Train control method and device under wet rail condition

Abstract

The invention discloses a train control method and device under the wet rail condition, and the method comprises the steps: obtaining the train slipping and idling information in a whole line when it is detected that at least one train in the whole line slips and idles; according to the train slipping and idling information, the train subjected to slipping and idling, the whole line and all operation areas in the whole line are analyzed, and wet rail operation reasons causing slipping and idling of the train are determined; and the train slipping and idling information and the wet rail operation reason are sent to an automatic train protection system, so that the automatic train protection system determines a control strategy used for solving the slipping and idling situation of the train according to the train slipping and idling information and the wet rail operation reason. According to the method and the system, the wet rail operation reasons of slipping and idling of the train in the whole line can be comprehensively analyzed and identified, so that the automatic train protection system comprehensively determines the control strategy for quickly solving the slipping and idling conditions of the train.

Description

Technical Field

[0001] The embodiments of the present application relate to the field of rail transit control technology, and in particular to a train control method and device under wet track conditions. Background Art

[0002] With the rapid development of urban rail transit, train operation safety is receiving increasing attention. Wet tracks are a common safety hazard in rail transit systems. These conditions are primarily caused by inclement weather (such as rain, snow, frost, dew, and fog) or track maintenance (such as rail oil). These conditions can lead to train slippage, idling, and reduced braking efficiency. Consequently, train control strategies must be adjusted to ensure safe operation and passenger comfort.

[0003] At present, the train control strategies for wet track conditions mainly focus on the application of rain and snow modes. However, the existing rain and snow modes for dealing with wet track conditions are relatively single-scenarios, mainly focusing on track slippage caused by weather factors, and cannot cover scenarios such as the train itself and the track surface conditions in the operating area. Therefore, the train control strategies for wet track conditions in the existing technology quickly solve the problem of train slipping and idling. Summary of the Invention

[0004] The present application provides a train control method and device under wet track conditions, which comprehensively analyzes and identifies the causes of wet track operation of trains that slip and spin on the entire line, so that the train automatic protection system can comprehensively determine the control strategy for quickly resolving the train slip and spin situation.

[0005] In a first aspect, a train control method under wet track conditions is provided, which is applied to an automatic train monitoring system, and the method includes:

[0006] When it is detected that at least one train on the entire line is slipping and idling, train slipping and idling information on the entire line is obtained; the train slipping and idling information includes the slipping and idling operation quantity, slipping and idling frequency, and operation area information of the trains that are slipping and idling;

[0007] Based on the train slip and idling information, the train experiencing the slip and idling, the entire line, and each operating area within the entire line are analyzed to determine the wet track operation cause that caused the train slip and idling; the wet track operation cause includes at least one of an abnormal traction brake level setting of the train, a regional wet track state in the operating area, and a full wet track state on the entire line;

[0008] The train slip and idling information and the wet track running cause are sent to the train automatic protection system, so that the train automatic protection system determines a control strategy for solving the train slip and idling situation according to the train slip and idling information and the wet track running cause.

[0009] Optionally, based on the train slip and idling information, the train experiencing the slip and idling, the entire line, and each operating area within the entire line are analyzed separately to determine the wet track operation cause causing the train slip and idling, including:

[0010] Determine, based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the train experiencing slipping and idling, whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing slipping and idling; if so, send the wet track operation cause to the automatic train protection system;

[0011] Determine whether the wet track operation cause is a regional wet track state in an operating area based on the number of trains running in each operating area on the entire line and the operating area information corresponding to the train that experienced slipping and idling; if so, send the wet track operation cause to the automatic train protection system corresponding to each train that experienced slipping and idling in the operating area;

[0012] According to the number and frequency of slipping and idling operations corresponding to the trains that have slipped and idling on the entire line, it is determined whether the cause of wet track operation is that the entire line is in a wet track state; if so, the wet track operation cause is sent to the train automatic protection system corresponding to each train that has slipped and idling on the entire line.

[0013] Optionally, determining whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing the slipping and idling based on the slipping and idling operation quantity and slipping and idling frequency corresponding to the train experiencing the slipping and idling includes:

[0014] Comparing the number of slipping and idling operations corresponding to trains that slip and idling on the entire line with a first threshold;

[0015] If the number of slipping and idling operations is less than the first threshold, the slipping and idling frequencies corresponding to the trains experiencing slipping and idling are compared with the second threshold;

[0016] If the slip and idling frequency corresponding to a train that is slipping and idling is greater than a second threshold, it is determined that the traction brake level setting of the train that is slipping and idling is abnormal.

[0017] Optionally, determining whether the wet track operation cause is that an operating area is in a regional wet track state based on the number of trains running in each operating area on the entire line and the operating area information corresponding to the train that slipped and idling occurs includes:

[0018] Determining the number of slipping and idling operations of the trains in each operating area according to the operating area information corresponding to the trains in which slipping and idling occurs;

[0019] For each operation area, calculate the ratio between the number of slip idling operations corresponding to the operation area and the number of train operations corresponding to the operation area;

[0020] For each operating area, if the ratio between the number of slipping and idling operations corresponding to the operating area and the number of train operations corresponding to the operating area is greater than a third threshold, it is determined that the operating area is in a regional wet track state.

[0021] Optionally, determining whether the wet track operation cause is that the entire line is in a wet track state according to the number of slipping and idling operations and the slipping and idling frequency corresponding to the trains that have slipped and idling on the entire line includes:

[0022] Comparing the number of slipping and idling operations corresponding to trains that have slipped and idling on the entire line with a fourth threshold;

[0023] If the number of slipping and idling operations is greater than the fourth threshold, the slipping and idling frequencies corresponding to the trains experiencing slipping and idling are compared with the fifth threshold;

[0024] If the slip and idling frequencies corresponding to the trains that are slipping and idling are all greater than the fifth threshold, it is determined that the entire line is in a wet track state.

[0025] In a second aspect, a train control method under wet track conditions is provided, which is applied to an automatic train protection system. The method includes:

[0026] Obtaining train slip and idling information and wet track operation reasons sent by the automatic train monitoring system; the train slip and idling information includes the number of slip and idling operations corresponding to the train experiencing slip and idling, the slip and idling frequency, and operating area information; the wet track operation reasons include at least one of abnormal traction brake level setting of the train, the operating area being in a regional wet track state, and the entire line being in a full wet track state;

[0027] According to the train slipping and idling information and the reasons for the wet track operation, a control strategy for solving the train slipping and idling situation is determined, so that the train that slips and idles is controlled according to the control strategy.

[0028] Optionally, based on the train slip and idling information and the cause of the wet track operation, a control strategy for resolving the train slip and idling situation is determined, including:

[0029] If the cause of the wet track operation is an abnormal setting of the train's traction brake level, then for each train that experiences slippage and idling, if the corresponding slippage and idling frequency of the train is less than a sixth threshold, the control strategy is determined to reduce the traction brake level of the train;

[0030] For each train that slips and idles, if the corresponding slip and idling frequency of the train is greater than the sixth threshold, the control strategy is determined to control the traction braking level of the train to be reduced, and to reduce the speed limit of the train and increase the emergency braking rate after the train stops.

[0031] Optionally, based on the train slip and idling information and the cause of the wet track operation, a control strategy for resolving the train slip and idling situation is determined, including:

[0032] If the wet track operation reason is that the operating area is in a regional wet track state, then for each operating area in the regional wet track state, the regional wet track level corresponding to the operating area is determined according to the slip and idling frequency corresponding to the trains in the operating area;

[0033] For each operating area in a regional wet track state, a control strategy for resolving the slipping and idling situation of trains in the operating area is determined according to the regional wet track level.

