Method for upgrading rail train and train control level

Abstract

The present invention provides a rail train and a method for upgrading the train control level, which relates to the technical field of urban rail transit on-board signal system control. The method comprises: if a traveling train meets a first upgrading condition, determining whether the relationship between the current speed of the train and the first emergency braking speed satisfies a second upgrading condition; if so, upgrading the control level of the train to a pre-elevation control level. After the train meets the control level upgrading condition, the present invention determines whether the relationship between the current speed of the train and the emergency braking speed of the pre-elevation control level of the train at the current moment satisfies the relationship that the emergency braking speed at the moment of the maximum speed reached by the train during the next preset time period is greater than the maximum speed. If so, it indicates that the emergency braking speed at the moment of the maximum speed reached by the train during the next traveling process is greater than the maximum speed, thereby avoiding triggering an emergency braking situation of the train and improving operating efficiency.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit onboard signal system control, and in particular to a rail train and a train control level upgrading method. Background Art

[0002] During train operations, there's a special scenario: when the train's forward section faces poor road conditions (such as flooding, rain, or snow), the dispatcher issues a temporary speed limit command from the Automatic Train Supervision (ATS). This speed limit is transmitted via the ground-based Zone Controller (ZC) to the onboard Automatic Train Protection (ATP) subsystem, which restricts the train from passing through the section at a speed no higher than the speed limit. However, this temporary speed limit is only available on CBTC-class trains. Furthermore, due to differences in the setting of the Emergency Brake Interrupt (EBI) speeds for lower and higher levels, if the temporary speed limit issued by the higher level is set too low, the higher level EBI2 may be lower than the lower level EBI1. When the train speed approaches EBI2 and the upgrade conditions are met (pre-upgrade level Ma is valid and the position is valid), and the train's speed is checked to be less than the pre-upgrade level EBI2 during the current cycle, the control level can be upgraded immediately. However, within a short period after the upgrade, changes in the train's running conditions (such as uphill and downhill road conditions) drastically affected the train's speed. Furthermore, the train updated the upgraded EBI2 based on its current position and other actual operating conditions, causing the train's speed to exceed or exceed the EBI2. This triggered the ATP overspeed protection, applying emergency braking to zero speed. This situation occurred both in the laboratory and in the field, causing trouble for drivers and dispatchers. The emergency braking also affected passenger comfort and operational efficiency. Summary of the Invention

[0003] The present invention provides a rail train and a method for upgrading the train control level. While determining that a first upgrading condition for pre-increasing the control level is satisfied, it is also necessary to determine that the relationship between the current speed of the train and the emergency braking speed after the upgrade satisfies a second upgrading condition determined based on that the emergency braking speed corresponding to when the train reaches the maximum speed is greater than the maximum speed. This avoids the situation where the train speed exceeds the corresponding emergency braking speed after the control level is upgraded, resulting in emergency braking of the train, thereby improving operating efficiency.

[0004] In a first aspect, an embodiment of the present invention provides a railway train, comprising: a speed measuring unit and a processor;

[0005] A speed measuring unit, used to obtain the current speed of the rail train;

[0006] A processor for determining whether the current speed of the rail train and the first emergency braking speed meet a second upgrading condition if the rail train in motion meets a first upgrading condition of the pre-elevation control level; wherein the first upgrading condition includes that the driving permission of the pre-elevation control level is valid, the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined according to the moment when the rail train meets the upgrading condition; the second upgrading condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the train within the pre-elevation control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset duration after the moment when the rail train meets the first upgrading condition;

[0007] If the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, the control level of the rail train is upgraded to a pre-upgrade control level.

[0008] Optionally, the second upgrade condition includes that a difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold; wherein the threshold is determined based on the second emergency braking speed of the rail train being greater than a maximum speed within a preset time period on the line;

[0009] Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; wherein, the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver causes braking, and the case where the emergency brake is triggered.

[0010] Optionally, the threshold is a traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the moment of traction cut-off when the rail train is traveling on the line and the vehicle speed at the moment of traction cut-off; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the moment of traction cut-off when the rail train is traveling on the line.

[0011] Optionally, the preset functional relationship includes a first functional relationship and a second functional relationship:

[0012] The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the rail train driver's reaction time period is the time period from the start of an alarm sound generated when the rail train travels on the current section and the speed exceeds the traction cut-off speed to the time before the train driver operates the brakes;

[0013] The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

[0014] Optionally, the processor is further configured to:

[0015] Before determining whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, it is determined that a downhill section is included within a preset distance in the traveling direction of the current route of the rail train.

[0016] In a second aspect, based on the same inventive concept, an embodiment of the present invention further provides a method for upgrading a train control level, comprising:

[0017] If the moving rail train meets the first upgrade condition of the pre-lift control level, it is determined whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition; wherein, the first upgrade condition includes that the driving permission of the pre-lift control level is valid, and the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined according to the moment when the rail train meets the upgrade condition; the second upgrade condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset time length after the moment when the rail train meets the first upgrade condition;

[0018] If the current speed of the rail train and the first emergency braking speed meet a second upgrade condition, the control level of the rail train is upgraded to a pre-upgrade control level.

[0019] Optionally, the second upgrade condition includes that a difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold; wherein the threshold is determined based on the second emergency braking speed of the rail train being greater than a maximum speed within a preset time period on the line;

[0020] Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver is prompted to brake, and the case where the emergency brake is triggered.

