WO2018121691A1

WO2018121691A1 - Train automatic control method and apparatus, and vehicle-mounted automatic train operation system

Info

Publication number: WO2018121691A1
Application number: PCT/CN2017/119537
Authority: WO
Inventors: 胡仁强; 卓开阔; 薄云览; 王发平
Original assignee: 比亚迪股份有限公司
Priority date: 2016-12-29
Filing date: 2017-12-28
Publication date: 2018-07-05
Also published as: CN107878510B; CN107878510A

Abstract

A train automatic control method and apparatus, and a vehicle-mounted automatic train operation system (ATO). The method comprises : obtaining an arrival time point of a target station needing to be stopped in operation of a train and a current time point (101); obtaining a distance between a current position of the train and the target train (102); obtaining an optimal operation curve of the train according to the arrival time point, the current time point and preset rail information in a current operation range of the train (103); and controlling the train to operate according to the optimal operation curve (104). In the embodiment, the vehicle-mounted automatic train operation system (ATO) can compute and adjust an operation curve of the train in real in an operation range according to an arrival time point sent by an automatic supervision system (ATS) of the train and a current time point of a system, so that the train can drive in the whole operation range according to the optimal operation curve, and the train can reach a preset stop position at an accurate arrival time point, and the probability of late or early arrival of the train to a station can be decreased.

Description

Automatic train control method and device and on-vehicle automatic train running system

Cross-reference to related applications

The present application is based on a Chinese patent application filed on Jan. 29, 2016, the entire disclosure of which is hereby incorporated by reference.

Technical field

The invention relates to the technical field of train safety, in particular to a train automatic control method and device and an on-vehicle automatic train operation system.

Background technique

The automatic train protection (ATP) on the existing train can calculate the safety protection curve of the train according to the safe speed limit of the train and the performance parameters of the train.

In order to ensure the on-time operation of the train, the train's running schedule is calculated by the automatic train supervision (ATS) on the ground. The ATS calculates the running speed of the train according to the train's running schedule and the train position, and then passes the train. The vehicle's wireless or active transponder sends the speed to the train. The automatic train operation (ATO) controls the train to run automatically according to the ATS transmission speed or the fastest interval running speed under the ATP safety protection curve. In the process of controlling the train operation according to the fastest running speed or the running speed of the ATS, the ATO cannot guarantee that there will be no comparison between the time when the train runs to the next station and the arrival time specified on the train running timetable. Great time difference. Especially when the train is in the interval driving, the train may temporarily stop for other reasons. When the ATO is still driving according to the running speed of the ATS, it may cause a delay. If driving at the fastest speed, it may cause the station to arrive in advance, affecting the other. The running schedule of the train, or other operations that affect the station, such as track inspection, cleaning, etc.

Summary of the invention

The present invention aims to solve at least one of the technical problems in the related art to some extent.

To this end, an object of the present invention is to provide a train automatic control method which can calculate and adjust a train running curve in real time during a section operation process according to the arrival time of the ATS and the current time of the system, so that the train running curve can be calculated and adjusted in real time during the interval operation. The train can travel according to the optimal running curve throughout the operation interval, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.

Another object of the present invention is to provide an automatic train control device.

Another object of the present invention is to propose an onboard ATO.

In order to achieve the above object, the automatic train control method proposed by the first aspect of the present invention includes:

Obtain the arrival time and current time of the target station that needs to stop in front of the train operation;

Obtaining a distance between a current location where the train is located and the target station;

Obtaining an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train;

The train is controlled to operate in accordance with the optimal operating curve.

The automatic train control method proposed by the first aspect of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system, so that the train is in the entire operating interval. The vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.

In order to achieve the above object, an automatic train control device according to a second aspect of the present invention includes:

a first obtaining module, configured to obtain an arrival time and a current time of a target station that needs to be parked in front of the train operation;

a second acquiring module, configured to acquire a distance between a current location where the train is located and the target station;

a third acquiring module, configured to acquire an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train;

And a control module, configured to control the train to operate according to the optimal running curve.