[0034] Optionally, for each operating area in a regional wet track state, determining a regional wet track level corresponding to the operating area according to a slip and idling frequency corresponding to trains in the operating area includes:

[0035] If the slip and idling frequencies corresponding to all trains in the operating area are less than the seventh threshold, it is determined that the regional wet track level corresponding to the operating area is medium wet;

[0036] If the slip and idling frequencies corresponding to all trains in the operating area are greater than the seventh threshold, the regional wet track level corresponding to the operating area is determined to be severely wet;

[0037] Accordingly, for each operating area in a regional wet track state, a control strategy for resolving the train slipping and idling situation in the operating area is determined according to the regional wet track level, including:

[0038] If the regional wet track level is medium wet, the train running in the operating area is determined to enter the medium wet mode, and the control strategy is determined to switch the original train control parameters of the train running in the operating area to the train control parameters corresponding to the medium wet mode, so as to control the traction brake level that slips and idles in the operating area;

[0039] If the regional wet track level is severely wet, the train running in the operating area is determined to enter the severely wet mode, and the control strategy is determined to switch the original train control parameters of the train running in the operating area to the train control parameters corresponding to the severely wet mode, so as to control the traction brake level that slips and idles in the operating area;

[0040] Optionally, based on the cause of the wet track operation, a control strategy for resolving the train slippage and idling situation is determined, including:

[0041] If the wet track operation that causes the train to slip and run is caused by the entire line being in a wet track state, the wet track level corresponding to the entire line is determined based on the corresponding slip and run frequency of the trains on the entire line;

[0042] Based on the wet rail grade of the entire line, the control strategy for solving the train slipping and idling situation on the entire line is determined.

[0043] Optionally, determining the wet rail grade of the entire line according to the slip and idling frequencies of trains on the entire line includes:

[0044] If the slip and idling frequencies corresponding to the trains on the entire line are all less than the eighth threshold, the wet track level of the entire line is determined to be medium wet;

[0045] If the slip and idling frequencies corresponding to the trains on the entire line are all greater than the eighth threshold, the wet track level of the entire line is determined to be severely wet;

[0046] Accordingly, based on the wet rail grade of the entire line, a control strategy is determined to address the train slippage and idling situation on the entire line, including:

[0047] If the wet track level of the entire line is medium wet, all trains on the entire line are determined to enter the medium wet mode, and the control strategy is determined to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the medium wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line;

[0048] If the track wetness level of the entire line is severely wet, all trains on the entire line are determined to enter the severe wet mode, and the control strategy is determined to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the severe wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line.

[0049] In a third aspect, a train control device for wet track conditions is provided, which is applied to an automatic train monitoring system, and includes:

[0050] A first acquisition module is configured to acquire train slip and idling information on all lines when detecting that at least one train on the entire line is slipping and idling; the train slip and idling information includes the number of slip and idling operations, the slip and idling frequency, and the operating area information of the trains that are slipping and idling;

[0051] A wet track operation cause determination module is configured to analyze the train experiencing the slip and idling, the entire line, and each operating area within the entire line based on the train slip and idling information, and determine the wet track operation cause that caused the train to slip and idling; the wet track operation cause includes at least one of an abnormal traction brake level setting of the train, a regional wet track state in the operating area, and a full wet track state on the entire line;

[0052] The information sending module is used to send the train slip and idling information and the wet track operation cause to the train automatic protection system, so that the train automatic protection system can determine the control strategy for solving the train slip and idling situation based on the train slip and idling information and the wet track operation cause.

[0053] In a fourth aspect, a train control device for wet track conditions is provided, which is applied to an automatic train protection system, and includes:

[0054] The second acquisition module is configured to acquire train slip and idling information and wet track operation reasons sent by the automatic train monitoring system; the train slip and idling information includes the number of slip and idling operations corresponding to the trains experiencing slip and idling, the slip and idling frequency, and the operation area information; the wet track operation reasons include at least one of abnormal traction brake level setting of the train, the operation area being in a regional wet track state, and the entire line being in a full wet track state;

[0055] The control strategy determination module is used to determine the control strategy for solving the train slipping and idling situation based on the train slipping and idling information and the cause of wet track operation, so as to control the train that slips and idles according to the control strategy.

[0056] According to a fifth aspect, an electronic device is provided, including:

[0057] A processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the method of the above-mentioned first aspect or its various implementations, the second aspect or its various implementations, and the third aspect or its various implementations.

[0058] In a sixth aspect, a computer-readable storage medium is provided for storing a computer program, which enables a computer to execute the method in the above-mentioned first aspect or its various implementations, the second aspect or its various implementations, and the third aspect or its various implementations.

[0059] Through the technical solution provided by the present application, not only can the wet track operation cause of the train slipping and idling be analyzed and identified when the entire line is in a wet track state, but the wet track operation cause can also be expanded to include abnormal traction brake level setting of the train and the operating area being in a regional wet track state. It can be seen that the present application can comprehensively analyze and identify the wet track operation cause of the train slipping and idling in the entire line, so that the train automatic protection system can comprehensively determine the control strategy for quickly resolving the train slipping and idling situation, thereby improving the comprehensiveness and flexibility of train control in wet track conditions, and effectively improving the operating efficiency of trains in the entire line.

[0060] Other features and advantages of the present disclosure will be described in detail in the following detailed description. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0062] Figure 1 An application scenario diagram provided for an embodiment of the present application;

[0063] Figure 2 A flow chart of a train control method under wet track conditions provided in an embodiment of the present application;

[0064] Figure 3 A flow chart of another train control method under wet track conditions provided in an embodiment of the present application;

[0065] Figure 4 A schematic diagram of a train control device under wet track conditions provided by an embodiment of the present application;

[0066] Figure 5 A schematic diagram of another train control device under wet track conditions provided by an embodiment of the present application;

[0067] Figure 6 It is a schematic block diagram of the automatic train monitoring system provided in an embodiment of the present application. DETAILED DESCRIPTION

[0068] The following will be combined with the accompanying drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments of this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0069] It should be noted that the terms "first", "second", etc. in the specification and claims of this application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the application described herein can be implemented in an order other than those illustrated or described herein. In addition, the terms "including" and "having" and any variations thereof are intended to cover non-exclusive inclusions. For example, a process, method, system, product, or server that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products, or devices.

[0070] It should be understood that the technical solution of this application can be applied to the following scenarios, but is not limited to:

[0071] In some implementations, Figure 1 An application scenario diagram provided in an embodiment of the present application, such as Figure 1 As shown, the application scenario may include an automatic train monitoring system 110 and an automatic train protection system 120. The automatic train monitoring system 110 may establish a connection with the automatic train protection system 120 via a wired network or a wireless network.

[0072] Exemplarily, the automatic train protection system 120 may be a desktop computer, a laptop computer, a tablet computer, etc., but is not limited thereto. In one embodiment of the present application, the automatic train protection system 120 may send a request message to the automatic train monitoring system 110, and the request message may be used to request to obtain the train slip and idling information on the entire line. Further, the automatic train protection system 120 may receive a response message sent by the automatic train monitoring system 110, and the response message includes obtaining the train slip and idling information on the entire line. In another embodiment of the present invention, the automatic train monitoring system 110 may send a request message to the automatic train protection system 120, and the request message may be used to send the train slip and idling information and the cause of wet track operation to the automatic train protection system 120, so that the automatic train protection system 120 determines a control strategy for resolving the train slip and idling situation based on the train slip and idling information and the cause of wet track operation.

[0073] also, Figure 1 An automatic train monitoring system 110 and an automatic train protection system 120 are provided as an example. In practice, other numbers of automatic train monitoring systems 110 and automatic train protection systems 120 may be included, and this application does not impose any limitation thereto.

[0074] Here, the automatic train monitoring system 110 and the automatic train protection system 120 are key components of the rail transit control system. They work together to ensure the safety and efficiency of trains throughout the entire line. Among them, the automatic train monitoring system 110 (Automatic Train Supervision, referred to as ATS) is a management tool located in the dispatching and monitoring center, which is responsible for the global monitoring and scheduling of all trains on the entire line; for example, the automatic train monitoring system 110 can collect information such as the position and operating status of each train on the entire line in real time, and automatically generate an operation diagram and adjust the route and stop time, thereby adjusting the driving plan of the entire line in real time, tracking the train position, and providing operation diagram management, so that the automatic train monitoring system 110 can ensure that the train operation is in line with the plan and optimize the overall operational efficiency.

[0075] The Automatic Train Protection (ATP) system 120 is installed on every train and is primarily responsible for safety oversight. It ensures that the train speed does not exceed safety limits through real-time information exchange between the ground and on-board equipment on the train, and triggers train braking when necessary.

[0076] In other possible implementations, the technical solution of the present application may also be executed by the above-mentioned automatic train monitoring system 110, or the technical solution of the present application may also be executed by the above-mentioned automatic train protection system 120, and the present application does not impose any restrictions on this.

[0077] After introducing the application scenarios of the embodiments of the present application, the technical solutions of the present application will be described in detail below:

[0078] Figure 2 A flow chart of a train control method under wet track conditions provided in an embodiment of the present application is provided. The method is applied to an automatic train monitoring system and can be used by Figure 1 The automatic train monitoring system 110 shown in FIG. Figure 2 As shown, the method may include the following steps:

[0079] S210: When it is detected that at least one train in the entire line is slipping and idling, obtain train slipping and idling information in the entire line.