[0021] Optionally, the threshold is a traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the moment of traction cut-off when the rail train is traveling on the line and the vehicle speed at the moment of traction cut-off; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the moment of traction cut-off when the rail train is traveling on the line.

[0022] Optionally, the preset functional relationship includes a first functional relationship and a second functional relationship;

[0023] The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the rail train driver's reaction time period is the time period from the start of an alarm sound generated when the rail train travels on the current section and the speed exceeds the traction cut-off speed to the time before the train driver operates the brakes;

[0024] The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

[0025] Optionally, before determining whether the current speed of the rail train and the first emergency braking speed satisfy the second upgrade condition, the method further includes:

[0026] It is determined that a downhill section is included within a preset distance in the traveling direction of the current route of the rail train.

[0027] In a third aspect, based on the same inventive concept, an embodiment of the present invention further provides a storage medium, wherein a computer program is stored in the storage medium, and the computer program is used to implement the train control level upgrade method as described in any one of the second aspects.

[0028] In addition, the technical effects brought about by any implementation method in the second to third aspects can refer to the technical effects brought about by different implementation methods in the first aspect, and will not be repeated here.

[0029] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A schematic diagram of a train's current speed and upgraded emergency braking speed change curve provided by an embodiment of the present invention;

[0031] Figure 2 A schematic diagram of a control level of a train meeting upgrade conditions provided by an embodiment of the present invention;

[0032] Figure 3 A schematic diagram of a train running on a downhill route provided by an embodiment of the present invention;

[0033] Figure 4 A schematic diagram of a speed change of a train traveling on a downhill route provided by an embodiment of the present invention;

[0034] Figure 5 A flow chart of a train control level upgrade method provided by an embodiment of the present invention;

[0035] Figure 6 A flow chart of a method for upgrading a train to ITC provided by an embodiment of the present invention;

[0036] Figure 7 A flow chart of a method for upgrading a train to CBTC provided by an embodiment of the present invention;

[0037] Figure 8 A schematic diagram of a train traveling on an uphill route provided by an embodiment of the present invention;

[0038] Figure 9 A schematic diagram of a train traveling on a flat route provided by an embodiment of the present invention;

[0039] Figure 10 A schematic diagram of a train traveling on a downhill route provided by an embodiment of the present invention;

[0040] Figure 11 A schematic diagram of a train traveling on a downhill route provided by an embodiment of the present invention;

[0041] Figure 12 A schematic diagram of a speed change of a train traveling on a downhill route provided by an embodiment of the present invention;

[0042] Figure 13 A flow chart of a train control level upgrade method based on fixed threshold determination provided by an embodiment of the present invention;

[0043] Figure 14 A flow chart of a method for upgrading a train control level based on determination of a train's current route provided by an embodiment of the present invention;

[0044] Figure 15 A flowchart of a method for determining a maximum speed and a corresponding emergency braking speed provided by an embodiment of the present invention;

[0045] Figure 16 A flowchart of another method for upgrading a train control level based on determination of a train's current travel route provided by an embodiment of the present invention;

[0046] Figure 17 A flow chart of a method for upgrading a train control level based on a train traveling on a downhill route provided by an embodiment of the present invention;

[0047] Figure 18 A structural diagram of a train control level upgrade device provided by an embodiment of the present invention;

[0048] Figure 19 A structural diagram of another train control level upgrade device provided by an embodiment of the present invention;

[0049] Figure 20 This is a structural diagram of a vehicle-mounted ATP device provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0050] The following is a clear and detailed description of the technical solutions in the embodiments of the present application in conjunction with the accompanying drawings. The terms "first," "second," and "third" are used for descriptive purposes only and should not be understood to imply or suggest relative importance or implicitly indicate the number of the technical features indicated. Therefore, features defined as "first," "second," and "third" may explicitly or implicitly include one or more of the features.

[0051] First, let's introduce the train control levels. From high to low, the rail train control levels are Continuous Train Control (CBTC), Interlocking Train Control (ITC), and Interlocking Control (ILC).

[0052] (1) Continuous Train Control (CBTC) is the normal control mode of the CBTC system. The onboard ATP equipment uses a continuous speed curve control method to monitor train operation in real time. The EBI is updated and calculated based on the current position and the MA information received every cycle. This level is a moving block mode with short train tracking intervals and high operational efficiency.

[0053] Among them, EBI is the emergency braking speed of the rail train that triggers emergency braking under the current control level.

[0054] MA is a driving permit, which is the driving certificate for the safe operation of the train.

[0055] (2) Point Train Control (ITC) is a downgraded control mode for the CBTC system. It uses a primary speed curve control method, and the EBI is calculated based on the point MA received at a fixed point. This level is a fixed block method, and the track train tracking interval is controlled on a route basis, resulting in high operational efficiency.

[0056] (3) Interlocking Control (ILC) is a degraded control mode of the CBTC system. The driver drives the train according to the indication of the trackside signal. The BEI speed limit is a fixed value of 25 km / h (configurable). This level is a fixed block mode. The driver drives the track train at a speed not exceeding the BEI speed limit, which has low operational efficiency.

[0057] Under normal circumstances, rail trains operate at the CBTC level. In special circumstances such as a train-to-ground communication failure, rail trains cannot continue to operate at the CBTC level and are downgraded to run at the point control level (ITC) or interlocking control level (ILC). When the fault is restored, it is necessary to upgrade to a high control level as quickly as possible to improve operating efficiency. Usually, when upgrading from a low control level to a high control level, it only requires the current vehicle speed to be less than the EBI of the high level to upgrade. Specifically, combined with Figure 1 As shown, C1 is the speed curve of the rail train under normal braking conditions, and C2 is the EBI curve of the rail train after emergency braking is triggered at the pre-lift control level. When the train reaches the target stopping point, the current speed of the rail train is relatively small compared with the EBI corresponding to the current speed, so that no emergency braking will be triggered.

