to the whole operation interval of the train. The method and the system for planning the ATO rapid target curve of the train have the advantages of simple operation process, easy realization, strong applicability and the like.
Description
Technical Field
The invention mainly relates to the technical field of rail transit, in particular to a method and a system for planning an ATO (automatic train operation) rapid target curve of a train.
Background
With the rapid development of rail transit, a Train Operation control system having an ATO (Automatic Train Operation) control function gradually becomes a standard configuration. The ATO control process is a process that the ATO calculates the control quantity according to the current state of the train to enable the train speed to track the target speed. Therefore, the planning of the target speed profile is a prerequisite for the implementation of ATO control. When the train running line environment is complex or the speed limit situation is complex due to the cross-station running, the curve planning of the target speed from the starting point to the end point by the traditional method has great difficulty.
Currently, there are three main target speed curves in a train ATO system: the fast target curve, the timing target curve and the energy-saving target curve are shown in fig. 1.
(1) Fast target curve
The rapid target curve is also called a time-saving target curve, as shown by a dotted curve in fig. 1, and the rapid target curve exerts the traction capacity and the braking capacity of the train as much as possible on the basis of ensuring the running safety of the train, and completes the whole running process in the shortest time. In order to fully exert the train capacity, the maximum acceleration is adopted in the acceleration stage, the maximum deceleration is adopted in the braking stage, and the speed approaches the speed limit as far as possible in the middle cruising stage.
(2) Timing target curve
The timing target curve is also called a quasi-point target curve, and as shown by a thin solid curve in fig. 1, the target running time of the train is made equal to the planned running time by adjusting the speed of the intermediate cruise phase or the acceleration and deceleration of the acceleration and deceleration phase according to the given planned running time on the basis of the quick target curve.
(3) Target curve of energy saving
Different from the time-saving target curve and the timing target curve, the energy-saving target curve not only needs to ensure the punctuality of the operation time, but also needs to reduce the operation energy consumption as much as possible, and because the train does not output power under the idle running working condition, the idle running working condition can be considered to be fully utilized to reduce the energy consumption in the process of constant speed operation, as shown in the thick solid curve in fig. 1.
According to the environmental complexity of the running line of the train, the speed limit change types of the running interval of the train can be divided into two types:
(1) conventional speed limit variation type
The conventional speed limit change type is that the speed limit change of an interval is from a low speed limit to a high speed limit and then to the low speed limit, the speed limit value is monotonously changed, namely, in the process of changing from the low speed limit to the high speed limit, the speed limit value is monotonously increased and no middle low speed limit exists, and in the process of changing from the high speed limit to the low speed limit, the speed limit value is monotonously decreased and no middle high speed limit exists, as shown in fig. 2.
(2) Complex speed limit variation type
Different from the conventional speed limit change type, the complex speed limit change type means that the speed limit value in the operation interval does not have monotonicity, the time is high and the time is low, and the whole interval has a plurality of high speed limit sections and a plurality of low speed limit sections, as shown in fig. 3.
Among the three target curves of the ATO, the fast target curve is the simplest and most basic one, which can become the basic curve for calculating the other two target curves (the timing target curve and the energy-saving target curve), and therefore, the planning of the fast target curve is the first problem that must be solved in the ATO system.
At present, the calculation methods of the rapid target curve mainly comprise 2 methods: direct calculation methods and bi-directional recursion algorithms.
(1) Direct calculation method
The direct calculation method is to calculate the kinematic state of the train, such as acceleration, speed, distance traveled, time traveled, etc., from the starting point in steps of time, distance, or speed, until the ending point is reached. The method is most practical, but the implementation steps are too complicated, and a large number of repeated iterative operations are needed, so that the efficiency is low, and when the speed limit condition of the train operation interval is slightly complex, the method is very difficult to adopt.
(2) Bidirectional recursion method
The bidirectional recursion method is characterized in that two running curves are obtained by respectively adopting forward traction calculation and reverse traction calculation from a starting point and an end point, and a complete target running curve is formed by solving the intersection point of the curves.
