Multi-level wet rail mode management method

Abstract

The invention discloses a multi-level wet rail mode management method, and relates to the technical field of rail traffic signal safety control, and a management system comprises an automatic train monitoring system (ATS), a data storage unit (DSU), a zone controller (ZC) and a vehicle-mounted controller (CC). According to the method, the wet rail area range is optimized, the train needing to be switched into the wet rail mode is screened out in advance from the view angle of the area controller ZC, it can be guaranteed that the train is switched into the wet rail mode before entering the wet and slippery section, and driving safety is guaranteed. According to a wet rail information synchronization mechanism and a synchronization limitation relieving mechanism between the subsystems, the synchronization timeliness and the synchronization safety are guaranteed. The framework that central storage of the data storage unit DSU and respective synchronization of the ZC are adopted, wet rail information can be automatically recovered after the ZC breaks down, and the availability of the system is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit signal safety control, and more particularly to a multi-level wet track mode management method. Background Art

[0002] In rail transit, signal systems must accommodate a variety of operating scenarios, including rain, snow, ice, frost, and fog. In these scenarios, if the track surface is slippery, wheels can easily spin and slip. Failure to compensate for this spin can cause emergency braking, impacting operational efficiency.

[0003] In the existing technology, sensors are used to collect track status and algorithms are used to determine the degree of slipperiness of the track, and then the system is switched to wet track mode autonomously. However, this has problems such as high cost, uncertain detection accuracy, and high system complexity. It cannot avoid entering the wet track area before the vehicle enters the wet track mode, resulting in an unsafe driving window, and accidents are prone to occur in close pursuit scenarios. Summary of the Invention

[0004] To overcome the aforementioned shortcomings of the prior art, the present invention discloses a multi-level wet track mode management method. The purpose of the present invention is to address the existing issues with using sensors to collect track status and algorithms to determine the degree of slippage before autonomously switching to wet track mode. By optimizing the wet track area and pre-screening trains requiring wet track mode from the perspective of the zone controller (ZC), the present invention ensures that trains switch to wet track mode before entering slippery sections, thereby ensuring driving safety.

[0005] In order to achieve the above objectives, the present invention adopts the following technical solutions: A multi-level wet rail mode management method includes the following steps: Step A: Initialize the multi-level wet track mode management system, and set each component of the management system to the initial wet track restriction state; wherein the management system includes the automatic train monitoring system ATS, the data storage unit DSU, the zone controller ZC, and the onboard controller CC, which are sequentially connected in communication; Preferably, the multi-level wet track mode management system includes: The data storage unit DSU acts as a trackside central server to manage the wet track mode status of the trackside and interact with the zone controller ZC and the automatic train monitoring system ATS; The automatic train monitoring system (ATS) serves as the entry point for human-machine interaction, is used to set the wet track mode for a specified area, and interacts with the data storage unit (DSU); The zone controller ZC, as the trackside wet track mode actuator, is used to screen trains that need to switch to wet track mode and interacts with the data storage unit DSU and the onboard controller CC; The onboard controller CC applies the set regional wet track information, switches the vehicle control mode, and interacts with the regional controller ZC.

[0006] Preferably, the wet track area of ​​the line is configured using offline data. The wet track area includes the corresponding open-air area and extends the distance margin required for the train to switch to the wet track mode. The distance margin for the train to switch to the wet track mode takes into account the safe distance required for the train to run at the highest speed and apply emergency braking to stop after receiving the wet track area activation status from the trackside area controller ZC. The wet track area covers the area at the tunnel entrance where slippery conditions may occur. The wet track mode managed by the management system includes a mild skidding level, a severe skidding level, and a suspension level with increasing mode priority. The set level is determined according to the collected vehicle skidding status.