[0058] Combine Figure 2 As shown in the figure, when upgrading the control level, the specific determination process is as follows:

[0059] S200: Determine whether the pre-upgrade MA is valid and whether the train position is valid. If yes, execute S210, otherwise end;

[0060] S210: Determine whether the current track train is at zero speed. If yes, execute S230; otherwise, execute S220;

[0061] S220: Determine whether the vehicle speed is less than the pre-upgrade level EBI. If so, execute S230; otherwise, end;

[0062] S230: Upgrading to the pre-upgrade level.

[0063] For example, when the interlock control level (ILC) is upgraded to the point control level (ITC), the point MA is valid and the current vehicle speed is less than or equal to the EBI corresponding to the point control level (ITC);

[0064] When the interlocking control level (ILC) is upgraded to the continuous train control level (CBTC), the CBTC level MA is valid and the current speed is less than or equal to the EBI corresponding to the continuous train control level (CBTC);

[0065] When the point control level (ITC) is upgraded to the continuous train control level (CBTC), the CBTC level MA is valid and the current speed is less than or equal to the EBI corresponding to the continuous train control level (CBTC).

[0066] However, during the operation of the rail train, the rail train route may have uphill and downhill situations. When the rail train is running at a relatively low control level, the control level will be upgraded. Figure 3 As shown, when the rail train is upgraded and is about to travel downhill, the speed of the rail train will be too fast, so fast that it quickly exceeds the upgraded emergency braking speed, thereby triggering the upgraded emergency braking situation.

[0067] Specifically, if Figure 4 As shown, C3 is the EBI curve of the rail train after the current level emergency brake is triggered, C4 is the EBI curve of the rail train after the pre-upgrade control level emergency brake is triggered, and C5 is the speed curve of the rail train after the emergency brake is triggered after the upgrade. At position A, when the current speed of the rail train is close to the EBI of the pre-upgrade control level and the current speed is less than the EBI of the pre-upgrade control level, the rail train performs the upgrade process. When the rail train goes downhill, the speed increases rapidly. After the speed increases to a level greater than the EBI of the pre-upgrade control level, that is, at position B, the speed increases to a level greater than the EBI of the pre-upgrade control level, triggering the emergency brake, and the rail train automatically performs the emergency brake process. This causes trouble for the driver and dispatcher, and the emergency brake will also affect the passenger comfort and operational efficiency.

[0068] Based on this, the present invention proposes to modify the upgrade conditions. When the existing first upgrade condition is met, it is also necessary to judge the relationship between the current vehicle speed and the upgraded emergency braking speed corresponding to the current moment to meet the second upgrade condition determined by the maximum speed when the rail train reaches the maximum speed in the next journey, and the upgraded emergency braking speed corresponding to the moment is greater than the maximum speed, before the control upgrade can be performed. In this way, the speed of the subsequent rail train journey will never exceed the upgraded emergency braking speed, thereby avoiding emergency braking situations and improving operational efficiency.

[0069] In summary, the embodiment of the present invention provides a method for upgrading the train control level, combining Figure 5 Shown, including:

[0070] S500: If the traveling rail train meets the first upgrade condition of the pre-elevation control level, determining whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition;

[0071] Among them, the first upgrade condition includes that the driving permit of the pre-upgrade control level is valid, the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-upgrade control level determined according to the moment when the rail train meets the upgrade condition; that is, the first emergency braking speed is the emergency braking speed after the emergency brake is triggered when the rail train is upgraded to the pre-upgrade control level at the current moment.

[0072] The second upgrade condition is determined based on the second emergency braking speed of the rail train being greater than the maximum speed within a preset time period; the second emergency braking speed is the emergency braking speed of the rail train within the pre-increase control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset length of time after the moment when the rail train meets the first upgrade condition;

[0073] S510: If the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, the control level of the rail train is upgraded to a pre-upgrade control level.

[0074] In summary, it can be seen that when performing the upgrade process, the present invention not only needs to determine whether the first upgrade condition is currently met, but also needs to determine whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, that is, the relationship between them is determined based on the second emergency braking speed being greater than the maximum speed within the preset time period, so that it can be determined that the second emergency braking speed of the rail train is greater than the maximum speed within the next preset time period, thereby avoiding the situation where the emergency brake is triggered after the upgrade.

[0075] For example, the current control level of the rail train is the interlocking control level (ILC), the pre-lift control level is the point control level (ITC), and the Figure 6 As shown, the present invention proposes an upgrade method from ILC to ITC, including:

[0076] S600: Determine whether the MA of the pre-lift control level ITC is valid and whether the train position is valid. If yes, execute S610, otherwise end;

[0077] S610: Determine whether the current track train is at zero speed. If not, execute S620; otherwise, execute S640;

[0078] S620: Determine whether the current vehicle speed is less than the first emergency braking speed. If so, execute S630; otherwise, end. The first emergency braking speed is the emergency braking speed of the rail train within the pre-upgrade control level ITC determined according to the moment when the rail train meets the upgrade condition.