[0080] Train slip and idling information includes the number of slip and idling runs, the slip and idling frequency, and the operating area of ​​the train experiencing slip and idling. The train's operating status can be obtained by onboard equipment installed on the train through a network interface connected to the train's speed sensor. The speed sensor is installed on the train's non-powered axle, so that the train's operating status can be determined based on the speed detected by the speed sensor to determine whether the train's operating status shows signs of slip and idling. The onboard equipment can then determine whether the train is slipping and idling based on the operating status obtained from the train and the train's own status.

[0081] Since a train may idle or slip when the track is wet, when it is detected that at least one train in the entire line is slipping and idling, it can be determined that the trains or tracks in the entire line are wet.

[0082] S220: Analyze the train experiencing the slipping and idling, the entire line, and each operating area within the entire line based on the train slipping and idling information to determine the wet track operation cause that caused the train to slip and idling.

[0083] Among them, the reasons for wet track operation include at least one of abnormal traction brake level setting of the train, the operation area is in a regional wet track state, and the entire line is in a full wet track state.

[0084] Since the train's traction braking level is abnormal, the operating area is in a regional wet track state, and the entire line is in a full wet track state, the train may slip and run. Therefore, in order to be able to conduct a comprehensive analysis of the train slipping and running in the entire line and determine whether the situation is caused by the train itself or the running track, the train, the entire line, and each operating area in the entire line that has slipped and run are analyzed separately according to the train slipping and running information, and the wet track operation reasons for the train slipping and running are comprehensively analyzed and identified, so that the train automatic protection system can accurately determine the control strategy that can be used to solve the train slipping and running situation according to the determined wet track operation reasons.

[0085] In this step, the train that has slipped and idling, the entire line, and each operating area in the entire line are analyzed separately according to the train slip and idling information. The obtained wet track operation causes include at least one of abnormal traction and braking level setting of the train, the operating area being in a regional wet track state, and the entire line being in a full wet track state. Compared with the existing technology, two wet track operation causes of abnormal traction and braking level setting of the train and the operating area being in a regional wet track state can be expanded, so that the automatic train protection system can flexibly and accurately determine the control strategy for solving the train slip and idling situation according to the determined wet track operation causes.

[0086] S230. Send the train slip and idling information and the wet track running cause to the automatic train protection system, so that the automatic train protection system determines a control strategy for solving the train slip and idling situation according to the train slip and idling information and the wet track running cause.

[0087] Since it can be determined in step S220 that the cause of wet track operation is at least one of an abnormal setting of the train's traction brake level, the operating area being in a regional wet track state, and the entire line being in a full wet track state, therefore, here, by sending the train slip and idling information and the wet track operation cause to the train automatic protection system, the train automatic protection system can comprehensively determine the control strategy for solving the train slip and idling situation, thereby improving the flexibility of train control in the wet track situation and effectively improving the operating efficiency of trains on the entire line.

[0088] By adopting the above method, not only can the wet track operation cause of the train slipping and idling be analyzed and identified when the entire line is in a wet track state, but the wet track operation cause can also be expanded to include abnormal traction brake level setting of the train and the operating area being in a regional wet track state. It can be seen that the present application can comprehensively analyze and identify the wet track operation cause of the train slipping and idling in the entire line, so that the train automatic protection system can comprehensively determine the control strategy for quickly solving the train slipping and idling situation, thereby improving the comprehensiveness and flexibility of train control in the wet track situation, and effectively improving the operating efficiency of trains in the entire line.

[0089] In some possible embodiments, analyzing the train experiencing the slipping and idling, the entire line, and each operating area within the entire line based on the train slipping and idling information to determine the wet track operation cause that caused the train to slip and idling may include the following steps:

[0090] S310: Determine, based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the train experiencing slipping and idling, whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing slipping and idling; if so, send the wet track operation cause to the automatic train protection system;

[0091] Since, when there is an abnormality in the traction brake level setting of the train, it can also be understood that when there is an abnormality in the setting of the traction brake performance parameters of the train, the train will also slip and idle, and the number and frequency of slip and idle operations due to this reason are significantly different from those of trains with normal traction brake level settings. Therefore, here, based on the number and frequency of slip and idle operations corresponding to the trains that slip and idle, it can be determined that the cause of the wet track operation that causes the train to slip and idle is the abnormality in the traction brake level setting of the train.

[0092] If the cause of wet track operation is an abnormality in the traction brake level setting of the train that is slipping and idling, it can be considered that the slipping and idling of the train is caused by the train's own reasons. Therefore, here, the cause of wet track operation is sent to the train automatic protection system so that the train automatic protection system corresponding to the train can determine the control strategy for solving the slipping and idling situation of the train.

[0093] S320: Determine whether the wet track operation cause is a regional wet track state in an operating area based on the number of trains running in each operating area on the entire line and the operating area information corresponding to the train experiencing slipping and idling; if so, send the wet track operation cause to the automatic train protection system corresponding to each train experiencing slipping and idling in the operating area;

[0094] For an operating area, if the number of trains running in the operating area that slip and idle accounts for a large proportion, it can be determined that the track surface condition in the operating area is poor, and the cause of wet track operation can be determined as the operating area being in a regional wet track state.

[0095] If the wet track operation reason is that the operating area is in a regional wet track state, it can be considered that the train slipping and idling is caused by the track surface condition in the operating area. Therefore, here, the wet track operation reason is sent to each train that slips and idles in the operating area, so that each train that slips and idles in the operating area can determine the control strategy for solving the train slipping and idling in the operating area.

[0096] S330. Determine whether the wet track operation cause is that the entire line is in a wet track state based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the trains that have slipped and idling on the entire line; if so, send the wet track operation cause to the automatic train protection system corresponding to each train that has slipped and idling on the entire line.

[0097] If the number of trains that slip and spin accounts for a large proportion of the entire line, and the slip and spin frequency of the trains that slip and spin is high, it can be determined that the track surface condition of the entire line is poor, and the cause of the wet track operation can be determined to be that the entire line is in a wet track state.

[0098] If the wet track operation reason is that the entire line is in a wet track state, it can be considered that the train slipping and idling is caused by the track surface condition in the entire line, and the track surface condition is usually caused by weather reasons. Therefore, here, the wet track operation reason is sent to each train that slips and idles in the entire line, so that each train that slips and idles in the entire line can determine the control strategy for solving the slipping and idling situation of each train in the entire line.

[0099] By adopting the above method, it is possible to analyze the train experiencing slipping and idling, the entire line, and each operating area in the entire line respectively according to the train slipping and idling information, and determine whether the wet track operation cause of the train slipping and idling is due to the train itself or is related to the wet track state corresponding to the operating area and / or the entire line, and then determine the wet track operation cause of the train, so that the train automatic protection system and / or the area controller can accurately determine the control strategy for solving the train slipping and idling situation according to the determined wet track operation cause.

[0100] In some possible embodiments, determining whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing the slipping and idling based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the train experiencing the slipping and idling may include the following steps:

[0101] S410: Compare the number of slipping and idling operations corresponding to trains that have slipped and idling on the entire line with a first threshold.

[0102] Because, when the reason for running on wet tracks is that the traction brake level setting of the train that slips and spins is abnormal, generally there are one or several trains that slip and spin, and their number accounts for a very small proportion. Therefore, here the number of slip and spin operations corresponding to the trains that slip and spin in the entire line is compared with the first threshold, so as to preliminarily determine whether the slip and spin of these trains is caused by the abnormality of their traction brake level setting.

[0103] S420: If the number of slipping and idling operations is less than the first threshold, the slipping and idling frequencies corresponding to the trains experiencing slipping and idling are compared with the second threshold.

[0104] S430: If the slip and idling frequency corresponding to a train that is slipping and idling is greater than a second threshold, it is determined that the traction brake level setting of the train that is slipping and idling is abnormal.

[0105] Here, after determining that the number of slipping and idling operations is less than the first threshold, it can be preliminarily judged that the slipping and idling of these trains may be due to an abnormality in their traction brake level setting. In addition, if the traction brake level setting of a train is abnormal, slipping and idling will generally occur frequently. Therefore, in order to accurately determine the cause of the slipping and idling of these trains, the slipping and idling frequencies corresponding to the trains that slip and idling are compared with the second threshold. After determining that the slipping and idling frequency corresponding to a train that slips and idling is greater than the second threshold, it can be determined that the traction brake level setting of the train is abnormal, so that the corresponding train automatic protection system of the train can adjust its corresponding traction brake level.