In summary, the existing fast target curve calculation method, whether being a direct calculation method or a bidirectional recursion method, cannot effectively solve the difficult problem of curve planning when the running interval has a complicated speed limit change situation.
Disclosure of Invention
The technical problem to be solved by the invention is as follows: aiming at the problems in the prior art, the invention provides a method and a system for planning the ATO rapid target curve of the train, which have the advantages of simple operation process, easy realization and strong applicability.
In order to solve the technical problems, the technical scheme provided by the invention is as follows:
a method for planning an ATO rapid target curve of a train is suitable for a train running interval with complex speed limit change and comprises the following steps:
1) dividing a train running interval into a plurality of conventional speed limit change type subintervals;
2) respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
3) and connecting the rapid target curves in sequence to obtain the rapid target curve corresponding to the whole running interval of the train.
As a further improvement of the above technical solution:
after the step 3), a step 4) is further included: and carrying out curve verification on the rapid target curve of the whole operation interval of the planned train so as to ensure the reasonability of the curve.
The curve checking method comprises the following steps: controlling the train to track the rapid target curve to run from the starting point of the train running interval to the end point of the train running interval by adopting the traction and braking calculation conditions which are completely the same as those in the curve planning in the step 2);
if the train tracking speed curve is consistent with the target speed curve, the planned fast target curve is reasonable, otherwise, the planned fast target curve is unreasonable.
The detailed steps of the step 1) are as follows:
1.1) searching all low speed limit sections in the train running interval; wherein, the low speed limit section means that the speed limit value of the section is lower than the speed limit value of the adjacent section;
1.2) judging whether each low speed limit section belongs to a connection section of two adjacent conventional speed limit change type subintervals to obtain each connection section;
1.3) dividing the train running interval into a plurality of conventional speed limit change type subintervals by taking each connecting section as a boundary section.
In step 1.2), the method for determining the connection section is as follows:
a) if no connection section exists before the low speed limit section, calculating a quick target curve by taking 0 as an initial speed from an operation starting point, wherein the end point of the quick target curve is the starting point of the low speed limit section, judging the speed of the end point of the quick target curve, if the speed is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the low speed limit section is not the connection section;
b) if a connection section appears before the low speed limit section, calculating a quick target curve by taking the terminal point of the last connection section as the starting point and the speed limit value of the last connection section minus the safety margin as the initial speed, wherein the terminal point of the quick target curve is the starting point of the low speed limit section, judging the speed of the terminal point of the quick target curve, if the terminal point is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the connection section is not the connection section;
c) if the low speed limit section is the last low speed limit section, calculating a fast target curve by taking an operation end point as a starting point and 0 as an initial speed, and if the end point of the fast target curve is the end point of the low speed limit section, judging the speed of the end point of the fast target curve, if the speed is greater than the speed limit value of the low speed limit section and meets a) or b), the low speed limit section is a connection section, otherwise, the low speed limit section is not the connection section.
In a) or b), calculating a fast target curve by adopting a forward calculation method; in c), a fast target curve is calculated using an inverse calculation method.
In the step 2), a direct calculation method or a bidirectional recursion method is adopted to carry out rapid target curve planning on each conventional speed limit change type subinterval.
The direct calculation method is that the kinematics state of the train is calculated step by step from the forward direction by taking time, distance or speed as step length from the starting point of the train running interval until the end point is reached, wherein the kinematics state comprises acceleration, speed, running distance and running time; the bidirectional recursion method is that two running curves are obtained by adopting forward traction calculation and reverse traction calculation from the starting point and the end point of a train running interval respectively, and a complete target running curve is formed by solving the intersection point of the curves.
The detailed process of the step 2) is as follows:
when the fast target curve planning of each conventional speed limit change type subinterval is carried out, the fast target curve planning of a connection section is not considered, namely, the starting point of the fast target curve of each conventional speed limit change type subinterval is the end point of the previous connection section, and if the starting point is the first conventional speed limit change type subinterval, the starting point of the fast target curve is the starting point of the section; the terminal point of each conventional speed limit change type subinterval is the starting point of the next connecting section, and if the terminal point is the last conventional speed limit change type subinterval, the terminal point of the rapid target curve is the terminal point of the train operation interval; for the connected segment, its fast target curve is a constant velocity curve.