[0079] S630: Determine whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition; if so, execute S640, otherwise end;

[0080] S640: Upgrade the control level of the rail train to the pre-upgrade control level ITC.

[0081] The current control level of the rail train is the interlocking control level (ILC) or the point control level (ITC), and the pre-lift control level is the continuous train control level (CBTC). Figure 7 As shown, the present invention proposes an upgrade method from ILC or ITC to CBTC, including:

[0082] S700: Determine whether the MA of the pre-elevation control level CBTC is valid and whether the train position is valid. If yes, execute S710, otherwise end;

[0083] S710: Determine whether the current track train is at zero speed. If not, execute S720; otherwise, execute S740;

[0084] S720: Determine whether the current vehicle speed is less than the first emergency braking speed. If so, execute S730; otherwise, end.

[0085] The first emergency braking speed is the emergency braking speed of the rail train in the pre-elevation control level CBTC, determined according to the moment when the rail train meets the upgrade condition;

[0086] S730: Determine whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition; if so, execute S740, otherwise end;

[0087] S740: Upgrade the control level of the rail train to the pre-upgrade control level CBTC.

[0088] Among them, after the rail train is upgraded, the next route may be uphill, combined with Figure 8 As shown, the rail train will have a vertical downward gravitational acceleration g. Since the gravitational acceleration g will have an acceleration in the opposite direction of the running direction, and since the running speed of the rail train and the acceleration caused by the gravitational acceleration are in opposite directions, the speed of the rail train will decrease without applying additional traction. Therefore, if it is only necessary to control the speed of the rail train, the second emergency braking speed of the rail train will not be automatically less than the maximum speed within the preset time period.

[0089] After the rail train is upgraded, the next route can be a flat road, combined with Figure 9 As shown, the rail train will have a vertical downward gravitational acceleration g. Since it is a flat road, the gravitational acceleration g will not affect the speed of the train. Therefore, the speed of the rail train will not change without applying additional traction. Therefore, if it is only necessary to control the speed of the rail train, the rail train will not automatically have a second emergency braking speed lower than the maximum speed within a preset time period.

[0090] After the rail train is upgraded, the next route may be downhill, combined with Figure 10 As shown, the rail train will have a vertical downward gravitational acceleration g, because the gravitational acceleration will have an acceleration in the same direction as the running direction. Since the running speed of the rail train and the acceleration caused by the gravitational acceleration are in the same direction, the speed of the rail train will increase without applying additional traction. Therefore, the rail train is likely to have a second emergency braking speed within a preset time period that is lower than the maximum speed.

[0091] Regarding the above content, whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition may include the following two conditions.

[0092] Mode 1: the second upgrade condition includes that the difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold.

[0093] It should be noted that the size of the threshold setting is difficult to determine. If the setting is too small, there is still a possibility that the speed of the rail train reaches the second emergency speed limit while it is accelerating (for example, the rail train is on a downhill section), or the rail train maintains its current speed and the second emergency speed limit decreases, which will cause the rail train to output emergency braking, and fail to solve the above-mentioned problems. If the setting is too large, although the above-mentioned emergency braking problem can be solved, when the conditions are met, it cannot be upgraded to a high control level in time, reducing operating efficiency. Therefore, choosing an appropriate threshold is very critical.

[0094] In this regard, the threshold is determined based on the second emergency braking speed of the rail train traveling on the line being greater than the maximum speed within a preset time period.

[0095] In this way, no matter which line the rail train is traveling on, the threshold is determined based on the rail train traveling on the current line. Therefore, the difference between the current speed of the rail train and the first emergency braking speed is greater than the threshold, so that the second emergency braking speed of the rail train within the preset time period is greater than the maximum speed.

[0096] Specifically, the threshold is the traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the moment of traction cut-off when the rail train is running on the line and the vehicle speed at the moment of traction cut-off; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the moment of traction cut-off when the rail train is running on the line.

[0097] Specifically, when a rail train is running on a line, the emergency braking scenario that occurs when the current control level is upgraded to a high level is that the rail train speed is close to the emergency braking speed of the pre-increase control level. Figure 11 As shown, time ta is when the train reaches the pre-lift control level. As the train is traveling downhill, its speed will increase over time. tb is when the train speed equals the traction cut-off speed. At the same time, when the train speed is greater than or equal to the traction cut-off speed, the onboard ATP device will cut off traction, and the MMI will display an overspeed alarm and output an alarm sound, informing the driver that the current speed is too high. At time td, the driver needs to take braking measures. However, when the train is on a large downhill section, the main factors affecting the current traction braking rate are the slope acceleration generated by the downhill operation, such as Figure 10 Even if traction is removed, the train will still accelerate due to the gradient acceleration. Between the time the alarm sounds and the driver takes braking action, the train speed may have reached the emergency braking speed corresponding to the pre-acceleration control level, triggering emergency braking.

[0098] for Figure 10 In the case shown, the speed change relationship is as follows Figure 12As shown in the figure, C6 is the speed change of the normal braking of the rail train on the downhill line, and C7 is the emergency braking speed curve when the rail train is upgraded to the pre-lift control level. When the rail train is upgraded to the pre-lift control level, the current speed of the rail train and the emergency braking speed EBI corresponding to the pre-lift control level are 升 The difference between them is the speed difference Δv, and the current speed is less than the emergency braking speed corresponding to the pre-lift control level at the current moment. When the rail train continues to run and reaches the traction cut speed, the current speed of the rail train is less than the emergency braking speed EBI corresponding to the pre-lift control level. 升1 Until the rail train reaches the maximum speed, the maximum speed of the rail train is still less than the emergency braking speed EBI corresponding to the pre-increase control level at the moment of reaching the maximum speed 升2 In this way, the subsequent speed of the rail train will not be greater than the emergency braking speed corresponding to the pre-upgrade control level, avoiding triggering emergency braking.