[0106] By adopting the above method, by comparing the number of slipping and idling operations corresponding to the trains that have slipped and idling in the entire line with the first threshold, it can be preliminarily determined whether the slipping and idling of these trains is due to an abnormality in their traction brake level setting; after preliminarily determining that the slipping and idling of these trains is due to an abnormality in their traction brake level setting, that is, the number of slipping and idling operations is less than the first threshold, then by comparing the slipping and idling frequencies corresponding to the trains that have slipped and idling with the second threshold, and once the slipping and idling frequencies corresponding to the trains that have slipped and idling are greater than the second threshold, it can be quickly determined that the traction brake level setting of the train that has slipped and idling is abnormal, so as to provide a basis for the control strategy determined by the train automatic protection system to solve the situation where the train slips and idles.

[0107] In some possible embodiments, determining whether the wet track operation cause is that an operating area is in a regional wet track state based on the number of trains running in each operating area on the entire line and the operating area information corresponding to the train that experienced slipping and idling may include the following steps:

[0108] S510. Determine the number of trains that have experienced slipping and idling in each operating area according to the operating area information corresponding to the trains that have experienced slipping and idling.

[0109] S520 . For each operation area, calculate the ratio between the number of slipping and idling operations corresponding to the operation area and the number of train operations corresponding to the operation area.

[0110] S530: For each operating area, if the ratio between the number of slipping and idling operations corresponding to the operating area and the number of train operations corresponding to the operating area is greater than a third threshold, it is determined that the operating area is in a regional wet track state.

[0111] Since, if the number of trains that slip and idle in a certain operating area accounts for a large proportion, it can be considered that the track surface condition corresponding to the operating area is not good, that is, the operating area is in a regional wet track state. Therefore, the above method is adopted, by comparing the ratio between the number of trains that slip and idle in each operating area and the number of train operations corresponding to each operating area with the third threshold value, and when the calculated ratio is greater than the third threshold value, it is determined that the operating area is in a regional wet track state, so that it can be quickly determined whether each operating area is in a regional wet track state.

[0112] In some possible embodiments, determining whether the cause of wet track operation is that the entire line is in a wet track state based on the number of slipping and idling operations and the slipping and idling frequency corresponding to trains that have slipped and idling on the entire line may include the following steps:

[0113] S610: Compare the number of trains that have experienced slippage and idling on the entire line with the fourth threshold.

[0114] Since, when the reason for wet track operation is that the entire line is in a wet track state, the number of trains that slip and idle generally accounts for a large proportion, therefore, here the number of slip and idle operations corresponding to the trains that slip and idle in the entire line is compared with the fourth threshold, so as to preliminarily determine whether the trains that slip and idle in the entire line are because the entire line is in a wet track state.

[0115] S620: If the number of slipping and idling operations is greater than the fourth threshold, the slipping and idling frequencies corresponding to the trains experiencing slipping and idling are compared with the fifth threshold.

[0116] S630: If the slipping and idling frequencies corresponding to the trains that are slipping and idling are all greater than the fifth threshold, it is determined that the entire line is in a wet track state.

[0117] Here, after determining that the number of slipping and idling operations is greater than the fourth threshold, it can be preliminarily judged that the slipping and idling of trains on the entire line may be due to the fact that the entire line is in a wet track state. In addition, if the entire line is in a wet track state, the trains that slip and idle on the entire line will generally slip and idle frequently. Therefore, in order to accurately determine the cause of slipping and idling of trains on the entire line, the slipping and idling frequencies corresponding to the trains that slip and idle are compared with the fifth threshold. After the slipping and idling frequencies corresponding to the trains that slip and idle are greater than the fifth threshold, it can be quickly determined that the entire line is in a wet track state.

[0118] By adopting the above method, by comparing the number of slipping and idling operations corresponding to the trains that have slipped and idling in the entire line with the fourth threshold, it can be preliminarily determined that the entire line may be in a wet track state; after preliminarily determining that the entire line may be in a wet track state, that is, after the number of slipping and idling operations is greater than the fourth threshold, by comparing the slipping and idling frequencies corresponding to the trains that have slipped and idling with the fifth threshold, and after the slipping and idling frequencies corresponding to the trains that have slipped and idling are greater than the fifth threshold, it can be quickly determined that the entire line is in a wet track state, so as to provide a basis for regional control to determine the control strategy for solving the situation of slipping and idling of trains running on the entire line.

[0119] Figure 3 This is a flow chart of a train control method under wet track conditions provided in an embodiment of the present application. The method is applied to an automatic train protection system and can be performed as follows: Figure 1 The automatic train protection system 120 shown in FIG. Figure 3 As shown, the method may include the following steps:

[0120] S710: Obtain train slip and idling information and wet track operation reasons sent by the automatic train monitoring system.

[0121] Among them, the train slip and idling information includes the slip and idling operation quantity, slip and idling frequency, and operating area information corresponding to the train where slip and idling occurs; the reasons for wet track operation include at least one of abnormal traction brake level setting of the train, the operating area is in a regional wet track state, and the entire line is in a full wet track state.

[0122] S720: Determine a control strategy for resolving the train slipping and idling situation based on the train slipping and idling information and the cause of the wet track operation, so as to control the train slipping and idling according to the control strategy.

[0123] Here, after determining the control strategy, the automatic train protection system can send the control strategy to the ATO system (Automatic Train Operation) so that the ATO system can control the train's traction, braking conditions and output level according to the control strategy.

[0124] The above method not only enables the automatic train protection system to provide a control strategy for resolving the train slippage and idling when the wet track operation cause is the entire line in a wet track state, but also provides a control strategy for resolving the above wet track operation cause when the wet track operation cause is expanded to include abnormal traction brake level setting of the train and the operating area is in a regional wet track state. It can be seen that the present application can provide a comprehensive control strategy for the wet track operation cause of train slippage and idling on the entire line, so as to improve the flexibility and efficiency of train control in wet track conditions.

[0125] In some possible embodiments, determining a control strategy for resolving a train slippage and idling situation based on train slippage and idling information and the cause of wet track operation may include the following steps:

[0126] S810. If the cause of the wet track operation is an abnormal setting of the train's traction brake level, then for each train that experiences slippage and idling, if the corresponding slippage and idling frequency of the train is less than a sixth threshold, a control strategy is determined to reduce the traction brake level of the train.

[0127] It should be noted that if the cause of wet track operation is an abnormal setting of the train's traction brake level, the control strategy is determined by the automatic train protection system installed on the train that has slipped and idling.

[0128] When the corresponding slip and idling frequency of the train is less than the sixth threshold, it can be determined that the slip and idling degree of the train is normal. Therefore, the control strategy determined by the train automatic protection system on the train is to control the traction braking level of the train to reduce, which can solve the slip and idling situation of the train.

[0129] Among them, the control strategy in this step can be applied to trains in automatic driving mode and trains in manual driving mode. Specifically, when the train is in automatic driving mode, the ATO system can control the train's traction braking level to decrease. When the train is in manual driving mode, it can send a reminder message to the driver so that the driver can control the train's traction braking level to decrease by operating the operating console.

[0130] S820. For each train that experiences slippage and idling, if the corresponding slippage and idling frequency of the train is greater than the sixth threshold, the control strategy is determined to reduce the traction braking level of the train, and to reduce the speed limit of the train and increase the emergency braking rate after the train stops.

[0131] When the corresponding slip and idling frequency of the train is greater than the sixth threshold, it can be determined that the slip and idling degree of the train is relatively serious. Therefore, the control strategy determined by the train automatic protection system on the train is to control the traction braking level of the train to decrease, and to reduce the speed limit of the train and increase the emergency braking rate after the train stops, so as to solve the slip and idling situation of the train.

[0132] Among them, when executing the control strategy to control the traction braking level of the train to be reduced, if the train is in automatic driving mode, the ATO system can control the traction braking level of the train to be reduced. If the train is in manual driving mode, it can send a reminder message to the driver to enable the driver to manually control the traction braking level of the train to be reduced.