The detailed process of the step 3) is as follows: and after the fast target curves of the conventional speed limit change type subintervals and the connection sections are planned, sequentially connecting the fast target curves from the beginning to the end of the train operation interval according to the sequence from the beginning to the end of the train operation interval, thereby obtaining a complete fast target curve from the beginning of the train operation interval to the end of the train operation interval, namely the fast target curve of the train operation interval.
The invention also discloses a system for planning the ATO rapid target curve of the train, which is suitable for the train running interval with complex speed limit change and comprises the following components:
the dividing module is used for dividing the train running interval into a plurality of conventional speed limit change type sub-intervals;
the planning module is used for respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
and the connecting module is used for sequentially connecting the rapid target curves to obtain the rapid target curve corresponding to the whole running interval of the train.
The invention further discloses a computer readable storage medium having stored thereon a computer program which, when run by a processor, performs the steps of the train ATO fast target curve planning method as described above.
The invention also discloses computer equipment which comprises a processor and a memory, wherein the memory is stored with a computer program, and the computer program is operated by the processor to execute the steps of the train ATO rapid target curve planning method.
Compared with the prior art, the invention has the advantages that:
the invention relates to a method and a system for planning an ATO (automatic train operation) quick target curve of a train, which divide a train operation interval with complex speed limit change into a plurality of simple conventional speed limit change type sub-intervals (conventional speed limit sub-intervals for short), perform independent curve planning on each conventional speed limit sub-interval respectively to obtain a plurality of corresponding quick target curves, and finally connect the quick target curves of each sub-interval in sequence to obtain the quick target curve of the whole train operation interval; the method has the advantages that the train operation interval with complex speed limit change is divided into a plurality of simple conventional speed limit sub-intervals, so that the curve planning process is greatly simplified, and the problem of ATO target curve planning when the speed limit situation is more complex due to complex train operation line environment or cross-station operation can be solved; the whole method is simple and convenient to operate, high in applicability and applicable to planning of ATO target curves of all rail transit trains such as subways, intercity railways, high-speed railways and main railways.
According to the method and the system for planning the ATO rapid target curve of the train, after the rapid target curve of the whole running interval of the train is obtained, curve verification is carried out, so that the reasonability of the rapid target curve is ensured; the curve checking method is simple and convenient to operate and accurate in checking process.
The method for planning the ATO rapid target curve of the train generally comprises the steps of conventional speed-limiting subinterval segmentation, conventional speed-limiting subinterval curve planning, curve connection and curve verification, wherein the steps are mutually independent and are sequentially executed, iteration does not exist, the process data volume is small, and the method is easy to realize.
Drawings
Fig. 1 is a diagram of a type of target speed profile in a prior art train AT0 system.
Fig. 2 is a schematic diagram of an operating section having a conventional speed limit variation type.
Fig. 3 is a schematic diagram of an operating interval having a complex speed limit variation type.
FIG. 4 is a flow chart of an embodiment of the method of the present invention.
FIG. 5 is a number diagram of a speed-limiting section according to the present invention.
FIG. 6 is a schematic diagram illustrating the determination of the first linking section according to the present invention.
FIG. 7 is a diagram illustrating the determination of the last linking segment in the present invention.
Fig. 8 is a schematic diagram illustrating the division of each conventional speed limit change type sub-section according to the present invention.
Fig. 9 is a schematic diagram of a rapid target curve planning for each conventional speed limit change type subinterval in the present invention.
FIG. 10 is a schematic diagram of fast target curve planning for each connection segment according to the present invention.
Fig. 11 is a schematic diagram of a fast target curve of the whole operation interval of the train in the invention.
Detailed Description
The invention is further described below with reference to the figures and the specific embodiments of the description.