[0099] The following describes the most unfavorable operating conditions of rail trains on downhill roads with the steepest slopes through mathematical relationships.

[0100] During the stage before switching traction and the stage when the rail train is cutting off traction:

[0101] The stage before switching traction, also known as the first stage, is when the train operates as follows:

[0102] Current speed <![CDATA[v 当前 ]]> Cutting traction speed <![CDATA[v 切 ]]> Maximum acceleration <![CDATA[a max +a 坡 ]]> Acceleration time <![CDATA[Δt1]]> Current Level EBI <![CDATA[EBI 当前 ]]>

[0103] Among them, a max The maximum acceleration that a rail train can provide is 110 cm / s. 2 ;a 坡 is the slope acceleration; Δt1 is the time taken for the current vehicle speed to reach the traction speed.

[0104] Among them, v 切 =v 当前 +(a max +a 坡 )*Δt1

[0105] The traction removal phase, also known as the second phase, is when the train runs at a gradient acceleration. After Δt2, the speed reaches EBI. 升2 , the operation status of rail trains is as follows:

[0106]

[0107]

[0108] Among them, Δt2 is the speed of the cut traction to EBI 升2 Speed time;

[0109] Among them, EBI 升2 The data relationship is:

[0110] EBI 升2 =v 切 +a 坡 *Δt2 (1)

[0111] EBI 升2 =EBI 升1 -a 最不利 *Δt2 (2)

[0112] EBI 升1 =v 切 +Δv 切 (3)

[0113] Wherein, formula (1) assumes that the maximum speed of the rail train is equal to EBI 升2 The actual operating speed of the rail train is determined. Formula (2) is determined based on the change in the most unfavorable braking speed after the rail train is upgraded to the pre-lift control level. Formula (3) is the relationship between the rail train speed at the time of traction cut and the emergency braking speed of the rail train at the pre-lift control level when the rail train is cut off.

[0114] Note: According to the most unfavorable conditions, the slope value is taken as the maximum slope of 3.5%. The rotation mass coefficient is 1.06. 切 2km / h (configurable).

[0115] First, consider the time from when traction is cut off to when the speed of the track train reaches EBI 升2 If Δt2 is less than the time it takes the driver to brake after hearing the alarm, calculate the time it takes to accelerate to traction, Δt1. Ensure that Δt2 + Δt1 > the driver's reaction time.

[0116] According to formula (1)(2)(3), we can get:

[0117]

[0118] Therefore, the vehicle speed is changed from cutting off traction to EBI 升2 , the time required is If the worst case is not considered, Δt2 = 1.7s.

[0119] According to surveys, the average human reaction time is between 0.4 and 0.6 seconds, and a reaction time of less than 1.5 seconds is considered normal. Therefore, when the worst-case scenario is not considered, if Δt2 > 1.5 seconds, it is assumed that the time to EB after the upgrade is greater than the driver's reaction time, and Δt1 is no longer calculated.

[0120] Therefore, it can be concluded that when the traction-cutting speed threshold is 2 km / h, the fixed threshold for control level upgrade is the traction-cutting threshold, which can basically meet the requirement of no emergency braking when the rail train is upgraded.

[0121] That is: threshold Δv = cutting traction threshold Δv 切 =2km / h.

[0122] Since the most unfavorable operating state for a rail train is when it is traveling on a downhill section with the maximum gradient, the operating control state of the rail train is better than that when it is traveling on a downhill section with the maximum gradient, regardless of whether it is an uphill section, a horizontal section, or a downhill section with a gradient less than the maximum gradient. In order to ensure that the second upgrade condition determined based on the threshold value does not cause the rail train to suddenly decelerate after the upgrade, regardless of the line on which the rail train is traveling, for the sake of simplifying the calculation, the threshold values corresponding to all road conditions can be further calculated based on the most unfavorable operating state of the rail train (i.e., the rail train is traveling on the line with the maximum gradient).

[0123] Then, the threshold value is determined based on the second emergency braking speed of the rail train being greater than the maximum speed within a preset time period when the rail train is traveling on a line with a maximum gradient.

[0124] Therefore, the difference between the current speed of the rail train and the first emergency braking speed is greater than the threshold value, so that the second emergency braking speed of the rail train within the preset time period is greater than the maximum speed.

[0125] Specifically, the threshold is the traction cut-off threshold. The traction cut-off threshold is the difference between the third emergency braking speed corresponding to the moment of traction cut-off and the vehicle speed at the moment of traction cut-off when the train is traveling on the line with the maximum gradient. The third emergency braking speed is the emergency braking speed of the train within the pre-lift control level, determined at the moment of traction cut-off, when the train is traveling on the line with the maximum gradient. Since the calculation method for the threshold corresponding to the train traveling on the line with the maximum gradient has been explained above, it will not be repeated here.

[0126] For example, an embodiment of the present invention provides a method for upgrading a train control level, combining Figure 13 Shown, including:

[0127] S1300: If the moving rail train meets the first upgrade condition of the pre-upgrade control level, determine whether the difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold; if so, execute S1310; otherwise, end;

[0128] The first upgrade condition has been explained above and will not be repeated here.