[0133] The prerequisite for reducing the traction braking level of the control train in the execution of the control strategy is: after detecting that the train has stopped, the speed limit of the train is reduced and the emergency braking rate is increased to ensure that the train can still maintain the emergency braking rate under the most unfavorable conditions.

[0134] By adopting the above method, after determining that the cause of wet track operation is the abnormal setting of the train's traction brake level, corresponding control strategies can be provided for trains with different degrees of slippage, so as to achieve corresponding solutions to the slipping and idling situations of trains with different degrees of slippage.

[0135] In some possible embodiments, determining a control strategy for resolving a train slippage and idling situation based on train slippage and idling information and the cause of wet track operation may include the following steps:

[0136] S910. If the wet track operation reason is that the operating area is in a regional wet track state, then for each operating area in the regional wet track state, determine a regional wet track level corresponding to the operating area according to the slip and idling frequency corresponding to the trains in the operating area.

[0137] Since, when the operating area is in the regional wet track state, the slip and idling frequency corresponding to the train in the operating area is proportional to the regional wet track level corresponding to the operating area, the regional wet track level corresponding to the operating area can be determined here according to the slip and idling frequency corresponding to the train in the operating area.

[0138] It should be noted that after determining that the wet track operation cause is a regional wet track state in the operating area, the wet track operation cause can be sent to the regional controller corresponding to the operating area, so that the regional controller can send the wet track operation cause to the automatic train protection system 120 on each train in the operating area that has experienced slipping and idling. The regional controller is the core ground control device responsible for calculating movement authorizations to ensure the safe operation of trains corresponding to each operating area within its control area. The regional controller can dynamically calculate the safe travel range of each train based on train position, interlocking route, and track occupancy information.

[0139] S920: For each operating area in a regional wet track state, determine a control strategy for resolving a train slipping and idling situation in the operating area according to the regional wet track level.

[0140] It should be noted that if the wet track operation is caused by the operating area being in a regional wet track state, the control strategy is determined by the automatic protection system on each train that slips and idles in the operating area.

[0141] By adopting the above method, a control strategy for solving the train slipping and idling situation in the operating area can be determined according to the regional wet track level corresponding to the operating area in the regional wet track state, so as to achieve targeted control strategy determination for different regional wet track levels of the operating area, thereby improving the flexibility and efficiency of train control in the wet track condition.

[0142] In some possible embodiments, for each operating area in a regional wet track state, determining a regional wet track level corresponding to the operating area based on the slip and idling frequency of trains in the operating area may include the following steps:

[0143] S1010: If the slip and idling frequencies corresponding to all trains in the operating area are less than a seventh threshold, it is determined that the regional wet track level corresponding to the operating area is medium wet.

[0144] S1020: If the slip and idling frequencies corresponding to all trains in the operating area are greater than a seventh threshold, it is determined that the regional wet track level corresponding to the operating area is severely wet.

[0145] By using the above method, by comparing the slip and idling frequencies corresponding to all trains in the operating area with the seventh threshold, it is possible to quickly determine whether the regional wet track level corresponding to the operating area is moderately wet or severely wet, so that the corresponding control strategy can be determined according to the regional wet track level in subsequent steps.

[0146] In some possible embodiments, for each operating area in a regional wet track state, determining a control strategy for resolving a train slipping and idling situation in the operating area according to the regional wet track level may include the following steps:

[0147] S1110. If the regional wet track level is medium wet, determine that the train operating in the operating area enters the medium wet mode, and determine a control strategy to switch original train control parameters of the train operating in the operating area to train control parameters corresponding to the medium wet mode, so as to control the traction brake level that occurs slipping and idling in the operating area.

[0148] Among them, the control strategy in this step can be applied to trains in automatic driving mode and trains in manual driving mode. Specifically, when the train is in automatic driving mode, the ATO system corresponding to the train running in the operating area can switch the original vehicle control parameters to the vehicle control parameters corresponding to the medium humidity mode; when the train is in manual driving mode, a reminder message can be sent to the driver driving the train in the operating area to enable the driver to switch the original vehicle control parameters to the vehicle control parameters corresponding to the medium humidity mode.

[0149] Here, if the train is in operation, the original control parameters of the train are switched to the control parameters corresponding to the medium-humidity mode according to the control strategy to control the traction braking level of the train to be reduced; if the train is in automatic driving mode, the traction braking level of the train is controlled to be reduced through the ATO system according to the control strategy; if the train is in manual driving mode, the driver is reminded to further control the traction braking level to be reduced according to the control strategy.

[0150] S1120: If the regional wet track level is severe wet, determine that the train operating in the operating area enters the severe wet mode, and determine a control strategy to switch the original train control parameters of the train operating in the operating area to train control parameters corresponding to the severe wet mode, so as to control the traction brake level that occurs slipping and idling in the operating area.

[0151] Here, if the train is in operation, the original control parameters of the train are switched to the control parameters corresponding to the severe moisture mode according to the control strategy, and the distance between two adjacent trains in the operating area is increased; if the train is in automatic driving mode, the ATO system is used to control the train to coast through the operating area according to the control strategy. At the same time, when the operating length of the operating area is greater than the preset length, the ATO system can also reduce the running speed of the train to the preset speed according to the control strategy, and then control the traction braking level to be reduced; if the train is in manual driving mode, the driver is reminded to control the traction braking level to be reduced according to the control strategy to avoid braking of the train.

[0152] By adopting the above method, the original control parameters corresponding to the train that slips and spins in the operating area can be switched to the control parameters corresponding to the moderate wetness mode or the severe wetness mode according to whether the regional wet track level is moderate wetness or severe wetness, so as to achieve targeted control strategy determination for different regional wet track levels in the operating area, thereby improving the flexibility and efficiency of train control under wet track conditions.

[0153] In some possible embodiments, determining a control strategy for resolving a train slippage and idling situation based on train slippage and idling information and the cause of wet track operation may include the following steps:

[0154] S1210. If the wet track operation causing the train to slip and run is caused by the entire line being in a wet track state, determine the wet track level corresponding to the entire line according to the slip and run frequency corresponding to the trains in the entire line.

[0155] It should be noted that after determining that the wet track operation cause is that the entire line is in a wet track state, the wet track operation cause can be sent to each area controller in the entire line, so that each area controller in the entire line will send the wet track operation cause to the train automatic protection system 120 on each train that has slipped and idling in each operating area.

[0156] Since, when the entire line is in a wet track state, the corresponding slip and idling frequency of the trains in the entire line is proportional to the wet track grade of the entire line, the wet track grade of the entire line can be determined here based on the corresponding slip and idling frequency of the trains in the entire line.

[0157] S1220. Determine a control strategy for resolving train slippage and idling conditions on the entire line based on the wet rail grade of the entire line.

[0158] It should be noted that if the reason for wet track operation is that the entire line is in a wet track state, the control strategy is determined by the automatic protection system on each train that slips and idles on the entire line.

[0159] By adopting the above method, a control strategy for solving the train slipping and idling situation on the entire line can be determined according to the wet track level of the entire line corresponding to the entire line in the wet track state, so as to achieve targeted determination of control strategies for different wet track levels of the entire line, thereby improving the flexibility and efficiency of train control when the entire line is in the wet track state.

[0160] In some possible embodiments, determining the wet rail grade of the entire line according to the slip and idling frequencies of trains on the entire line may include the following steps:

[0161] S1310: If the slip and idling frequencies corresponding to the trains on the entire line are all less than the eighth threshold, it is determined that the wet track level of the entire line is medium wet.

[0162] S1320: If the slip and idling frequencies corresponding to the trains on the entire line are all greater than the eighth threshold, the wet track level of the entire line is determined to be severely wet.

[0163] By using the above method, by comparing the slip and idling frequencies corresponding to the trains on the entire line with the eighth threshold, it is possible to quickly determine whether the wet track level of the entire line is moderately wet or severely wet, so that the corresponding control strategy can be determined according to the wet track level of the entire line in subsequent steps.

[0164] In some possible embodiments, determining a control strategy for resolving a train slippage and idling situation based on train slippage and idling information and the cause of wet track operation may include the following steps:

[0165] S1410. If the track wetness level of the entire line is medium wet, all trains on the entire line are determined to enter the medium wet mode, and a control strategy is determined to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the medium wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line.

[0166] Among them, the control strategy in this step can be applied to trains in automatic driving mode and trains in manual driving mode. Specifically, when the train is in automatic driving mode, the ATO system corresponding to each train in the entire line can switch the original vehicle control parameters to the vehicle control parameters corresponding to the medium-humidity mode; when the train is in manual driving mode, a reminder message can be sent to the drivers driving the trains in the entire line to enable the drivers to switch the original vehicle control parameters to the vehicle control parameters corresponding to the medium-humidity mode.