[0007] Preferably, in step A, when the zone controller ZC is initialized, the wet track area levels configured in the area under its jurisdiction are all set to stop operation, and the wet track information is synchronized from the data storage unit DSU and then exits the initial restriction state; When the data storage unit DSU is initialized, the wet track mode state is set to the restricted synchronization state, prohibiting the data storage unit DSU from synchronizing the regional wet track information with the regional controller ZC, and waiting for the automatic train monitoring system ATS to confirm the lifting of the synchronization restriction; at the same time, the data storage unit DSU decides whether to load the regional wet track information memorized in the database based on whether the memory wet track mode is configured. If the memory wet track information is not configured to be loaded, the wet track area level of the entire line is set to stop operation; otherwise, the regional wet track information of the entire line memorized in the database is loaded, and the wet track status of the entire line is synchronized to the automatic train monitoring system ATS through the periodic synchronization mechanism in step B, and is submitted to manual confirmation; If only the zone controller ZC fails and restarts, the zone controller ZC will automatically synchronize its related wet rail mode information on the data storage unit DSU.

[0008] Step B: The data storage unit DSU periodically reports the regional wet rail status to the automatic train monitoring system ATS; Preferably, during initialization in step B, the data storage unit DSU sends the wet track status of the entire line to the automatic train monitoring system ATS every cycle until the automatic train monitoring system ATS releases the wet track mode synchronization restriction, and then periodically synchronizes the wet track status of the entire line to the automatic train monitoring system ATS at large intervals.

[0009] Step C: Confirm to release the wet track information synchronization restriction; Preferably, in step C, after the automatic train monitoring system ATS synchronizes the wet track status of the entire line to the data storage unit DSU, it is manually confirmed whether it is consistent with expectations. If it is inconsistent, the wet track status of the specified area is modified according to the method of step D, and then the data storage unit DSU is manually released from the wet track information synchronization restriction of the entire line through the automatic train monitoring system ATS; the data storage unit DSU receives the release instruction of the automatic train monitoring system ATS, executes the release of the wet track mode synchronization restriction state, and allows the data storage unit DSU to synchronize the regional wet track information within its range to the regional controller ZC.

[0010] Step D: When the track is wet, the automatic train monitoring system ATS sends a command to the data storage unit DSU to set / cancel the wet track information in the designated area; Preferably, in step D, when the track is wet during normal line control, a command to set / cancel wet track information for a designated area is manually sent to the data storage unit DSU through the automatic train monitoring system ATS to set / cancel the wet track mode state of the area; The set / cancel command includes: area ID, wet track mode level and control instructions; among them, the area ID is divided into global, elevated and section. When the global wet track mode is set, the data storage unit DSU will activate the wet track mode of all preset areas on the entire line; when the elevated wet track mode is set, the data storage unit DSU will activate the wet track mode of all elevated preset areas on the entire line; when the section wet track mode is set, the data storage unit DSU activates the wet track mode of the specified area according to the section ID; the wet track mode levels include mild slip, severe slip and stop operation; the control instructions include setting and canceling.

[0011] Step E: The data storage unit DSU determines whether the ATS command is valid and applies the valid command; Preferably, in step E, the data storage unit DSU checks the legitimacy of the command, and the command is considered to be legal if the following conditions are met: The region ID in the command is a valid ID for offline data configuration; The zone controllers ZC involved in the zone specified by the zone ID in the command are communicating normally; When the control command is cancel, there should be an activated wet track area corresponding to the area ID and wet track mode level in the system; The data storage unit DSU executes legal commands, sets or cancels the wet track mode information of the corresponding area, and feeds back the result of whether the execution is successful to the automatic train monitoring system ATS; the data storage unit DSU allows different levels of wet track modes to be set in the same area, and cancel them one by one; if the memory wet track mode is configured, the wet track mode information of the area under the jurisdiction of the data storage unit DSU changes, the data storage unit DSU will synchronize the change information to the database for memory recovery.