[0129] S1310: Upgrade the control level of the rail train to the pre-lift control level.

[0130] It is necessary to determine the current speed of the rail train, the position of the line, and the EBI to be upgraded. 升 Real-time calculation of values, maximum traction braking rate of rail trains, etc. to meet the needs of upgrading EBI 升 When the speed difference from the current speed is greater than the dynamic threshold, the rail train can upgrade the control level.

[0131] In the preset relationship, it is necessary to ensure that within the time Δt from now to the completion of the upgrade, EBI 升 The curve is lowered according to the most unfavorable scenario, and the track train speed is accelerated according to the current line conditions, but it still does not exceed the EBI speed after Δt. This ensures that emergency braking will not occur after the control level is upgraded, and it can upgrade to a higher control level as quickly as possible, improving operational efficiency. Based on this, Method 2 is proposed.

[0132] Method 2: The second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; wherein, the preset functional relationship is determined based on the situation where the rail train is traveling on the current section and the train driver is causing the train to brake, and the situation where the emergency brake is triggered.

[0133] For example, an embodiment of the present invention provides a method for upgrading a train control level, combining Figure 14 Shown, including:

[0134] S1400: If the traveling rail train meets a first upgrade condition of the pre-elevation control level, determining a second emergency braking speed of the rail train and a maximum speed of the rail train according to the current speed of the rail train, the first emergency braking speed, and a preset functional relationship;

[0135] The first upgrade condition has been explained above and will not be repeated here.

[0136] S1410: Determine whether the second emergency braking speed is greater than the maximum speed of the rail train; if so, execute S1420, otherwise, end.

[0137] S1420: Upgrade the control level of the rail train to the pre-lift control level.

[0138] For the preset functional relationship, the preset functional relationship includes a first functional relationship and a second functional relationship; according to the current speed of the rail train, the first emergency braking speed and the preset functional relationship, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined, combined with Figure 15 Shown, including:

[0139] S1500: Determine a second emergency braking speed based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship between a change in the emergency braking speed of a rail train during an emergency braking operation within a train driver's reaction time period; the train driver's reaction time is the time period from the start of an alarm sound generated when the rail train exceeds a traction cut-off speed on the current section to the moment the train driver applies the brakes;

[0140] S1510: Determine the maximum speed of the rail train based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the traction cut-off speed.

[0141] The following describes the operation of rail trains during this period through mathematical relationships.

[0142] The calculation process is similar to method 1. First, the second stage is calculated. The slope obtained is the current slope (not the worst slope). Then the first stage is calculated. The acceleration is the current cycle acceleration value (not the maximum acceleration). The EBI needs to be calculated based on the worst case scenario.

[0143]

[0144]

[0145] Among them, the functional relationship of the second stage includes:

[0146] EBI 升2 =EBI 升 -a 最不利 *Δt (4)

[0147] v 切 =v+(a 坡 +a)*Δt1 (5)

[0148] v 升2 =v 切 +a 坡 *Δt2 (6)

[0149] Δt=Δt1+Δt2 (7)

[0150] EBI 升2 -v 升2 >=0 (8)

[0151] When EBI is met 升2 -v 升2>=0, that is: EBI 升 When -v>=Δv, it can be ensured that emergency braking is not output when Δt passes.

[0152] Among them, formula (4) is determined by the change in the speed of the rail train after it is upgraded to the pre-lift control level. Formula (5) is the relationship between the rail train speed at the beginning of the first stage and the traction removal speed. Formula (6) is the relationship between the rail train traction removal speed and the rail train speed V in the second stage. 升2 Formula (7) is the relationship between the time when the driver brakes and the time of the first and second stages. Formula (8) is the EBI when the emergency braking of the rail train is not triggered. 升2 and V 升2 The relationship between them.

[0153] Among them, EBI 升2 It can be determined according to formula (4). 坡 , Δt (configurable) are all known numbers, and EBI can be calculated based on the above parameters. 升2 .

[0154] V 升2 According to formulas (5), (7), and (8), a 坡 , is a known number that can be queried at the current position, and V can be obtained based on the above parameters 升2 .

[0155] Taking Δt = 1.5s, from formula (8) we can get Δt1 = 1.5-Δt2;

[0156] when You can upgrade when

[0157] Since it is necessary to know the value of Δv, that is, the speed difference from the upgrade condition that meets the pre-upgrade control level, in order to determine whether the preset condition is met. Figure 16 Shown, including:

[0158] S1600: Determine whether the pre-elevation control level Ma is valid, the current position of the rail train is a valid position, and the speed of the rail train is less than EBI 升 ; If yes, execute S1601; otherwise end;

[0159] S1601. Determine whether the speed of the rail train is greater than 0; if so, execute step S1610; otherwise, execute step S1670;

[0160] S1610: Obtain the current speed v, acceleration a, position information, and traction status of the rail train;

[0161] S1620: Determine whether traction is performed; if yes, execute S1630; otherwise, execute S1640;

[0162] S1630: Calculate the slope acceleration value based on the slope of the current position, and calculate V based on the current speed and slope acceleration. 升2 ;

[0163] S1640: Determine V based on current acceleration and current speed 升2 ;

[0164] Among them, since the track train has no slope, V can be calculated based on the acceleration without slope 升2 ;

[0165] S1650: Determine EBI 升2 ;

[0166] S1660: Determine EBI 升2 Is it greater than V 升2 ; If yes, execute S1670; otherwise end;

[0167] S1670: Upgrade the control level of rail trains to the pre-lift control level.