The automatic train control device proposed by the second embodiment of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system, so that the train is in the entire operating interval. The vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.

In order to achieve the above object, the in-vehicle ATO proposed by the embodiment of the third aspect of the present invention includes:

The automatic train control device proposed in the second embodiment of the present invention.

The onboard ATO proposed by the embodiment of the third aspect of the present invention automatically calculates and adjusts the running curve of the train in real time according to the arrival time of the ATS and the current time of the system according to the ATS, so that the train is in the entire operating interval. The vehicle can travel according to the optimal running curve, so that the train can reach the predetermined parking position with a more accurate arrival time point, and the probability of the train running late or arriving early is reduced.

The additional aspects and advantages of the invention will be set forth in part in the description which follows.

DRAWINGS

The above and/or additional aspects and advantages of the present invention will become apparent and readily understood from

1 is a schematic flow chart of a train automatic control method according to an embodiment of the present invention;

2 is a schematic flow chart of adjusting an fastest running curve to obtain an optimal running curve according to an embodiment of the present invention;

3 is a schematic diagram of application of a train automatic control method according to an embodiment of the present invention;

4 is a schematic structural diagram of an automatic train control device according to an embodiment of the present invention;

FIG. 5 is a schematic structural diagram of a third acquiring module according to an embodiment of the present disclosure;

FIG. 6 is a schematic structural diagram of a vehicle-mounted ATO according to an embodiment of the present invention.

detailed description

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the accompanying drawings, in which the same or similar reference numerals indicate the same or similar modules or modules having the same or similar functions. The embodiments described below with reference to the accompanying drawings are intended to be illustrative of the invention and are not to be construed as limiting. Rather, the invention is to cover all modifications, modifications and equivalents within the spirit and scope of the appended claims.

1 is a schematic flow chart of a method for automatically controlling a train according to an embodiment of the present invention. The automatic train control method includes the following steps:

S101: Obtain an arrival time and a current time of a target station that needs to be stopped in front of the train operation.

In this embodiment, the main body of the train automatic control method is the onboard ATO. The onboard ATO can receive the arrival time of the desired train sent by the ground ATS to the next station and the current time. The ATS can calculate a train schedule that includes the arrival time of the desired train to each station. The ATS can locate the position of the train. After reaching the preset communication cycle, the target station that needs to be parked in front of the train can be determined according to the positioning of the train, and the desired train can be obtained from the operation table. The arrival time of the target station. After obtaining the arrival time to the target station, the ATS can send the arrival time and the current time to the train through the vehicle-to-ground wireless communication. The onboard ATO can receive the arrival time and current time sent by the ATS through the vehicle wireless communication. In this embodiment, during the automatic operation of the train, the ATS does not need to calculate the rough running speed between the stations, but directly sends the current time to the station time and the ground system to the onboard ATO, thereby simplifying the ATS and reducing the load of the ATS. .

S102. Obtain a distance between a current location where the train is located and the target station.

The onboard ATO can locate the running position of the train and get the current position of the train. Preferably, the ATS can simultaneously transmit the identity of the target station to the onboard ATO when transmitting to the onboard ATO to the station time and the current time. The in-vehicle ATO stores the location information of each station on the running line. After obtaining the identification of the target station, the location information of the target station can be obtained according to the identifier of the target station. Specifically, the ATO may store an operation line. After obtaining the current position, the target station that needs to be stopped in front may be determined from the operation line according to the current position; or the location information of the target station may be determined according to the identifier of the target station. .

After obtaining the position information of the current position of the train and the position information of the target station, the distance between the current position of the train and the target station can be calculated.

S103. Obtain an optimal running curve of the train based on the arrival time, the current time, the distance, and the preset orbit information of the current running interval of the train.

After the target station is determined, the current running range of the train can be determined according to the current location of the train and the target station. In practical applications, in order to carry out safety protection and automatic control of the train, preset orbit information of all operating sections is stored in the onboard ATO of the train. The preset track information includes: a limit speed of the running section, a reference acceleration of the running section, and a deceleration.