[0167] Here, if the train is in operation, the original train control parameters of the train are switched to the train control parameters corresponding to the medium-humidity mode according to the control strategy, and the distance between two adjacent trains in the entire line is increased; if the train stops, the automatic train monitoring system on the train detects the existence of an open-air area within a preset range, and then switches the original train control parameters of each train in the entire line to the train control parameters corresponding to the medium-humidity mode, so that the speed limit value and emergency braking rate of each train in the entire line are adjusted to medium values, so as to achieve protection for each train passing through the setting of the intermediate train control parameters.

[0168] S1420. If the track wetness level of the entire line is severe, all trains on the entire line are determined to enter the severe wet mode, and a control strategy is determined to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the severe wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line.

[0169] Here, if the train is in operation, the original train control parameters of the train are switched to the train control parameters corresponding to the severe moisture mode according to the control strategy, and the distance between two adjacent trains in the entire line is increased; if the train stops, the automatic train monitoring system on the train detects the existence of an open-air area within a preset range, and then switches the original train control parameters of all trains in the entire line to the train control parameters corresponding to the severe moisture mode, so that the speed limit value and emergency braking rate of all trains in the entire line are adjusted to the minimum value, so as to achieve protection for each train passing through the setting of the minimum train control parameters.

[0170] By adopting the above method, the original control parameters corresponding to the trains that slip and spin on the entire line can be switched to the control parameters corresponding to the medium wet mode or the severe wet mode according to whether the wet track level of the entire line is medium wet or severe wet. This can achieve targeted control strategy determination for different wet track levels of the entire line, thereby improving the flexibility and efficiency of train control under wet track conditions.

[0171] Figure 4 FIG is a schematic diagram of a train control device 150 under wet track conditions according to an embodiment of the present invention. The device 150 is applied to an automatic train monitoring system, such as Figure 4 As shown, the device 150 includes:

[0172] The first acquisition module 151 is configured to acquire train slip and idling information on all lines when detecting that at least one train is slipping and idling on the entire line. The train slip and idling information includes the number of slip and idling operations, the slip and idling frequency, and the operating area information of the trains that are slipping and idling.

[0173] The wet track operation cause determination module 152 is configured to analyze the train experiencing the slip and idling, the entire line, and each operating area within the entire line based on the train slip and idling information to determine the wet track operation cause that caused the train to slip and idling. The wet track operation cause includes at least one of an abnormal traction brake level setting of the train, a regional wet track state in the operating area, and a full wet track state on the entire line.

[0174] The information sending module 153 is used to send the train slip and idling information and the wet track operation cause to the train automatic protection system, so that the train automatic protection system can determine the control strategy for solving the train slip and idling situation based on the train slip and idling information and the wet track operation cause.

[0175] In some implementations, the wet rail operation cause determination module 152 includes:

[0176] a first determining unit configured to determine, based on the number of slip and idling operations and the slip and idling frequency corresponding to the train experiencing slip and idling, whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing slip and idling; and if so, to send the wet track operation cause to an automatic train protection system;

[0177] The second determining unit is configured to determine whether the wet track operation cause is that an operating area is in a regional wet track state based on the number of trains running in each operating area on the entire line and the operating area information corresponding to the train that has experienced slipping and idling; if so, the wet track operation cause is sent to the automatic train protection system corresponding to each train that has experienced slipping and idling in the operating area;

[0178] The third determination unit is used to determine whether the wet track operation cause is that the entire line is in a wet track state based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the trains that have slipped and idling in the entire line; if so, the wet track operation cause is sent to the train automatic protection system corresponding to each train that has slipped and idling in the entire line.

[0179] In some implementations, the first determining unit includes:

[0180] A first comparison subunit is configured to compare the number of slipping and idling operations corresponding to trains that have slipped and idling on the entire line with a first threshold;

[0181] A second comparison subunit is configured to compare the slip and idling frequencies corresponding to the trains experiencing slip and idling with the second threshold value if the number of slip and idling operations is less than the first threshold value;

[0182] The first determining subunit is configured to determine that an abnormality occurs in the traction brake level setting of a train that is slipping and idling if the slipping and idling frequency corresponding to the train that is slipping and idling is greater than a second threshold.

[0183] In some implementations, the second determining unit includes:

[0184] The second determining subunit is configured to determine the number of slipping and idling operations of the trains in each operating area according to the operating area information corresponding to the trains in which slipping and idling occurs;

[0185] a ratio calculation subunit, for calculating, for each operation area, a ratio between the number of slip idling operations corresponding to the operation area and the number of train operations corresponding to the operation area;

[0186] The third determining subunit is configured to determine, for each operating area, if a ratio between the number of slipping and idling operations corresponding to the operating area and the number of train operations corresponding to the operating area is greater than a third threshold, then determine that the operating area is in a regional wet track state.

[0187] In some implementations, the third determining unit includes:

[0188] A third comparison subunit is used to compare the number of slipping and idling operations corresponding to the trains that have slipped and idling on the entire line with a fourth threshold;

[0189] a fourth comparison subunit, configured to compare the slip and idling frequencies corresponding to the trains experiencing slip and idling with a fifth threshold value if the number of slip and idling operations is greater than a fourth threshold value;

[0190] The fourth determining subunit is configured to determine that the entire line is in a wet track state if the slip and idling frequencies corresponding to the trains that are slipping and idling are all greater than a fifth threshold.

[0191] Figure 5 FIG. 1 is a schematic diagram of a train control device 160 for wet track conditions according to an embodiment of the present invention. The device 160 is applied to an automatic train protection system, such as Figure 5 As shown, the device 160 includes:

[0192] The second acquisition module 161 is configured to acquire train slip and idling information and wet track operation reasons sent by the automatic train monitoring system. The train slip and idling information includes the number of slip and idling operations, the slip and idling frequency, and the operation area information of the trains experiencing slip and idling. The wet track operation reasons include at least one of abnormal traction brake level setting of the train, the operation area being in a regional wet track state, and the entire line being in a wet track state.

[0193] The control strategy determination module 162 is used to determine the control strategy for solving the train slipping and idling situation based on the train slipping and idling information and the cause of wet track operation, so that the train can control the train with abnormal traction brake level setting according to the control strategy.

[0194] In some implementations, the control strategy determination module 161 includes:

[0195] a first strategy determining unit configured to, if the cause of the wet track operation is an abnormal setting of the traction brake level of the train, determine, for each train experiencing slip and idling, a control strategy of reducing the traction brake level of the train if the slip and idling frequency corresponding to the train is less than a sixth threshold;

[0196] The second strategy determination unit is used to determine the control strategy for each train that slips and idles, and if the corresponding slip and idling frequency of the train is greater than the sixth threshold, to reduce the traction braking level of the train, and to reduce the speed limit of the train and increase the emergency braking rate after the train stops.

[0197] In some implementations, the control strategy determination module 162 includes:

[0198] a regional wet track grade determining unit, configured to determine, for each operating area in the regional wet track state, a regional wet track grade corresponding to the operating area according to a slip and idling frequency corresponding to the trains in the operating area, if the wet track operation cause is that the operating area is in the regional wet track state;

[0199] The third strategy determination unit is configured to determine, for each operating area in a regional wet track state, a control strategy for resolving a train slipping and idling situation in the operating area according to a regional wet track level.

[0200] In some implementations, the regional wet rail level determination unit includes:

[0201] a first medium wetness determination subunit, configured to determine that the regional wet rail level corresponding to the operating area is medium wetness if the slip and idling frequencies corresponding to all trains in the operating area are less than a seventh threshold;

[0202] a first severe wetness determination subunit, configured to determine that the regional wet rail level corresponding to the operating area is severe wetness if the slip and idling frequencies corresponding to all trains in the operating area are greater than a seventh threshold;

[0203] Accordingly, the third strategy determination unit includes:

[0204] The first train control parameter switching subunit is configured to determine that the train operating in the operating area enters the medium wetness mode if the regional wet rail level is medium wetness, and determine a control strategy to switch the original train control parameters of the train operating in the operating area to the train control parameters corresponding to the medium wetness mode, so as to control the traction brake level that occurs slip and idling in the operating area;

[0205] The second train control parameter switching subunit is configured to determine that the train operating in the operating area enters a severe wet mode if the regional wet track level is severe wet, and determine a control strategy to switch the original train control parameters of the train operating in the operating area to train control parameters corresponding to the severe wet mode, so as to control the traction brake level that occurs slip and idling in the operating area;

[0206] In some implementations, the third strategy determination unit includes:

[0207] The full-line wet track grade determination subunit is used to determine the full-line wet track grade corresponding to the full line according to the slip and idling frequency corresponding to the trains on the full line if the wet track operation reason that causes the train to slip and idling is that the entire line is in a full-line wet track state;

[0208] The fifth determining subunit is used to determine a control strategy for solving the slipping and idling situation of trains on the entire line according to the wet rail level of the entire line.