[0168] For a rail train on an upgraded line, if it encounters flat ground and uphill conditions, the speed of the rail train will quickly exceed the emergency braking speed corresponding to the pre-increase control level. Based on this, in order to improve the processing speed, before determining whether the relationship between the current speed of the rail train and the first emergency braking speed is a preset relationship, it is also necessary to determine whether the preset distance in the driving direction of the current route of the rail train contains a downhill section.

[0169] Combine Figure 17 As shown, an embodiment of the present invention provides an upgrade method, including:

[0170] S1700: Determine whether the pre-elevation control level Ma is valid, the current position of the rail train is a valid position, and the speed of the rail train is less than EBI 升 ; If yes, execute S1710; otherwise end;

[0171] S1710, determine whether the speed of the rail train is greater than 0; if so, execute step S1720; otherwise, execute S1730;

[0172] S1720: Determine whether the preset distance in the direction of travel of the current route of the rail train contains a downhill section; if so, end; otherwise, execute step S1730;

[0173] S1730. Upgrade the control level of the rail train to the pre-lift control level.

[0174] like Figure 18 As shown, the present invention also provides a train control level upgrade device, comprising:

[0175] The determination module 1800 is configured to determine whether the current speed of the rail train and the first emergency braking speed meet a second upgrade condition if the rail train in motion meets the first upgrade condition of the pre-elevation control level; wherein the first upgrade condition includes that the driving permit of the pre-elevation control level is valid, the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined according to the moment when the rail train meets the upgrade condition; the second upgrade condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset duration after the moment when the rail train meets the first upgrade condition;

[0176] The upgrading module 1810 is configured to upgrade the control level of the rail train to a pre-upgrade control level if the current speed of the rail train and the first emergency braking speed satisfy the second upgrading condition.

[0177] Optionally, the second upgrade condition includes that a difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold; wherein the threshold is determined based on the second emergency braking speed of the rail train being greater than a maximum speed within a preset time period on the line;

[0178] Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; wherein, the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver causes braking, and the case where the emergency brake is triggered.

[0179] Optionally, the threshold is a traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the moment of traction cut-off when the rail train is traveling on the line and the vehicle speed at the moment of traction cut-off; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the moment of traction cut-off when the rail train is traveling on the line.

[0180] Optionally, the preset functional relationship includes a first functional relationship and a second functional relationship:

[0181] The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the rail train driver's reaction time period is the time period from the start of an alarm sound generated when the rail train travels on the current section and the speed exceeds the traction cut-off speed to the time before the train driver operates the brakes;

[0182] The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

[0183] Optional, combined Figure 19 As shown, the device also includes:

[0184] The road section determination module 1820 is configured to determine whether a downhill road section is included within a preset distance in the travel direction of the current route of the rail train.

[0185] Based on the same inventive concept, an embodiment of the present invention further provides a rail vehicle, comprising a speed measuring unit and a processor;

[0186] A speed measuring unit, used to obtain the current speed of the rail train;

[0187] A processor for determining whether the current speed of the rail train and the first emergency braking speed meet a second upgrading condition if the rail train in motion meets a first upgrading condition of the pre-elevation control level; wherein the first upgrading condition includes that the driving permission of the pre-elevation control level is valid, the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed; the first emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined according to the moment when the rail train meets the upgrading condition; the second upgrading condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset duration after the moment when the rail train meets the first upgrading condition;

[0188] If the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, the control level of the rail train is upgraded to a pre-upgrade control level.

[0189] Optionally, the second upgrade condition includes whether the difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold; wherein the threshold is determined based on whether the second emergency braking speed of the rail train is greater than a maximum speed within a preset time period on the line;

[0190] Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; wherein, the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver causes braking, and the case where the emergency brake is triggered.

[0191] Optionally, the threshold is a traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the moment of traction cut-off when the rail train is traveling on the line and the vehicle speed at the moment of traction cut-off; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the moment of traction cut-off when the rail train is traveling on the line.

[0192] Optionally, the preset functional relationship includes a first functional relationship and a second functional relationship:

[0193] The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the train driver's reaction time period is the period from the start of an alarm sound generated when the rail train travels on the current section and its speed exceeds the traction cut-off speed to the moment the train driver operates the brakes;

[0194] The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

[0195] Optionally, the processor is also used to:

[0196] Before determining whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, it is determined that a downhill section is included within a preset distance in the traveling direction of the current route of the rail train.

[0197] In a specific implementation process, the system composed of the speed measuring unit and the processor of the rail train can be an on-board ATP device. Based on the above introduction, for example, Figure 20 The structure of the on-board ATP device.

[0198] The various components shown in the figures may be implemented in hardware, software, or a combination of hardware and software, including one or more signal processing and / or application specific integrated circuits.

[0199] Figure 20 FIG. 1 shows a block diagram of the hardware configuration of the vehicle-mounted ATP device according to an exemplary embodiment. Figure 20 As shown, the vehicle-mounted ATP device 2000 includes components such as a memory 2010, a processor 2020, and an input / output interface 2030.

[0200] The input / output interface 2030 is used to connect to other devices in the rail train and can output the judgment results;

[0201] Memory 2010 can be used to store software programs and data. Processor 2020 executes the software programs or data stored in memory 2010 to perform various functions and data processing of the in-vehicle ATP device 2000. Memory 2010 stores the operating system that enables the in-vehicle ATP device 2000 to operate. In this application, memory 2010 can store the operating system and various application programs, and can also store code for executing the methods described in the embodiments of this application.