As shown in fig. 4, the method for planning a train ATO rapid target curve of the embodiment is applicable to a train operation interval with complex speed limit change, wherein the speed limit change in the train operation interval with complex speed limit change does not have monotonicity, and the time is high and low, and the whole interval has a plurality of high speed limit sections and a plurality of low speed limit sections, which can be specifically shown in fig. 3; the method specifically comprises the following steps:
1) dividing a train running interval into a plurality of conventional speed limit change type subintervals;
2) respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
3) and connecting the rapid target curves in sequence to obtain the rapid target curve corresponding to the whole running interval (from the starting point to the end point) of the train.
The method for planning the ATO rapid target curves of the train divides a train running interval with complex speed limit change into a plurality of simple sub-intervals (called conventional speed limit sub-intervals for short, the same below), then carries out independent curve planning on each conventional speed limit sub-interval to obtain a plurality of corresponding rapid target curves, and finally connects the rapid target curves of each sub-interval in sequence to obtain the rapid target curves of the train running interval; the method has the advantages that the train running interval with complex speed limit change is divided into a plurality of simple conventional speed limit sub-intervals, so that the curve planning process is greatly simplified, and the problem of ATO target curve planning when the speed limit situation is more complex due to complex train running line environment or cross-station running can be solved; the whole method is simple and convenient, has strong applicability, and is suitable for planning ATO target curves of all rail transit trains such as subways, intercity railways, high-speed railways, main railways and the like.
In this embodiment, after step 3), the method further includes step 4): the method comprises the following steps of performing curve verification on a rapid target curve of a whole planned train operation interval to ensure the reasonability of the curve, and specifically, the curve verification method comprises the following steps: controlling the train to track the rapid target curve to run from the starting point of the train running interval to the end point of the train running interval by adopting the traction and braking calculation conditions which are completely the same as those in the curve planning in the step 4); if the train tracking speed curve is consistent with the rapid target speed curve, the planned rapid target curve is reasonable, otherwise, the planned rapid target curve is unreasonable, and reasons need to be searched and re-planned.
In this embodiment, the detailed steps of step 1) are:
1.1) searching all low speed limit sections in the train running interval; wherein, the low speed limit section means that the speed limit value of the section is lower than the speed limit value of the adjacent section;
1.2) judging whether each low speed limit section belongs to a connection section of two adjacent conventional speed limit change type subintervals to obtain each connection section;
1.3) dividing the train running interval into a plurality of conventional speed limit change type subintervals by taking each connecting section as a boundary section.
The segmentation method is simple and convenient to operate and easy to realize.
Specifically, in step 1.2), the method for determining the connection segment is as follows:
a) if no connection section exists before the low speed limit section, calculating a quick target curve by taking 0 as an initial speed from an operation starting point, wherein the end point of the quick target curve is the starting point of the low speed limit section, judging the speed of the end point of the quick target curve, if the speed is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the low speed limit section is not the connection section;
b) if a connection section appears before the low speed limit section, calculating a quick target curve by taking the terminal point of the last connection section as the starting point and the speed limit value of the last connection section minus the safety margin as the initial speed, wherein the terminal point of the quick target curve is the starting point of the low speed limit section, judging the speed of the terminal point of the quick target curve, if the terminal point is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the connection section is not the connection section;
c) if the low speed limit section is the last low speed limit section, calculating a fast target curve by taking an operation end point as a starting point and 0 as an initial speed, and if the end point of the fast target curve is the end point of the low speed limit section, judging the speed of the end point of the fast target curve, if the speed is greater than the speed limit value of the low speed limit section and meets a) or b), the low speed limit section is a connection section, otherwise, the low speed limit section is not the connection section.
In the embodiment, in a) or b), a forward calculation method is adopted to calculate a fast target curve; in c), a fast target curve is calculated using an inverse calculation method.