[0012] Step F: The zone controller ZC synchronizes the wet track information of the area under its jurisdiction in the data storage unit DSU; Preferably, in step F, the wet rail information of the area under the jurisdiction of the zone controller ZC and the data storage unit DSU is synchronized, including: Case 1: The regional controller ZC periodically requests the data storage unit DSU for the wet track mode status of the area under its jurisdiction. After the data storage unit DSU has released the wet track mode synchronization restriction state, the data storage unit DSU responds with the wet track information of the corresponding area. Case 2: When the wet track mode information inside the data storage unit DSU changes, the data storage unit DSU actively pushes a wet track mode update notification to the regional controller ZC associated with the changed area. After receiving the notification, the regional controller ZC immediately sends a regional wet track mode status request to the data storage unit DSU. The regional controller ZC updates the regional wet track mode information within its jurisdiction through the request response of the data storage unit DSU. After the zone controller ZC receives the wet track information synchronized by the data storage unit DSU, it sets a timer to manage the validity period of the information. When the zone controller ZC receives the wet track mode update notification, it needs to shorten the validity period of the wet track information to twice the synchronization time between the zone controller ZC and the data storage unit DSU. When the validity period timer times out, the zone controller ZC has not synchronized to the wet track information, and the wet track information is set to the most restrictive state. When multiple levels of wet track mode information are set for a wet track area, the data storage unit DSU uses the wet track information with the highest wet track mode level when responding to the regional wet track mode status request to the regional controller ZC; the regional information with the wet track mode set that the data storage unit DSU synchronizes to the regional controller ZC includes: regional ID and wet track mode level.

[0013] Step G: After the zone controller ZC synchronizes to the regional wet track information, it selects the trains in wet track mode and synchronizes the wet track information to the onboard controller CC corresponding to the train; Preferably, in step G, the zone controller ZC selects trains that need to apply the wet track mode based on the train movement authorization. When the transfer authorization range intersects with the area where the wet track mode is set, the regional wet track mode information is arranged in sequence according to the direction of the movement authorization. The information includes: area ID, wet track mode level, and is sent to the on-board controller CC to which the movement authorization belongs; If the zone controller ZC detects that the train's safe positioning intersects with the activated wet track area, the zone controller ZC will select the corresponding backward slip protection distance according to the wet track mode level of the area when calculating the "train automatic protection" for the train, and calculate the tail endpoint of the "train automatic protection"; when the train is tracking, when the zone controller ZC calculates the movement authorization for the current train, the end point of the movement authorization shall not exceed the boundary of the "train automatic protection" of the preceding vehicle.

[0014] Step H: The onboard controller CC decides whether to stop and enter or exit the wet track mode according to the intersection of the train safety positioning information and the activated wet track area.

[0015] Preferably, in step H, after the onboard controller CC receives the wet track mode information, after the train stops, it determines whether to enter and exit the wet track mode based on the intersection of the largest front to the smallest rear in its own train safety positioning information and the area, and switches the vehicle control parameters of the corresponding level.

[0016] Preferably, the implementation method of whether the train enters or exits the wet track mode in step G and step H also includes: the zone controller ZC determines whether the interval from the minimum rear position of "train automatic protection" to the minimum front position of safety positioning intersects with the activated wet track area based on the safety positioning position information reported by the onboard controller CC. If so, the zone controller ZC responds to the onboard controller CC with a control message containing wet track information, and the onboard controller CC immediately stops and switches to wet track mode; when there is no intersection between the train safety positioning and the wet track area, the zone controller ZC sends a control message without wet track information to the onboard controller CC, and the onboard controller CC exits the wet track mode.

[0017] Preferably, the control instructions from the automatic train monitoring system ATS to the data storage unit DSU adopt the HILC protocol.

[0018] Beneficial effects of the present invention: 1. Existing similar technologies use sensors to collect track status and algorithms to determine the track's slipperiness, then autonomously switch to wet track mode. This leads to high costs, uncertain detection accuracy, and high system complexity. It cannot prevent vehicles from entering the wet track area before entering wet track mode, creating an unsafe driving window and making close pursuit operations prone to accidents. The present invention optimizes the wet track area and pre-screens trains that need to enter wet track mode from the perspective of the zone controller ZC. This ensures that trains switch to wet track mode before entering the slippery section, thus ensuring driving safety.

[0019] 2. The wet rail information synchronization mechanism and synchronization restriction release mechanism between subsystems in the present invention ensure the timeliness and security of synchronization.