[0202] Processor 2020 is the control center of the in-vehicle ATP device 2000. It connects various components of the terminal using various interfaces and circuits. It executes software programs stored in memory 2010 and accesses data stored in memory 2010 to perform various functions and process data. In some embodiments, processor 2020 may include one or more processing units; processor 2020 may also integrate an application processor, which primarily processes operating systems and application programs. In this application, processor 220 can run operating systems, application programs, and the processing methods described in the embodiments of this application.

[0203] Based on the same inventive concept, an embodiment of the present invention may provide a storage medium, wherein the storage medium stores a computer program, and the computer program is used to implement the train control level upgrade method as described in any one of the above items.

[0204] Although the preferred embodiments of the present invention have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present invention.

[0205] Obviously, those skilled in the art may make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if such changes and modifications fall within the scope of the claims and their equivalents, the present invention is intended to include such changes and modifications.

Claims

1. A rail train, characterized in that: include: Speed measuring unit and processor; A speed measuring unit, used to obtain the current speed of the rail train; A processor for determining whether the current speed of the rail train and the first emergency braking speed meet a second upgrading condition if the rail train in motion meets a first upgrading condition of the pre-elevation control level; wherein the first upgrading condition includes that the driving permission of the pre-elevation control level is valid, the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-elevation control level determined according to the moment when the rail train meets the upgrading condition; the second upgrading condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the train within the pre-elevation control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset duration after the moment when the rail train meets the first upgrading condition; If the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, upgrading the control level of the rail train to a pre-upgrade control level; The second upgrade condition includes that the difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold value; wherein the threshold value is determined based on the second emergency braking speed of the rail train being greater than the maximum speed within a preset time period on the line; Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; wherein, the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver causes braking, and the case where the emergency brake is triggered.

2. The rail vehicle according to claim 1, characterized in that: The threshold is the traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the traction cut-off moment when the rail train is traveling on the line and the vehicle speed at the traction cut-off moment; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the traction cut-off moment when the rail train is traveling on the line.

3. The rail vehicle according to claim 1, characterized in that: The preset functional relationship includes a first functional relationship and a second functional relationship: The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the rail train driver's reaction time period is the time period from the start of an alarm sound generated when the rail train travels on the current section and the speed exceeds the traction cut-off speed to the time before the train driver operates the brakes; The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

4. The rail vehicle according to any one of claims 1 to 3, characterized in that: Processor, also used for: Before determining whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, it is determined that a downhill section is included within a preset distance in the traveling direction of the current route of the rail train.

5. A method for upgrading a train control level, characterized in that: include: If the moving rail train meets the first upgrade condition of the pre-lift control level, it is determined whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition; wherein, the first upgrade condition includes that the driving permission of the pre-lift control level is valid, and the current position of the rail train is a valid position, and the current speed of the rail train is less than the first emergency braking speed and greater than 0; the first emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined according to the moment when the rail train meets the upgrade condition; the second upgrade condition is determined based on the second emergency braking speed of the rail train within a preset time period being greater than the maximum speed; the second emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined based on the moment when the rail train reaches the maximum speed within the preset time period; the preset time period is a preset time length after the moment when the rail train meets the first upgrade condition; If the current speed of the rail train and the first emergency braking speed meet a second upgrade condition, upgrading the control level of the rail train to a pre-upgrade control level; The second upgrade condition includes that the difference between the current speed of the rail train and the first emergency braking speed is greater than a threshold value; wherein the threshold value is determined based on the second emergency braking speed of the rail train being greater than the maximum speed within a preset time period on the line; Alternatively, the second upgrade condition includes that the second emergency braking speed is greater than the maximum speed of the rail train; wherein, the second emergency braking speed of the rail train and the maximum speed of the rail train are determined according to the current speed of the rail train, the first emergency braking speed and a preset functional relationship; the preset functional relationship is determined according to the case where the rail train is traveling on the current section and the train driver is prompted to brake, and the case where the emergency brake is triggered.

6. The method according to claim 5, characterized in that The threshold is the traction cut-off threshold, which is the difference between the third emergency braking speed corresponding to the traction cut-off moment when the rail train is traveling on the line and the vehicle speed at the traction cut-off moment; the third emergency braking speed is the emergency braking speed of the rail train within the pre-lift control level determined at the traction cut-off moment when the rail train is traveling on the line.

7. The method according to claim 5, characterized in that in, The preset functional relationship includes a first functional relationship and a second functional relationship; The second emergency braking speed is determined based on the first emergency braking speed and a first functional relationship; wherein the first functional relationship is determined based on a relationship of changes in the emergency braking speed of the rail train during an emergency braking period within a train driver's reaction time period; the rail train driver's reaction time period is the time period from the start of an alarm sound generated when the rail train travels on the current section and the speed exceeds the traction cut-off speed to the time before the train driver operates the brakes; The maximum speed of the rail train is determined based on the current speed of the rail train and a second functional relationship; wherein the second functional relationship is determined based on the speed change relationship of the rail train within the reaction time period of the train driver, and the change relationship between the current speed of the rail train and the cut-off traction speed.

8. The method according to any one of claims 5 to 7, characterized in that: Before determining whether the current speed of the rail train and the first emergency braking speed meet the second upgrade condition, the method further includes: It is determined that a downhill section is included within a preset distance in the traveling direction of the current route of the rail train.

Images