In this embodiment, in step 2), a direct calculation method or a bidirectional recursion method is adopted to perform fast target curve planning on each conventional speed limit change type subinterval. Specifically, the direct calculation method is to calculate the kinematic state of the train from the forward direction step by taking time, distance or speed as a step from the starting point of the train operation interval until the end point is reached, wherein the kinematic state comprises acceleration, speed, operation distance and operation time; the bidirectional recursion method is that two running curves are obtained by adopting forward and reverse traction calculation from the starting point and the end point of a train running interval respectively, and a complete target running curve is formed by solving the intersection point of the curves.
In this embodiment, the detailed process of step 2) is: when the fast target curve planning of each conventional speed limit change type subinterval is carried out, the fast target curve planning of a connection section is not considered, namely, the starting point of the fast target curve of each conventional speed limit change type subinterval is the end point of the previous connection section, and if the starting point is the first conventional speed limit change type subinterval, the starting point of the fast target curve is the starting point of the section; the terminal point of each conventional speed limit change type subinterval is the starting point of the next connecting section, and if the terminal point is the last conventional speed limit change type subinterval, the terminal point of the rapid target curve is the terminal point of the train operation interval; for the connected section, its fast target curve is a constant speed curve.
In this embodiment, the detailed process of step 3) is: and after the fast target curves of the conventional speed limit change type subintervals and the connection sections are planned, sequentially connecting the fast target curves from the beginning to the end of the train operation interval according to the sequence from the beginning to the end of the train operation interval, thereby obtaining a complete fast target curve from the beginning of the train operation interval to the end of the train operation interval, namely the fast target curve of the train operation interval.
The above method is further illustrated below with reference to a complete embodiment:
1. partitioning of conventional rate-limiting sub-intervals
1.1 speed-limiting sector numbering
For each speed-limited section of the train operation section, the speed-limited sections are numbered in a certain sequence (for example, from the starting point to the end point of the train operation section), for example, S1，S2，S3…, as shown in FIG. 5;
1.2 searching low speed limit section
For any section SiIf, if
And is
Then section SiIs a low speed limit section, and according to the rule, the low speed limit section in FIG. 5 is S3And S6；
1.3 determination of connecting sections
For low speed limit section S3If the curve is as shown in (a) of FIG. 6, S is calculated as a fast target curve starting from the starting point by the method b) since the connecting section does not appear before and is not the last low speed limit section3For connecting segments, S is shown in FIG. 6 (b)3Is a non-connecting segment;
for low speed limit section S6Assume the preceding S3To connect the segments, then from S4Starting from a starting point of (A) to calculate a fast target curve, while starting from S6If the last low speed limit section is, a fast target curve is calculated reversely from the end point of the section, and if the two curves respectively satisfy b) and c), as shown in fig. 7, S is6Is a connecting section;
1.4, dividing the conventional speed-limiting subintervals
After the connection zone is determined, the connection zone is taken as a boundary zone, and the operation zone is divided into a plurality of conventional speed-limiting variation type sub-zones (i.e. conventional speed-limiting sub-zones), as shown in fig. 8, because of S3And S6For the connection section, the operation section can be divided into 3 conventional speed limit variation type sub-sections, respectively Z1(S1-S2-S3)、Z2(S3-S4-S5-S6)、Z3(S6-S7-S8-S9-S10)；
2. Conventional speed limit subinterval curve planning
Because the segmented conventional speed-limiting subintervals are conventional speed-limiting change type intervals, the rapid target curve planning of each conventional speed-limiting subinterval is carried out by adopting a direct calculation method or a bidirectional recursion method to obtain a plurality of rapid target curves;
for convenience of curve connection, when a fast target curve of each conventional speed-limiting subinterval is planned, the curve planning of a connection section is not considered, namely, the starting point of the fast target curve of each conventional speed-limiting subinterval is the end point of the previous connection section (if the fast target curve is the first conventional speed-limiting subinterval, the starting point of the curve is the starting point of the section), and the end point of each conventional speed-limiting subinterval is the starting point of the next connection section (if the fast target curve is the last conventional speed-limiting subinterval, the end point of the curve is the end point of the section), as shown in fig. 9;
for the link segment, the fast target curve is the cruise speed curve, as shown in FIG. 10;
3. curved connections
After the fast target curve planning of each conventional speed-limiting subinterval and the connection section is completed, the curves are connected in the order from near to far from the starting point of the interval, so that a complete fast target curve from the starting point to the end point of the interval is obtained, as shown in fig. 11.