[0209] In some implementations, the full-line wet rail grade determination subunit includes:

[0210] A second medium wetness determination subunit is configured to determine that the track wetness level of the entire line is medium wetness if the slip and idling frequencies corresponding to the trains on the entire line are all less than an eighth threshold;

[0211] a second severe wetness determination subunit, configured to determine that the track wetness level of the entire line is severe wetness if the slip and idling frequencies corresponding to the trains on the entire line are all greater than an eighth threshold;

[0212] Accordingly, the fifth determining subunit includes:

[0213] The third train control parameter switching subunit is used to determine that all trains on the entire line enter the medium wet mode if the wet track level of the entire line is medium wet, and determine the control strategy to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the medium wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line;

[0214] The fourth train control parameter switching subunit is used to determine that all trains in the entire line enter the severe wet track mode if the wet track level of the entire line is severe wet track, and determine the control strategy to switch the original train control parameters of each train in the entire line to the train control parameters corresponding to the severe wet track mode, so as to control the traction braking level of the trains that slip and idle in the entire line.

[0215] It should be understood that the embodiments of the train control device under wet track conditions and the embodiments of the train control method under wet track conditions may correspond to each other, and similar descriptions may refer to the embodiments of the train control method under wet track conditions. To avoid repetition, they will not be described here. Specifically, Figure 4 and Figure 5 The devices 150 and 160 shown can execute the above-mentioned embodiment of the train control method under wet track conditions, and the aforementioned and other operations and / or functions of the various modules of the devices 150 and 160 are respectively for implementing the corresponding processes in the above-mentioned train control method under wet track conditions. For the sake of brevity, they are not repeated here.

[0216] The apparatus 150 and apparatus 160 of the embodiments of the present invention have been described above from the perspective of functional modules in conjunction with the accompanying drawings. It should be understood that the functional modules can be implemented in hardware, software, or a combination of hardware and software modules. Specifically, the various steps of the embodiments of the train control method and detection method for wet track conditions in the embodiments of the present invention can be completed by hardware integrated logic circuits and / or software instructions in a processor. The steps of the train control method and detection method for wet track conditions disclosed in the embodiments of the present invention can be directly implemented and executed by a hardware decoding processor, or by a combination of hardware and software modules in the decoding processor. Optionally, the software modules can be located in a storage medium known in the art, such as random access memory, flash memory, read-only memory, programmable read-only memory, electrically erasable programmable memory, or registers. The storage medium is located in the memory, and the processor reads the information in the memory and, in conjunction with its hardware, completes the steps of the embodiments of the train control method and detection method for wet track conditions described above.

[0217] Figure 6 is a schematic block diagram of an electronic device 170 according to an embodiment of the present invention.

[0218] like Figure 6 As shown, the electronic device 170 may include:

[0219] The memory 171 and the processor 172 are configured to store computer programs and transmit the program code to the processor 172. In other words, the processor 172 can call and run the computer program from the memory 171 to implement the method in the embodiment of the present invention.

[0220] For example, the processor 172 may be configured to execute the above method embodiments according to instructions in the computer program.

[0221] In some embodiments of the present invention, the electronic device 170 may include but is not limited to:

[0222] General-purpose processor, digital signal processor (DSP), application-specific integrated circuit (ASIC), field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, etc.

[0223] In some embodiments of the present invention, the memory 171 includes but is not limited to:

[0224] Volatile memory and / or non-volatile memory. Non-volatile memory can be read-only memory (ROM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), electrically erasable programmable read-only memory (EEPROM), or flash memory. Volatile memory can be random access memory (RAM), which is used as an external cache. By way of example and not limitation, many forms of RAM are available, such as static random access memory (SRAM), dynamic random access memory (DRAM), synchronous dynamic random access memory (SDRAM), double data rate synchronous dynamic random access memory (DDR SDRAM), enhanced synchronous dynamic random access memory (ESDRAM), synchronous link DRAM (SLDRAM), and direct RAM bus random access memory (DR RAM).

[0225] In some embodiments of the present invention, the computer program may be divided into one or more modules, which are stored in the memory 171 and executed by the processor 172 to implement the method provided by the present invention. The one or more modules may be a series of computer program instruction segments capable of implementing specific functions, and the instruction segments are used to describe the execution process of the computer program in the controller.

[0226] like Figure 6 As shown, the electronic device 170 may further include:

[0227] The transceiver 173 may be connected to the processor 172 or the memory 171 .

[0228] The processor 172 can control the transceiver 173 to communicate with other devices. Specifically, it can send information or data to other devices or receive information or data sent by other devices. The transceiver 173 may include a transmitter and a receiver. The transceiver 173 may further include an antenna, and the number of antennas may be one or more.

[0229] It should be understood that the various components in the automatic train monitoring system are connected via a bus system, wherein the bus system includes not only a data bus but also a power bus, a control bus and a status signal bus.

[0230] The present invention also provides an automatic train protection system having a computer program stored thereon. When executed by a computer, the computer program enables the computer to perform the method of the above-mentioned method embodiment. Alternatively, one embodiment of the present invention further provides a computer program product containing instructions that, when executed by a computer, enable the computer to perform the method of the above-mentioned method embodiment.

[0231] When software is used for implementation, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable devices. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website, computer, server or data center to another website, computer, server or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that includes one or more available media integrations. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a magnetic tape), an optical medium (e.g., a digital video disc (DVD)), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0232] Those skilled in the art will appreciate that the modules and algorithm steps of each example described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are performed in hardware or software depends on the specific application and design constraints of the technical solution. Professionals and technicians can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of the present invention.

[0233] In the several embodiments provided by the present invention, it should be understood that the disclosed systems, devices, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the modules is merely a logical function division. In actual implementation, there may be other division methods, such as multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. In addition, the mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0234] Modules described as separate components may or may not be physically separate, and components displayed as modules may or may not be physical modules, i.e., they may be located in one place or distributed across multiple network elements. Some or all of the modules may be selected based on actual needs to achieve the purpose of the present embodiment. For example, the functional modules in the various embodiments of the present application may be integrated into a processing module, or each module may exist physically separately, or two or more modules may be integrated into a single module.

[0235] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A train control method under wet track conditions, applied to an automatic train monitoring system, characterized in that: The method comprises: When it is detected that at least one train in the entire line is slipping and idling, train slipping and idling information in the entire line is obtained; the train slipping and idling information includes the slipping and idling number, slipping and idling frequency, and operation area information of the train that is slipping and idling; Analyzing the train, the entire line, and each operating area within the entire line according to the train slip and idling information to determine a wet track operation cause of the train slip and idling; the wet track operation cause includes at least one of an abnormal traction brake level setting of the train, the operating area being in a regional wet track state, and the entire line being in a full wet track state; The train slip and idling information and the wet track operation cause are sent to the automatic train protection system, so that the automatic train protection system determines a control strategy for solving the train slip and idling situation according to the train slip and idling information and the wet track operation cause.

2. The method according to claim 1, wherein The step of analyzing the train, the entire line, and each operating area in the entire line according to the train slip and idling information to determine a wet track operation cause of the train slip and idling includes: determining, based on the number of slip and idling operations and the slip and idling frequency corresponding to the train experiencing slip and idling, whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train experiencing slip and idling; and if so, sending the cause of the wet track operation to the automatic train protection system; determining, based on the number of trains running in each operating area on the entire line and information about the operating area corresponding to the train that experienced slipping and idling, whether the wet track operation cause is that the operating area is in a regional wet track state; and if so, sending the wet track operation cause to the automatic train protection system corresponding to each train that experienced slipping and idling in the operating area; According to the number of slipping and idling operations and the slipping and idling frequency corresponding to the trains that slip and idling in the entire line, it is determined whether the wet track operation cause is that the entire line is in a wet track state; if so, the wet track operation cause is sent to the train automatic protection system corresponding to each of the trains that slip and idling in the entire line.