[0020] 3. The data storage unit DSU central storage and the regional controller ZC synchronization architecture are adopted. After the regional controller ZC fails, the wet rail information can be automatically restored, which improves the availability of the system.

[0021] 4. The adjustment mechanism of the mobile authorization in the present invention reduces the risk of rear-end collision when the actual slipperiness of the route exceeds expectations. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is the process of the multi-level wet rail mode management method of the present invention; Figure 2 This is the wet rail information synchronization process of the present invention; Figure 3 Schematic diagram of the zone controller ZC adjusting the vehicle chasing interval in the wet track mode of the present invention. DETAILED DESCRIPTION

[0023] The following will provide a clear and complete description of the concept, specific structure and technical effects of the present invention in conjunction with the embodiments and drawings, so as to fully understand the purpose, features and effects of the present invention.

[0024] The present invention relates to a multi-level wet track mode management system, which includes: a data storage unit DSU, serving as a trackside central server, for managing the wet track mode status of the trackside line, and interacting with a zone controller ZC and an automatic train monitoring system ATS; the automatic train monitoring system ATS, serving as an entrance for human-computer interaction, for setting the wet track mode of a specified area, and interacting with the data storage unit DSU; the zone controller ZC, serving as a trackside wet track mode actuator, for screening trains to be switched to the wet track mode, and interacting with the data storage unit DSU and an onboard controller CC; and the onboard controller CC, which is interactively connected to the zone controller ZC, applies the set regional wet track information to switch the vehicle control mode, thereby improving the adhesion coefficient between the vehicle and the track in a wet track state.

[0025] The wet track area of ​​a line is configured using offline data. A complete wet track area includes the corresponding open-air area and extends the distance margin required for trains to switch to wet track mode. This distance margin accounts for the safe distance required for a train to stop after applying emergency braking at maximum speed after receiving the wet track area activation status from the trackside area controller. The wet track area can also include areas at tunnel entrances where slippery conditions may occur.

[0026] The system manages three levels of wet track mode: mild slip, severe slip, and stop operation, with the priority of each mode increasing. The operator determines the regional wet track level based on the collected vehicle slip status.

[0027] like Figure 1 and Figure 2As shown, the multi-level wet rail mode management method of the present invention includes the following steps: Step A: When the system is initialized, each component of the system is set to the initial limit state of the wet track; Step B: The data storage unit DSU periodically reports the regional wet rail status to the automatic train monitoring system ATS; Step C: Manually confirm the removal of the wet track information synchronization restriction; Step D: When the track is wet, a command to set / cancel wet track information in a designated area is manually sent to the data storage unit DSU through the automatic train monitoring system ATS; Step E: The data storage unit DSU determines whether the ATS command is valid and applies the valid command; Step F: The zone controller ZC synchronizes the wet track information of the area under its jurisdiction in the data storage unit DSU; Step G: After the zone controller ZC synchronizes to the regional wet track information, it selects the trains in wet track mode and synchronizes the wet track information to the onboard controller CC corresponding to the train; Step H: The onboard controller CC decides whether to stop and enter or exit the wet track mode according to the intersection of the train safety positioning information and the activated wet track area.

[0028] When the zone controller is initialized in step A, the wet track area levels configured in the area under its jurisdiction are all set to stop operation, and the initial restriction state is exited after synchronizing the wet track information from the data storage unit DSU. When the data storage unit DSU is initialized, the wet track mode state is set to the restriction synchronization not released state, waiting for the train automatic monitoring system ATS to confirm the release of the wet track information synchronization restriction. When the data storage unit DSU is in the wet track mode synchronization restriction not released state, the data storage unit DSU is prohibited from synchronizing the regional wet track information to the zone controller ZC to prevent unexpected regional wet track information from being synchronized to the zone controller ZC only when the data storage unit DSU is restarted. At the same time, the data storage unit DSU determines whether to load the regional wet track information memorized in the database based on whether the memory wet track mode is configured. If the memory wet track information is not configured to be loaded, the wet track area level of the entire line is set to stop operation. Otherwise, the regional wet track information of the entire line memorized in the database is loaded, and the wet track status of the entire line is synchronized to the train automatic monitoring system ATS through the periodic synchronization mechanism in step B for manual confirmation. If only the zone controller ZC fails and restarts, the zone controller ZC will automatically synchronize its related wet track mode information to the data storage unit DSU to ensure rapid recovery after the failure and improve driving safety.