After acquiring the orbit information, the onboard ATO can obtain the fastest running of the train under the safe speed limit condition according to the distance between the current position of the train and the target station, the speed limit of the running interval, the reference acceleration and the deceleration of the running interval. curve. In this embodiment, after obtaining the fastest running curve, the fastest running speed when the car is running in the fastest running curve can be obtained, and the fastest speed required after the car runs to the target station in the fastest running curve. operation hours.

In one embodiment, it is assumed that the line speed limit conditions on the preset track are: (S ₀ , V ₀ , D ₀ ), (S ₁ , V ₁ , D ₁ ), (S ₂ , V ₂ , D ₂ ) ... (S _n , V _n , D _n ), wherein the segmental speed limit parameter (S _x , V _x , D _x ) of the segment x represents the speed limit from the position S _x in the range of the front D _x distance V _x ; and the speed limit curve can be expressed as a curve in which S _x is a continuous position, and x is a natural number from 1 to n. S _n is the parking point. At S _n , the speed limit of V _n is 0, S ₀ is the current vehicle position, and V _n is the actual speed limit.

In order to simplify the calculation, the principle is explained, assuming that the train is running evenly (for example with acceleration a _tract ), uniform speed, or even deceleration (for example with deceleration - a _brake ). The fastest running curve of the train from the current position to the safe speed limit of the target position generally includes the traction curve and the braking curve.

The braking curve can be calculated by using a speed limit condition, a deceleration-a _brake, and a target parking position, and specifically includes the following steps:

(a1) Starting from the last segment x=n, the fastest speed FV _x of the S _x position of the current segment is obtained according to the limit condition. Since the need to stop at the position S _n, S _n at the fastest speed of the vehicle position FV _n = 0.

(a2) Calculate the fastest running speed FV _{x-1 of the} position S _x-1 based on the segmental speed limit parameter of the previous segment _x-1 . For segment n-1, the segmentation speed limit parameters are: (S _n-1 , V _n-1 , D _n-1 ).

First, calculate the distance Δd required to perform the uniform deceleration according to the -a _brake during the deceleration from the speed V _n-1 to the FV _n . The running distance Δd during deceleration can be calculated according to the following formula (1).

Δd=average running speed* running time=

Next, the magnitude relationship between Δd and the length D _{n-1 of the} segment n-1 is judged. If Δd is less than or equal to the length D _n-1 of the segment _n-1 , it indicates that the segment n-1 is sufficiently long to start decelerating at the position of D _n-1 + D _{n-1 -} Δd, and can be decelerated to a distance of Δd. FV _n , that is, S _n-1 + D _{n-1 -} Δd can be used as the deceleration start position S _decelerate . Thereby, it is possible to obtain that the fastest running speed at S _n-1 and the deceleration start position S _decelerate is V _n-1 .

If Δd is greater than the length of the sections D n-1, _n-1, S _n-1 explained at the start deceleration is still insufficient to S _n of the speed will drop to FV _n, speed in advance prior to S _{n 1-position} reduce. That is, in the D _n-1 distance in the interval from the position S _n-1 to the position S _n , the vehicle always performs the uniform deceleration motion. According to the formula (1) derived do the reverse, the fastest speed available position S _n-1 of FV _n-1 is:

Thereby, the fastest running speed FV _n-1 at the position Sn _-1 can be obtained.

(a3) Move the current interval x forward to x=x-1, and repeat steps (a1), (a2) until the deceleration start position S _{decelerate is obtained} , thereby completing the braking curve.

Then, according to the braking curve corresponding to the fastest running curve obtained above, and the speed limit condition, a _tract , current vehicle position and speed, the traction curve portion of the fastest running curve is obtained. Calculating the traction curve of the fastest running curve of the train includes the following steps:

(b1) Starting from the current position of the train, calculate the possible traction speed curve of the train in uniform acceleration motion with acceleration a _tract . Similar to the method of calculating the brake curve, the driving condition of the starting section is changed from the parking position and the parking speed 0 to the current position and the current speed. Therefore, it will not be repeated here.