3. The method according to claim 2, wherein The determining, based on the number of slip and idling operations and the slip and idling frequency corresponding to the train that has slipped and idled, whether the cause of the wet track operation is an abnormality in the traction brake level setting of the train that has slipped and idled, includes: Comparing the number of slipping and idling operations corresponding to the trains that slip and idling on the entire line with a first threshold; If the number of slip and idling operations is less than the first threshold, the slip and idling frequencies corresponding to the trains experiencing slip and idling are compared with the second threshold; If the slip and idling frequency corresponding to the train that is slipping and idling is greater than the second threshold, it is determined that the traction brake level setting of the train that is slipping and idling is abnormal.

4. The method according to claim 2, wherein The determining, based on the number of trains running corresponding to each operating area in the entire line and the operating area information corresponding to the train that slipped and idling, whether the wet track operation cause is that the operating area is in a regional wet track state includes: Determining the number of slipping and idling operations of the train in each of the operating areas according to the operating area information corresponding to the train in which slipping and idling occurs; For each of the operation areas, calculating a ratio between the number of slip idling operations corresponding to the operation area and the number of train operations corresponding to the operation area; For each of the operating areas, if the ratio between the number of slipping and idling operations corresponding to the operating area and the number of train operations corresponding to the operating area is greater than a third threshold, it is determined that the operating area is in a regional wet track state.

5. The method according to claim 2, wherein The determining, based on the number of slipping and idling operations and the slipping and idling frequency corresponding to the trains that slip and idling on the entire line, whether the wet track operation cause is that the entire line is in a wet track state includes: Comparing the number of slipping and idling operations corresponding to the trains that have slipped and idling on the entire line with a fourth threshold; If the number of slipping and idling operations is greater than a fourth threshold, the slipping and idling frequencies corresponding to the trains experiencing slipping and idling are compared with a fifth threshold; If the slip and idling frequencies corresponding to the trains that experience slip and idling are all greater than the fifth threshold, it is determined that the entire line is in a wet track state.

6. A train control method under wet track conditions, applied to an automatic train protection system, characterized in that: The method comprises: Obtaining train slip and idling information and wet track operation reasons sent by an automatic train monitoring system; the train slip and idling information includes the number of slip and idling operations corresponding to the train experiencing slip and idling, the slip and idling frequency, and operating area information; the wet track operation reasons include at least one of an abnormal traction brake level setting of the train, the operating area being in a regional wet track state, and the entire line being in a wet track state; According to the train slip and idling information and the cause of the wet track operation, a control strategy for solving the train slip and idling situation is determined, so that the train that slips and idles is controlled according to the control strategy.

7. The method according to claim 6, wherein The determining, based on the train slip and idling information and the wet track operation cause, a control strategy for resolving the train slip and idling situation includes: If the wet track operation is caused by an abnormal setting of the traction brake level of the train, then for each train that experiences slippage and idling, if the slippage and idling frequency corresponding to the train is less than a sixth threshold, determining the control strategy to control the traction brake level of the train to decrease; For each train that slips and idles, if the corresponding slip and idling frequency of the train is greater than the sixth threshold, the control strategy is determined to control the traction braking level of the train to be reduced, and to reduce the speed limit of the train and increase the emergency braking rate after the train stops.

8. The method according to claim 6, wherein The determining of a control strategy for resolving the train slipping and idling situation according to the wet track operation cause includes: If the wet track operation reason is that the operating area is in a regional wet track state, then for each operating area in the regional wet track state, determine a regional wet track level corresponding to the operating area according to the slip and idling frequency corresponding to the train in the operating area; For each operating area in a regional wet track state, a control strategy for resolving a slipping and idling situation of the train in the operating area is determined according to the regional wet track level.

9. The method according to claim 8, wherein For each operating area in the regional wet track state, determining a regional wet track level corresponding to the operating area according to the slip and idling frequency corresponding to the train in the operating area includes: If the slip and idling frequencies corresponding to all the trains in the operating area are less than a seventh threshold, determining that the regional wet rail level corresponding to the operating area is medium wet; If the slip and idling frequencies corresponding to all the trains in the operating area are greater than a seventh threshold, determining that the regional wet track level corresponding to the operating area is severely wet; Accordingly, for each operating area in the regional wet track state, determining the control strategy for resolving the train slipping and idling situation in the operating area according to the regional wet track level includes: If the wet rail level in the area is medium wet, determining that the train operating in the operating area enters the medium wet mode, and determining the control strategy to switch the original train control parameters of the train operating in the operating area to the train control parameters corresponding to the medium wet mode, so as to control the traction braking level of the train that slips and idles in the operating area; If the wet track level in the area is severely wet, it is determined that the train operating in the operating area enters the severely wet mode, and the control strategy is determined to switch the original train control parameters of the train operating in the operating area to the train control parameters corresponding to the severely wet mode, so as to control the traction braking level of the train that slips and idles in the operating area.

10. The method according to claim 6, wherein The determining of a control strategy for resolving the train slipping and idling situation according to the wet track operation cause includes: If the wet track operation reason is that the entire line is in a wet track state, determining the wet track level corresponding to the entire line according to the slip and idling frequency corresponding to the trains in the entire line; The control strategy for resolving the slipping and idling situation of the trains on the entire line is determined according to the wet rail grade of the entire line.

11. The method according to claim 10, wherein Determining the wet rail grade of the entire line according to the slip and idling frequencies corresponding to the trains in the entire line includes: If the slip and idling frequencies corresponding to the trains on the entire line are all less than an eighth threshold, determining that the wet track level of the entire line is medium wet; If the slip and idling frequencies corresponding to the trains on the entire line are all greater than an eighth threshold, determining that the wet track level of the entire line is severely wet; Accordingly, according to the wet rail grade of the entire line, the control strategy for solving the slipping and idling situation of the trains on the entire line is determined, including: If the wet track level of the entire line is medium wet, all trains on the entire line are determined to enter the medium wet mode, and the control strategy is determined to switch the original train control parameters of each train on the entire line to the train control parameters corresponding to the medium wet mode, so as to control the traction braking level of the trains that slip and idle on the entire line; If the wet track level of the entire line is severely wet, it is determined that all trains in the entire line enter the severely wet mode, and the control strategy is determined to switch the original train control parameters of each train in the entire line to the train control parameters corresponding to the severely wet mode, so as to control the traction braking level of the trains that slip and idle in the entire line.

12. A train control device for wet track conditions, applied to an automatic train monitoring system, characterized in that: The device comprises: A first acquisition module is configured to acquire train slip and idling information on the entire line when detecting that at least one train on the entire line is slipping and idling; the train slip and idling information includes the number of slip and idling operations, the slip and idling frequency, and the operating area information of the train that is slipping and idling; a wet track operation cause determination module, configured to analyze the train experiencing the slip and idling, the entire line, and each operating area within the entire line, based on the train slip and idling information, to determine a wet track operation cause causing the train to slip and idling; the wet track operation cause includes at least one of an abnormal traction brake level setting of the train, the operating area being in a regional wet track state, and the entire line being in a full wet track state; The information sending module is used to send the train slip and idling information and the wet track operation cause to the train automatic protection system, so that the train automatic protection system determines a control strategy for solving the train slip and idling situation based on the train slip and idling information and the wet track operation cause.

13. A train control device for wet track conditions, applied to an automatic train protection system, characterized in that: The device comprises: a second acquisition module configured to acquire train slip and idling information and wet track operation reasons sent by an automatic train monitoring system; the train slip and idling information including the number of slip and idling operations, slip and idling frequency, and operation area information corresponding to the train experiencing slip and idling; the wet track operation reasons including at least one of an abnormal traction brake level setting of the train, a regional wet track state in the operation area, and a full wet track state on the entire line; The control strategy determination module is used to determine a control strategy for resolving the train slipping and idling situation based on the train slipping and idling information and the cause of the wet track operation, so as to control the train that slips and idles according to the control strategy.

14. An electronic device, characterized in that: include: A processor and a memory, the memory being used to store a computer program, and the processor being used to call and run the computer program stored in the memory to execute the method according to any one of claims 1 to 10.

15. A computer-readable storage medium, characterized in that Used to store a computer program, wherein the computer program causes a computer to execute the method according to any one of claims 1 to 10.

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