[0029] During initialization in step B, the data storage unit DSU sends the wet track status of the entire line to the automatic train monitoring system ATS every cycle to ensure that the automatic train monitoring system ATS can receive the wet track status of the entire line as soon as the system is powered on, until the automatic train monitoring system ATS releases the wet track mode synchronization restriction, and then periodically synchronizes the wet track status of the entire line to the automatic train monitoring system ATS at large intervals.

[0030] In step C, after the automatic train monitoring system (ATS) synchronizes the full-line wet track status to the data storage unit (DSU), manual verification is required to confirm whether it is consistent with expectations. If not, the wet track status of the designated area must be modified as shown in step D. The ATS then manually removes the DSU's restriction on synchronizing wet track information for the entire line. Upon receiving the ATS release command, the DSU removes the wet track mode synchronization restriction, allowing the DSU to synchronize the regional wet track information within its range with the zone controller (ZC).

[0031] In step D, during normal line control, when the track is slippery, a command to set / cancel wet track information for a specified area is manually sent to the data storage unit DSU through the automatic train monitoring system ATS to set / cancel the wet track mode status of the area. The set / cancel command contains three elements: area ID, wet track mode level, and control instructions. Among them, the area ID is divided into global, elevated, and section. When the global wet track mode is set, the data storage unit DSU will activate the wet track mode of all preset areas on the entire line; when the elevated wet track mode is set, the data storage unit DSU will activate the wet track mode of all preset elevated areas on the entire line; when the section wet track mode is set, the data storage unit DSU activates the wet track mode of the specified area according to the section ID; the wet track mode levels are mild slip, severe slip, and stop operation; the control instructions include setting and canceling.

[0032] In step E, the data storage unit DSU checks the legitimacy of the command. If the following conditions are met, the command is considered to be legal: ①The region ID in the command is a valid ID for offline data configuration; ② The regional controllers ZC involved in the area specified by the area ID in the command are communicating normally; ③ When the control instruction is cancel, there should be an activated wet track area corresponding to the area ID and wet track mode level in the system.

[0033] The data storage unit DSU executes legal commands, sets or cancels the wet track mode information of the corresponding area, and feeds back the result of whether the execution is successful to the automatic train monitoring system ATS. The data storage unit DSU allows different levels of wet track modes to be set in the same area to prevent setting, canceling, and re-setting, and the wet track mode information from having blank wet track time windows, which affects driving safety. Cancellations must be made one by one. For example, after setting the interval wet track mode in the wet track area, the global wet track mode can be set in an overlay to ensure the flexibility of the setting. If the memory wet track mode is configured, and the wet track mode information in the area under the jurisdiction of the data storage unit DSU changes, the data storage unit DSU will synchronize the change information to the database for memory recovery.