4. Curve verification
Finally, in order to ensure the rationality of the planned fast target curve, the planned fast target curve is verified, and the verification method comprises the following steps: and (3) controlling the train to track the rapid target curve to run from the starting point of the interval to the end point of the interval by adopting the traction and brake calculation conditions which are completely the same as those in the curve planning, wherein if the train tracking speed curve is consistent with the target speed curve, the planned rapid target curve is reasonable, otherwise, the reason of the target curve needs to be searched and planned again.
The invention also discloses a system for planning the ATO rapid target curve of the train, which is suitable for the train running interval with complex speed limit change and comprises the following components:
the dividing module is used for dividing the train running interval into a plurality of conventional speed limit change type sub-intervals;
the planning module is used for respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
and the connecting module is used for sequentially connecting the rapid target curves to obtain the rapid target curve corresponding to the whole running interval of the train.
The train ATO rapid target curve planning system is used for executing the standard method, has the advantages of the method, and is simple in overall structure and easy to implement.
The invention further discloses a computer readable storage medium having stored thereon a computer program which, when run by a processor, performs the steps of the train ATO fast target curve planning method as described above.
The invention also discloses computer equipment which comprises a processor and a memory, wherein the memory is stored with a computer program, and the computer program is operated by the processor to execute the steps of the train ATO rapid target curve planning method.
All or part of the flow of the method of the embodiments may be implemented by a computer program, which may be stored in a computer-readable storage medium and executed by a processor, to implement the steps of the embodiments of the methods. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, recording medium, U.S. disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution media, and the like. All or part of the flow of the method of the embodiments may be implemented by a computer program, which may be stored in a computer-readable storage medium and executed by a processor, to implement the steps of the embodiments of the methods. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer readable medium may include: any entity or device capable of carrying computer program code, recording medium, U.S. disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution media, and the like.
The above is only a preferred embodiment of the present invention, and the protection scope of the present invention is not limited to the above-mentioned embodiments, and all technical solutions belonging to the idea of the present invention belong to the protection scope of the present invention. It should be noted that modifications and embellishments within the scope of the invention may be made by those skilled in the art without departing from the principle of the invention.
Claims (13)
1. A method for planning an ATO rapid target curve of a train is suitable for a train running interval with complex speed limit change, and is characterized by comprising the following steps:
1) dividing a train running interval into a plurality of conventional speed limit change type subintervals;
2) respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
3) and connecting the rapid target curves in sequence to obtain the rapid target curve corresponding to the whole running interval of the train.
2. The train ATO rapid target curve planning method of claim 1, further comprising, after the step 3), a step 4): and carrying out curve verification on the rapid target curve of the whole operation interval of the planned train so as to ensure the reasonability of the curve.
3. The train ATO rapid target curve planning method according to claim 2, wherein said curve verification method is: controlling the train to track the rapid target curve to run from the starting point of the train running interval to the end point of the train running interval by adopting the traction and braking calculation conditions which are completely the same as those in the curve planning in the step 2);
if the train tracking speed curve is consistent with the target speed curve, the planned fast target curve is reasonable, otherwise, the planned fast target curve is unreasonable.
4. The train ATO rapid target curve planning method according to claim 1, 2 or 3, characterized in that the detailed steps of step 1) are:
1.1) searching all low speed limit sections in the train running interval; wherein, the low speed limit section means that the speed limit value of the section is lower than the speed limit value of the adjacent section;
1.2) judging whether each low speed limit section belongs to a connection section of two adjacent conventional speed limit change type subintervals to obtain each connection section;
1.3) dividing the train running interval into a plurality of conventional speed limit change type subintervals by taking each connecting section as a boundary section.