(b2) When the traction speed curve intersects the braking speed curve, the intersecting position is the braking start position S _decelerate at which the vehicle starts to brake under the traction speed curve.

(b3) Combine the traction speed curve and the braking speed curve to obtain the complete fastest running curve.

Specifically, the onboard ATO can acquire the desired running time according to the arrival time and the current time. When the train arrives at the target station at the expected running time, the train can arrive on time. After the fastest running time is obtained, the expected running time can be compared with the fastest running time, and it can be determined whether the train can arrive on time according to the fastest running curve. If it can arrive on time, it means that the fastest running time is consistent with the expected running time, then the control train can run according to the fastest running curve. At this time, the fastest running curve is the optimal running curve, and then S104 is executed.

If it is determined that the train can not arrive on time according to the fastest running curve, it is determined whether it is late to arrive or arrive in advance. When it is determined that the train will run ahead of the station according to the fastest running curve, that is, the fastest running time is less than the expected arrival time, the fastest running curve needs to be adjusted according to the expected running time and the fastest running time to get the best operation. curve. When the fastest running time is greater than the expected arrival time, it means that the train still runs at the fastest speed and still does not reach the arrival time required by the ATS. In this case, it needs to run according to the fastest running curve.

When the fastest running time is less than the expected arrival time, it means that the train running according to the fastest speed curve will cause the train to arrive early, which may affect other trains. At this time, the fastest running curve needs to be adjusted to get the most train. Good running curve. When the train is operating according to the optimal operating curve, the time difference between the running time required to reach the target station and the expected running time is within a preset error range.

Specifically, the speed limit of the train can be reduced, and the running curve of the train can be recalculated until the calculated intermediate running time required for the train to reach the target station under the intermediate running curve is equal to the expected running time, or the required intermediate running time and expectation The time difference of the running time is within the allowable error range, and the intermediate running curve at this time is the optimal running curve.

Specifically, an adjustment rule is preset, and the speed limit is adjusted based on the adjustment rule, and after the adjustment, a new value is calculated according to the adjusted speed limit, the reference acceleration and the deceleration, and the distance between the current position and the target station. The middle running curve.

FIG. 2 is a schematic flowchart of an optimal running curve obtained by adjusting a fastest running curve according to an embodiment of the present invention.

S201. Obtain an average value of the fastest running speed and the minimum running speed.

In this embodiment, a minimum operating speed is set in advance, for example, the value of the minimum operating speed may be set to zero. Since the fastest running time is less than the expected arrival time, the average of the fastest running speed and the lowest running speed can be obtained.

S202, taking the average value as the highest speed limit.

After the average is obtained, the average can be used as the highest speed limit, thus reducing the maximum speed limit. For example, when the minimum operating speed value is 0, the highest speed limit can be reduced to half of the fastest running speed.

S203. Recalculate the running curve according to the highest limit speed to obtain an intermediate running curve.

Further, the intermediate operation of the train under the highest speed limit condition can be calculated according to the distance between the current position of the train and the target station, the highest speed limit of the operation interval, the reference acceleration and the deceleration of the operation interval. curve. After obtaining the intermediate running curve, the intermediate running time and the expected running time required by the following vehicle to the target station can be obtained based on the intermediate running curve, and finally the optimal running curve is obtained. The specific process can be described in the following steps.

S204. Obtain a time difference between an intermediate running time of the intermediate running curve and a desired running time.

S205. Determine whether the time difference is within a preset error range.

In practical applications, an error range can be set for each train. If the time difference between the train arrival time and the arrival time required by the ATS is within the error range, it can be indicated that the train arrives on time.

If it is determined that the time difference is not within the preset error range, then S206 is performed; if it is determined that the time is within the preset error range, then S207 is performed.

S206. Compare the intermediate running time with the expected running time.