[0034] In step F, the wet track information of the area under the jurisdiction of the regional controller ZC and the data storage unit DSU is synchronized in two situations: situation 1, the regional controller ZC periodically requests the data storage unit DSU for the regional wet track mode status within its jurisdiction. After the data storage unit DSU has released the wet track mode synchronization restriction state, the data storage unit DSU responds with the wet track information of the corresponding area to prevent the regional controller ZC from being unable to synchronize to the regional wet track information in time after restarting, thereby affecting driving safety; situation 2, when the wet track mode information inside the data storage unit DSU changes, the data storage unit DSU actively pushes a wet track mode update notification to the regional controller ZC associated with the changed area. After receiving the notification, the regional controller ZC immediately sends a regional wet track mode status request to the data storage unit DSU. The regional controller ZC updates the regional wet track mode information within its jurisdiction through the request response of the data storage unit DSU, ensuring that when the wet track information in the data storage unit DSU changes, it can be synchronized to the regional controller ZC in time. After the regional controller ZC receives the wet track information synchronized by the data storage unit DSU, it sets the validity period of the information and manages the validity period. The validity period should not be less than twice the request period in Case 1. When the regional controller ZC receives the wet track mode update notification, it needs to shorten the validity period of the wet track information to twice the synchronization time between the regional controller ZC and the data storage unit DSU. When the validity period times out and the regional controller ZC has not synchronized to the wet track information, the wet track information is set to the most restrictive state. When multiple levels of wet track mode information are set for a wet track area, the data storage unit DSU uses the wet track information with the highest wet track mode level when responding to the regional wet track mode status request to the regional controller ZC. The regional information on the wet track mode set that the data storage unit DSU synchronizes to the regional controller ZC includes: regional ID and wet track mode level.

[0035] In step G, the regional controller ZC selects the vehicles that need to apply the wet track mode based on the train movement authorization. When the transfer authorization range intersects with the area where the wet track mode is set, the regional wet track mode information is arranged in sequence according to the direction of the movement authorization. The information includes: regional ID, wet track mode level, and is sent to the on-board controller CC to which the movement authorization belongs. If the regional controller ZC detects that the train safety positioning intersects with the activated wet track area, the regional controller ZC will select the corresponding rear slip protection distance according to the regional wet track mode level when calculating the "train automatic protection" for the train, and calculate the tail endpoint of the "train automatic protection". When the train is tracking and running, when the regional controller ZC calculates the movement authorization for the current train, the end point of the movement authorization should not exceed the boundary of the "train automatic protection" of the preceding vehicle. If Figure 3 As shown, when the wet track area is not activated, the conventional slippage protection distance is selected. When the wet track area is activated, the slippage protection distance of the corresponding level is selected to calculate the rear endpoint of the "train automatic protection" to increase the chasing interval.

[0036] Step H: After the onboard controller CC receives the wet track mode information, after the train stops, it determines whether to enter and exit the wet track mode based on the intersection of the largest front to the smallest rear in its own train safety positioning information and the area, and switches the vehicle control parameters of the corresponding level.

[0037] Another implementation method for determining whether the train enters or exits wet track mode in steps G and H is as follows: the zone controller ZC, based on the safe positioning position information reported by the onboard controller CC, determines whether the interval from the minimum rear position for "train automatic protection" to the minimum front position for safe positioning intersects with the activated wet track area. If so, the zone controller ZC responds with a control message containing the wet track information to the onboard controller CC, which immediately stops the train and switches to wet track mode. If the train's safe positioning does not intersect with the wet track area, the zone controller ZC sends a control message without wet track information to the onboard controller CC, causing the onboard controller CC to exit wet track mode.

[0038] The control instructions from the automatic train monitoring system ATS to the data storage unit DSU use the HILC protocol to ensure safety.

[0039] The above is a detailed description of the embodiments of the present invention, but the present invention is not limited to the embodiments. Those skilled in the art may make various equivalent modifications or substitutions without departing from the spirit of the present invention. These equivalents or substitutions are all included in the scope defined by the claims of the present invention.

Claims

1. A multi-level wet rail mode management method, characterized in that: The following steps are involved: Step A: Initialize the multi-level wet track mode management system, and set each component of the management system to the initial wet track restriction state; wherein the management system includes the automatic train monitoring system ATS, the data storage unit DSU, the zone controller ZC, and the onboard controller CC, which are sequentially connected in communication; Step B: The data storage unit DSU periodically reports the regional wet rail status to the automatic train monitoring system ATS; Step C: Confirm to release the wet track information synchronization restriction; Step D: When the track is wet, the automatic train monitoring system ATS sends a command to the data storage unit DSU to set / cancel the wet track information in the designated area; Step E: The data storage unit DSU determines whether the ATS command is valid and applies the valid command; Step F: The zone controller ZC synchronizes the wet track information of the area under its jurisdiction in the data storage unit DSU; Step G: After the zone controller ZC synchronizes to the regional wet track information, it selects the trains in wet track mode and synchronizes the wet track information to the onboard controller CC corresponding to the train; Step H: The onboard controller CC decides whether to stop and enter or exit the wet track mode according to the intersection of the train safety positioning information and the activated wet track area.