5. The train ATO rapid target curve planning method according to claim 4, wherein in step 1.2), the method for judging the connection section is:
a) if no connection section exists before the low speed limit section, calculating a quick target curve by taking 0 as an initial speed from an operation starting point, wherein the end point of the quick target curve is the starting point of the low speed limit section, judging the speed of the end point of the quick target curve, if the speed is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the low speed limit section is not the connection section;
b) if a connection section appears before the low speed limit section, calculating a quick target curve by taking the terminal point of the last connection section as the starting point and the speed limit value of the last connection section minus the safety margin as the initial speed, wherein the terminal point of the quick target curve is the starting point of the low speed limit section, judging the speed of the terminal point of the quick target curve, if the terminal point is greater than the speed limit value of the low speed limit section, the low speed limit section is the connection section, otherwise, the connection section is not the connection section;
c) if the low speed limit section is the last low speed limit section, calculating a fast target curve by taking an operation end point as a starting point and 0 as an initial speed, and if the end point of the fast target curve is the end point of the low speed limit section, judging the speed of the end point of the fast target curve, if the speed is greater than the speed limit value of the low speed limit section and meets a) or b), the low speed limit section is a connection section, otherwise, the low speed limit section is not the connection section.
6. The train ATO fast target curve planning method according to claim 5, wherein in a) or b), the fast target curve is calculated by using a forward calculation method; in c), a fast target curve is calculated using an inverse calculation method.
7. The train ATO rapid target curve planning method according to claim 1, 2 or 3, characterized in that in step 2), rapid target curve planning is performed for each conventional speed limit change type subinterval by using a direct calculation method or a bidirectional recursion method.
8. The method for planning the ATO rapid target curve of the train according to claim 7, wherein said direct calculation method is to calculate the kinematic state of the train from the forward direction step by step with time, distance or speed from the start point of the train operation section until the end point is reached, wherein the kinematic state includes acceleration, speed, operation distance, operation time; the bidirectional recursion method is that two running curves are obtained by adopting forward traction calculation and reverse traction calculation from the starting point and the end point of a train running interval respectively, and a complete target running curve is formed by solving the intersection point of the curves.
9. The train ATO rapid target curve planning method according to claim 1, 2 or 3, characterized in that the detailed process of step 2) is:
when the fast target curve planning of each conventional speed limit change type subinterval is carried out, the fast target curve planning of a connection section is not considered, namely, the starting point of the fast target curve of each conventional speed limit change type subinterval is the end point of the previous connection section, and if the starting point is the first conventional speed limit change type subinterval, the starting point of the fast target curve is the starting point of the section; the terminal point of each conventional speed limit change type subinterval is the starting point of the next connecting section, and if the terminal point is the last conventional speed limit change type subinterval, the terminal point of the rapid target curve is the terminal point of the train operation interval; for the connected segment, its fast target curve is a constant velocity curve.
10. The train ATO rapid target curve planning method according to claim 9, wherein the detailed process of the step 3) is as follows: and after the fast target curves of the conventional speed limit change type subintervals and the connection sections are planned, sequentially connecting the fast target curves from the beginning to the end of the train operation interval according to the sequence from the beginning to the end of the train operation interval, thereby obtaining a complete fast target curve from the beginning of the train operation interval to the end of the train operation interval, namely the fast target curve of the train operation interval.
11. A train ATO rapid target curve planning system is suitable for a train operation interval with complex speed limit change, and is characterized by comprising the following steps:
the dividing module is used for dividing the train running interval into a plurality of conventional speed limit change type sub-intervals;
the planning module is used for respectively carrying out rapid target curve planning on each conventional speed limit change type subinterval to obtain a plurality of corresponding rapid target curves;
and the connecting module is used for sequentially connecting the rapid target curves to obtain the rapid target curve corresponding to the whole running interval of the train.
12. A computer readable storage medium having stored thereon a computer program, wherein the computer program is executed by a processor to perform the steps of the train ATO fast target curve planning method according to any one of claims 1 to 10.
13. A computer arrangement comprising a processor and a memory, said memory having stored thereon a computer program, characterized in that said computer program is executed by the processor for performing the steps of the train ATO fast target curve planning method according to any of the claims 1-10.
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