If the running time is compared to the expected running time, it indicates that the speed is too fast, and the station will arrive in advance. If the speed limit is still needed, execute S207. If the running time is greater than the expected running time, it indicates that the speed is too slow, and the station cannot be stopped on time. In this case, the current speed limit needs to be increased, and S208 is executed.

S207. If the intermediate running time is compared to the expected running time, the current highest limiting speed is used as the fastest running speed.

In order to further reduce the maximum speed limit, the highest speed limit can be used as the fastest running speed, and then return to S201, at which time the average value acquired at S201 will become 1/4 of the fastest running speed, thereby being able to be lowered. The highest speed limit.

S208. If the intermediate running time is greater than the expected running time, the current highest limiting speed is used as the minimum running speed.

In order to further increase the maximum speed limit, the highest speed limit obtained is taken as the minimum speed, so that the minimum speed is changed from 0 to 1/2 of the fastest speed, and then returns to S201, which is acquired at S201. The average will become 3/4 of the fastest speed, which increases the maximum speed limit.

S209, the intermediate running curve is taken as the optimal running curve.

It should be noted that, in this embodiment, in step S201, the average value of the fastest running speed and the lowest running speed is used as the highest limit speed (ie, the interval between the fastest running speed and the lowest running speed is selected). The position at /2) is used to narrow down the selection range of the optimal operating speed parameter (ie, the highest speed limit), thereby approximating the optimal solution. It is obvious that other ratios can also be used in the optimization process of this embodiment. For example, in each cycle, in step S201, the speed of the golden section point (or its vicinity, for example, a position at a ratio of 0.618) in the interval between the fastest running speed and the lowest running speed may be selected as the highest speed limit. Alternatively, other ratios may be selected, and those skilled in the art may flexibly select according to actual conditions.

S104, controlling the train to operate according to an optimal running curve.

After obtaining the optimal running curve, the onboard ATO can control the running of the train to reach the target station according to the optimal running curve. In this embodiment, since the optimal running curve is acquired according to the arrival time of the train, the time when the train runs to the target station can be made closest to the arrival time required by the ATS, thereby reducing the late or early arrival of the train. Probability.

The following example illustrates the process of adjusting the fastest running curve based on the arrival time. As shown in Fig. 3, curve 1 is the speed limit curve of the train in the running interval from the current position of the train to the next parking point, that is, the target station.

The onboard ATO calculates the fastest running curve based on the speed limit of the running range, the parking point, that is, the information of the target station, the reference acceleration of the train, and the deceleration, which is the curve 2 in FIG. The fastest running speed and the fastest running time T _h can be obtained from the fastest running curve. If the fastest running time T _{h is} less than the expected arrival time T, the onboard ATO re-runs the running curve calculation according to the adjustment algorithm described in FIG. 2 to obtain an intermediate running curve.

For example, after the adjustment, the intermediate curve 3 is recalculated. If the intermediate running time T _{1 of the} intermediate running curve 3 is greater than T, the highest limiting speed of the intermediate running curve 3 is considered to be too slow, and the highest limiting speed is continuously adjusted, and the adjustment is recalculated. The intermediate running curve 4 is out. If the intermediate running time of the intermediate running curve 4 is T _{2 is} less than T, the highest limiting speed of the intermediate running curve 4 is too high, and it is necessary to continue to reduce the highest limiting speed to recalculate the intermediate running curve 5 . Since the time difference between the intermediate running times T ₃ and T under the intermediate running curve 5 is within an acceptable error range, the intermediate running curve 5 is the optimal running curve. After determining the optimal running curve, the on-board ATO control train automatically runs according to the optimal running curve, and can arrive at the next train parking point on time.

The automatic train control method provided by the embodiment obtains the distance between the current location of the train and the target station by obtaining the arrival time and the current time of the target station that needs to be stopped in front of the train operation, based on the arrival time, The current time, the distance and the orbit information of the current running interval of the train obtain the optimal running curve of the train and control the train to run according to the optimal running curve. In this embodiment, the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval. Driving, from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.

FIG. 4 is a schematic structural diagram of an automatic train control device according to an embodiment of the present invention. The train automatic control device includes: a first acquisition module 11, a second acquisition module 12, a third acquisition module 13, and a control module 14.