2. A multi-level wet rail mode management method according to claim 1, characterized in that: The multi-level wet track mode management system includes: The data storage unit DSU acts as a trackside central server to manage the wet track mode status of the trackside and interact with the zone controller ZC and the automatic train monitoring system ATS; The automatic train monitoring system (ATS) serves as the entry point for human-machine interaction, is used to set the wet track mode for a specified area, and interacts with the data storage unit (DSU); The zone controller ZC, as the trackside wet track mode actuator, is used to screen trains that need to switch to wet track mode and interacts with the data storage unit DSU and the onboard controller CC; The onboard controller CC applies the set regional wet track information, switches the vehicle control mode, and interacts with the regional controller ZC; The wet track area of ​​the line is configured using offline data. The wet track area includes the corresponding open-air area and extends the distance margin required for the train to switch to wet track mode. The distance margin for the train to switch to wet track mode takes into account the safe distance required for the train to stop after applying emergency braking at maximum speed after receiving the wet track area activation status from the trackside zone controller ZC. The wet track area covers areas at tunnel entrances where slippery conditions may occur. The wet track mode managed by the management system includes a mild skidding level, a severe skidding level, and a suspension level with increasing mode priority. The set level is determined according to the collected vehicle skidding status.

3. A multi-level wet rail mode management method according to claim 1, characterized in that: In step A, when the zone controller ZC is initialized, the wet track area levels configured in the area under its jurisdiction are all set to stop operation, and the wet track information is synchronized from the data storage unit DSU and then exits the initial restriction state; When the data storage unit DSU is initialized, the wet track mode state is set to the restricted synchronization state, prohibiting the data storage unit DSU from synchronizing the regional wet track information with the regional controller ZC, and waiting for the automatic train monitoring system ATS to confirm the lifting of the synchronization restriction; at the same time, the data storage unit DSU decides whether to load the regional wet track information memorized in the database based on whether the memory wet track mode is configured. If the memory wet track information is not configured to be loaded, the wet track area level of the entire line is set to stop operation; otherwise, the regional wet track information of the entire line memorized in the database is loaded, and the wet track status of the entire line is synchronized to the automatic train monitoring system ATS through the periodic synchronization mechanism in step B, and is submitted to manual confirmation; If only the zone controller ZC fails and restarts, the zone controller ZC will automatically synchronize its related wet rail mode information on the data storage unit DSU.

4. A multi-level wet rail mode management method according to claim 1, characterized in that: During initialization in step B, the data storage unit DSU sends the wet track status of the entire line to the automatic train monitoring system ATS every cycle until the automatic train monitoring system ATS releases the wet track mode synchronization restriction, and then periodically synchronizes the wet track status of the entire line to the automatic train monitoring system ATS at large intervals.

5. A multi-level wet rail mode management method according to claim 1, characterized in that: In step C, after the automatic train monitoring system ATS synchronizes the wet track status of the entire line to the data storage unit DSU, it is manually confirmed whether it is consistent with the expectations. If it is inconsistent, the wet track status of the specified area is modified according to the method in step D, and then the data storage unit DSU is manually released from the wet track information synchronization restriction of the entire line through the automatic train monitoring system ATS; the data storage unit DSU receives the release instruction of the automatic train monitoring system ATS, executes the release of the wet track mode synchronization restriction state, and allows the data storage unit DSU to synchronize the regional wet track information within its range to the regional controller ZC.

6. A multi-level wet rail mode management method according to claim 1, characterized in that: In step D, when the track is wet during normal line control, a command to set / cancel wet track information for a specified area is manually sent to the data storage unit DSU through the automatic train monitoring system ATS to set / cancel the wet track mode state of the area; The set / cancel command includes: area ID, wet track mode level and control instructions; among them, the area ID is divided into global, elevated and section. When the global wet track mode is set, the data storage unit DSU will activate the wet track mode of all preset areas on the entire line; when the elevated wet track mode is set, the data storage unit DSU will activate the wet track mode of all elevated preset areas on the entire line; when the section wet track mode is set, the data storage unit DSU activates the wet track mode of the specified area according to the section ID; the wet track mode levels include mild slip, severe slip and stop operation; the control instructions include setting and canceling.

7. A multi-level wet rail mode management method according to claim 1, characterized in that: In step E, the data storage unit DSU checks the legitimacy of the command. If the following conditions are met, the command is considered to be legal: The region ID in the command is a valid ID for offline data configuration; The zone controllers ZC involved in the zone specified by the zone ID in the command are communicating normally; When the control command is cancel, there should be an activated wet track area corresponding to the area ID and wet track mode level in the system; The data storage unit DSU executes legal commands, sets or cancels the wet track mode information of the corresponding area, and feeds back the result of whether the execution is successful to the automatic train monitoring system ATS; The data storage unit DSU allows different levels of wet track modes to be set in the same area, and they can be canceled one by one; if the memory wet track mode is configured, the wet track mode information of the area under the jurisdiction of the data storage unit DSU changes, the data storage unit DSU will synchronize the change information to the database for memory recovery.

8. The multi-level wet rail mode management method according to claim 1, characterized in that: In step F, the wet track information of the area under the control of the zone controller ZC and the data storage unit DSU is synchronized, including: Case 1: The regional controller ZC periodically requests the data storage unit DSU for the wet track mode status of the area under its jurisdiction. After the data storage unit DSU has released the wet track mode synchronization restriction state, the data storage unit DSU responds with the wet track information of the corresponding area. Case 2: When the wet track mode information inside the data storage unit DSU changes, the data storage unit DSU actively pushes a wet track mode update notification to the regional controller ZC associated with the changed area. After receiving the notification, the regional controller ZC immediately sends a regional wet track mode status request to the data storage unit DSU. The regional controller ZC updates the regional wet track mode information within its jurisdiction through the request response of the data storage unit DSU. After the zone controller ZC receives the wet track information synchronized by the data storage unit DSU, it sets a timer to manage the validity period of the information. When the zone controller ZC receives the wet track mode update notification, it needs to shorten the validity period of the wet track information to twice the synchronization time between the zone controller ZC and the data storage unit DSU. When the validity period timer times out, the zone controller ZC has not synchronized to the wet track information, and the wet track information is set to the most restrictive state. When multiple levels of wet track mode information are set for a wet track area, the data storage unit DSU uses the wet track information with the highest wet track mode level when responding to the regional wet track mode status request to the regional controller ZC; the regional information with the wet track mode set that the data storage unit DSU synchronizes to the regional controller ZC includes: regional ID and wet track mode level.

9. The multi-level wet rail mode management method according to claim 1, characterized in that: In step G, the zone controller ZC selects trains that need to apply the wet track mode based on the train movement authorization. When the transfer authorization range intersects with the area set for the wet track mode, the regional wet track mode information is arranged in sequence according to the direction of the movement authorization. The information includes: area ID, wet track mode level, and is sent to the on-board controller CC to which the movement authorization belongs; If the zone controller ZC detects that the train's safe positioning intersects with the activated wet track area, the zone controller ZC will select the corresponding backward slip protection distance based on the wet track mode level of the area when calculating the "train automatic protection" for the train, and calculate the tail endpoint of the "train automatic protection"; when the train is tracking, when the zone controller ZC calculates the movement authorization for the current train, the end point of the movement authorization shall not exceed the boundary of the "train automatic protection" of the preceding train.

10. The multi-level wet rail mode management method according to claim 1, characterized in that: In step H, after the onboard controller CC receives the wet track mode information, after the train stops, it determines whether to enter and exit the wet track mode based on the intersection of the largest front to the smallest rear of the train in its own train safety positioning information and the area, and switches the vehicle control parameters of the corresponding level.

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