The first obtaining module 11 is configured to obtain the arrival time and the current time of the target station that needs to be stopped in front of the train operation.

The second obtaining module 12 is configured to acquire a distance between a current location where the train is located and the target station.

The third obtaining module 13 is configured to acquire an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train.

The control module 14 is configured to control the train to operate according to the optimal running curve.

Further, the second obtaining module 12 is configured to acquire an identifier of the target station, obtain location information of the target station according to the identifier, and calculate the location information according to location information of the current location and location information of the target station. distance.

Further, the preset orbit information includes: a speed limit of the operation section, a reference acceleration of the operation section, and a deceleration.

FIG. 5 is a schematic structural diagram of a third acquiring module according to an embodiment of the present invention. The third obtaining module 13 includes: a first obtaining unit 131, a second obtaining unit 132, a third obtaining unit 133, and an adjusting unit 134.

The first obtaining unit 131 is configured to acquire a fastest running curve of the train according to the distance, the speed limit of the running section, the reference acceleration of the running section, and the deceleration.

The second obtaining unit 132 is configured to obtain the fastest running speed and the fastest running time from the fastest running curve.

The third obtaining unit 133 is configured to acquire a desired running time according to the arrival time and the current time.

The adjusting unit 134 is configured to adjust the fastest running curve according to the expected running time and the fastest running time to obtain the optimal running curve.

Further, the adjustment unit 134 includes a comparison subunit 1341, an adjustment subunit 1342, and an acquisition subunit 1343.

The comparison subunit 1341 is configured to compare the fastest running time with the expected running time.

The adjusting sub-unit 1342 is configured to re-execute the running curve calculation according to a preset rule, when the fastest running time is less than the expected running time, to obtain an intermediate running curve.

The obtaining sub-unit 1343 is configured to obtain the optimal running curve based on an intermediate running time required by the train to the target station under the intermediate running curve and the expected running time.

Further, the adjusting subunit 1342 is specifically configured to obtain an average value of the fastest running speed and the minimum running speed, and use the average value as the highest limiting speed, and recalculate the intermediate running according to the highest limiting speed. curve.

Further, the obtaining sub-unit 1343 is specifically configured to use the intermediate running curve as the optimal running curve when the time difference between the intermediate running time and the expected running time is within a preset error range.

Further, the adjusting subunit 1342 is further configured to use the highest limiting speed as the fastest when the intermediate running time is less than the expected running time and the error value is not within the error range. Running speed, and returning to perform an acquisition of the average of the fastest running speed and the lowest running speed, using the average value as the highest limiting speed, and recalculating the intermediate running curve according to the highest limiting speed until the The error value of the intermediate running time and the expected running time is within the error range.

Further, the adjusting subunit 1342 is further configured to use the current highest limiting speed as the minimum operating speed when the intermediate running time is greater than the expected running time and the error value is not within the error range. And returning to perform an acquisition of the average of the fastest running speed and the minimum running speed, using the average value as a new highest limiting speed, and recalculating the intermediate running curve according to the highest limiting speed, The error value until the intermediate running time and the expected running time is within the error range.

Further, the control module 14 is further configured to use the fastest running curve as the optimal running curve when the fastest running time is greater than or equal to the expected running time.

The automatic train control device provided by the embodiment obtains the distance between the current location of the train and the target station by obtaining the arrival time and the current time of the target station that needs to stop in front of the train operation, based on the arrival time, The current time, the distance and the orbit information of the current running interval of the train obtain the optimal running curve of the train and control the train to run according to the optimal running curve. In this embodiment, the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval. Driving, from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.

FIG. 6 is a schematic structural diagram of a vehicle-mounted ATO according to an embodiment of the present invention. The onboard ATO includes the train automatic control device 1 provided in the above embodiment.

In this embodiment, the onboard ATO automatically calculates and adjusts the train running curve in real time according to the arrival time sent by the ATS and the current time of the system, so that the train can follow the optimal running curve in the entire operating interval. Driving, from the ability to make the train arrive at the predetermined parking position with a more accurate arrival time point, reducing the probability of the train running late or arriving early.

It should be understood that various portions of the modules of the present invention, or a combination thereof, are implemented. In the above-described embodiments, multiple steps or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: having logic gates for implementing logic functions on data signals. Discrete logic circuits, application specific integrated circuits with suitable combinational logic gates, programmable gate arrays (PGAs), field programmable gate arrays (FPGAs), etc.

One of ordinary skill in the art can understand that all or part of the steps carried by the method of implementing the above embodiments can be completed by a program to instruct related hardware, and the program can be stored in a computer readable storage medium. When executed, one or a combination of the steps of the method embodiments is included.

In addition, each functional unit in each embodiment of the present invention may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module. The above integrated modules can be implemented in the form of hardware or in the form of software functional modules. The integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.

The above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like.

In the description of the present specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" and the like means a specific feature described in connection with the embodiment or example. A structure, material or feature is included in at least one embodiment or example of the invention. In the present specification, the schematic representation of the above terms does not necessarily mean the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in a suitable manner in any one or more embodiments or examples.

Although the embodiments of the present invention have been shown and described, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the invention. The embodiments are subject to variations, modifications, substitutions and variations.

Claims

A train automatic control method, comprising:

Obtain the arrival time and current time of the target station that needs to stop in front of the train operation;

Obtaining a distance between a current location where the train is located and the target station;

Obtaining an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train;

The train is controlled to operate in accordance with the optimal operating curve.
The automatic train control method according to claim 1, wherein the obtaining the distance between the current location where the train is located and the target station comprises:

Obtaining an identifier of the target station;

Obtaining location information of the target station according to the identifier;

The distance is calculated based on the location information of the current location and the location information of the target station.
The automatic train control method according to claim 1 or 2, wherein the preset orbit information includes: a speed limit of the operation section, a reference acceleration of the operation section, and a deceleration;

And obtaining an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of the current running interval of the train, including:

Obtaining a fastest running curve of the train according to the distance, a speed limit of the running section, a reference acceleration of the running section, and a deceleration;

Obtaining the fastest running speed and the fastest running time from the fastest running curve;

Obtaining a desired running time according to the arrival time and the current time;

And adjusting the fastest running curve according to the expected running time and the fastest running time to obtain the optimal running curve.
The automatic train control method according to claim 3, wherein the adjusting the fastest running curve according to the expected running time and the fastest running time to obtain the optimal running curve, including :

Comparing the fastest running time with the expected running time;

When the fastest running time is less than the expected running time, adjusting the limiting speed according to a preset rule, and recalculating the running curve to obtain an intermediate running curve;

The optimal operating curve is obtained based on an intermediate running time required by the train to the target station and the expected running time under the intermediate running curve.
The automatic train control method according to claim 4, wherein when the fastest running time is less than the expected running time, the speed limit is adjusted according to a preset rule, and the running curve is calculated again. Getting the intermediate running curve includes:

Obtaining an average of the fastest running speed and the minimum running speed;

Taking the average value as the highest speed limit;

The intermediate running curve is recalculated according to the highest limit speed.
The automatic train control method according to claim 5, wherein said intermediate operation time and said desired running time required for said train to said target station under said intermediate operation curve are obtained Good running curve, including:

When the time difference between the intermediate running time and the expected running time is within a preset error range, the intermediate running curve is taken as the optimal running curve.
The automatic train control method according to claim 5, wherein said intermediate operation time and said desired running time required for said train to said target station under said intermediate operation curve are obtained Good running curve, including:

If the intermediate running time is less than the expected running time and the error value is not within the error range, using the current highest limiting speed as the fastest running speed, and returning to perform the obtaining the fastest running An average of the speed and the minimum operating speed, the average value being taken as the highest limiting speed, and the intermediate running curve is recalculated according to the highest limiting speed until the error between the intermediate running time and the expected running time The value is within the error range.
The automatic train control method according to claim 5, wherein said intermediate operation time and said desired running time required for said train to said target station under said intermediate operation curve are obtained Good running curve, including:

If the intermediate running time is greater than the expected running time and the error value is not within the error range, using the current highest limiting speed as the minimum running speed, and returning to perform obtaining the fastest running speed And an average value of the minimum operating speed, the average value is taken as the highest limiting speed, and the intermediate running curve is recalculated according to the highest limiting speed until the intermediate running time and the expected running The error value of time is within the error range.
The automatic train control method according to any one of claims 3-8, further comprising:

When the fastest running time is greater than or equal to the expected running time, the fastest running curve is taken as the optimal running curve.
A train automatic control device, comprising:

a first obtaining module, configured to obtain an arrival time and a current time of a target station that needs to be parked in front of the train operation;

a second acquiring module, configured to acquire a distance between a current location where the train is located and the target station;

a third acquiring module, configured to acquire an optimal running curve of the train based on the arrival time, the current time, the distance, and preset orbit information of a current running interval of the train;

And a control module, configured to control the train to operate according to the optimal running curve.
The automatic train control device according to claim 10, wherein the second acquisition module is configured to acquire an identifier of the target station, and obtain location information of the target station according to the identifier, according to the current location. The location information and the location information of the target station calculate the distance.
The automatic train control device according to claim 10 or 11, wherein the preset orbit information includes: a speed limit of the operation section, a reference acceleration and a deceleration of the operation section; and a third acquisition module, include:

a first acquiring unit, configured to acquire a fastest running curve of the train according to the distance, a speed limit of the running section, a reference acceleration of the running section, and a deceleration;

a second obtaining unit, configured to obtain the fastest running speed and the fastest running time from the fastest running curve;

a third acquiring unit, configured to acquire a desired running time according to the arrival time and the current time;

And an adjusting unit, configured to adjust the fastest running curve according to the expected running time and the fastest running time to obtain the optimal running curve.
The automatic control device for a train according to claim 12, wherein the adjustment unit comprises:

Comparing a subunit for comparing the fastest running time with the expected running time;

Adjusting the subunit, wherein when the fastest running time is less than the expected running time, adjusting the limiting speed according to a preset rule, performing a running curve calculation to obtain the intermediate running curve;

Obtaining a subunit for obtaining the optimal running curve based on an intermediate running time required by the train to the target station under the intermediate running curve and the expected running time.
The automatic train control device according to claim 13, wherein the adjustment subunit is specifically configured to obtain an average value of the fastest running speed and a minimum running speed, and use the average value as the highest speed limit. And recalculating the intermediate running curve according to the highest limit speed.
The automatic train control device according to claim 14, wherein the acquisition subunit is specifically configured to: when a time difference between the intermediate running time and the expected running time is within a preset error range, The intermediate running curve is taken as the optimal running curve.
The automatic train control device according to claim 14, wherein the adjustment subunit is specifically configured to: when the intermediate running time is less than the expected running time and the error value is not within the error range And using the current highest speed limit as the fastest running speed, and returning to perform an average of obtaining the fastest running speed and the lowest running speed, using the average value as the highest limiting speed, according to the highest The limit speed is recalculated to obtain the intermediate running curve until the error value of the intermediate running time and the expected running time is within the error range.
The automatic train control device according to claim 14, wherein the adjustment subunit is specifically configured to: when the intermediate running time is greater than the expected running time and the error value is not within the error range And using the current highest speed limit as the minimum running speed, and returning to perform an average of obtaining the fastest running speed and the minimum running speed, and using the average value as the highest speed limit, according to The highest limit speed is recalculated to obtain the intermediate running curve until the error value of the intermediate running time and the expected running time is within the error range.
The automatic train control device according to claim 12, wherein the control module is further configured to: when the fastest running time is greater than or equal to the expected running time, use the fastest running curve as a Describe the optimal operating curve.
An on-board automatic train operating system ATO, comprising: the automatic train control device according to any one of claims 10-18.