Train brake control method and system

Abstract

The present application relates to the field of rail transit technology, and particularly relates to a train braking control method and system. The method comprises: obtaining current running data of a train; wherein the running data comprises speed, equivalent slope acceleration and running distance; obtaining predicted distance and predicted speed of the train based on the running data, preset train control level delay period and historical level in a preset configuration table; obtaining acceleration to reach a target position and target speed based on the predicted distance and predicted speed; obtaining a level for matching with ATO control train force by using a preset configuration table based on the acceleration; wherein types in the preset configuration table at least comprise: each preset train control level delay period, acceleration and level, and each preset train control level delay period, acceleration and level correspond to each other. The present application aims to solve the problem that the train braking control method in the prior art cannot realize precise train control.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a train braking control method and system. BACKGROUND

[0002] With the rapid development of rail transit, the automatic train operation (ATO) plays a crucial role in accurately controlling different types of trains in different environments.

[0003] In the traditional ATO train control system, when calculating the large delay of the train, only a delay parameter is formulated to make up for the delay parameter provided by the vehicle.

[0004] During braking, different trains and different environments will have different braking forces. The traditional ATO train control strategy keeps all braking parameters unchanged, which cannot effectively identify the change of braking force during long-term operation, resulting in a decrease in train control ability.

[0005] The control prediction algorithm is more real-time, can adapt to different vehicle types and different environments, and greatly reduces the traditional parameter adjustment labor cost.

[0006] During the train entering the station, due to the large delay and nonlinear characteristics of the train, the ATO output brake level cannot immediately respond to the level during the station stopping process. SUMMARY

[0007] The present application provides a train braking control method to solve the problem that the train braking control method in the prior art cannot achieve accurate train control.

[0008] The present application provides a train braking control method, comprising:

[0009] obtaining the current running data of the train; wherein the running data includes speed, equivalent slope acceleration and running distance;

[0010] based on the running data, the preset train control level delay period and the historical level in the preset configuration table, obtaining the predicted distance and the predicted speed of the train;

[0011] based on the predicted distance and the predicted speed, obtaining the acceleration to reach the target position and the target speed;

[0012] based on the acceleration, using the preset configuration table to obtain the level matched with the ATO control train force;

[0013] The type in the preset configuration table at least includes: each preset control car gear delay period, acceleration and gear, and the each preset control car gear delay period, acceleration and gear correspond.

[0014] According to the train brake control method provided by the application, the predicted distance and the predicted speed of the train are obtained based on the running data, the preset control car gear delay period and the historical gear in the preset configuration table, and the method comprises the following steps of:

[0015] The predicted distance and the predicted speed of the train are obtained based on the running data, the preset control car gear delay period and the historical gear in the preset configuration table by using the predicted distance method and the predicted speed method.

[0016] According to the train brake control method provided by the application, the acceleration reaching the target position and the target speed is obtained based on the predicted distance and the predicted speed, and the method comprises the following steps of:

[0017] The acceleration reaching the target position and the target speed is obtained based on the predicted distance and the predicted speed by using the acceleration formula.

[0018] According to the train brake control method provided by the application, after the step of obtaining the gear for matching the ATO control train force by using the preset configuration table based on the acceleration, the method further comprises the following steps of:

[0019] If the current speed is greater than the target speed, the selection mode of the gear is:

[0020] B aim ≥B chose ≥B avg

[0021] B aim refers to the gear corresponding to the deceleration reaching the target position in the shortest time, B ch ose refers to the calculated gear for matching the ATO control train force, B avg refers to the gear required for the train to uniformly decelerate to the target position.

[0022] According to the train brake control method provided by the application, after the step of obtaining the gear for matching the ATO control train force by using the preset configuration table based on the acceleration, the method further comprises the following steps of:

[0023] If the difference between the current speed and the target speed is greater than a preset threshold, the gear for matching the ATO control train force is recalculated.

[0024] The train brake control method provided by the application comprises the following steps:

[0025] The acceleration corresponding to the gear position matched with the ATO controlled train acting force is updated into the preset configuration table at the current speed to form a new configuration table.

[0026] The application further provides a train control system, comprising:

[0027] A data acquisition module is configured to acquire current running data of the train, wherein the running data comprises speed, acceleration of equivalent slope and running distance;

[0028] A prediction acquisition module is configured to acquire predicted distance and predicted speed of the train based on the running data, preset train control gear position delay period and historical gear position in a preset configuration table;

[0029] An acceleration acquisition module is configured to acquire acceleration to reach a target position and a target speed based on the predicted distance and the predicted speed;

[0030] A matching module is configured to acquire a gear position matched with the ATO controlled train acting force based on the acceleration and the preset configuration table.

[0031] The preset configuration table comprises at least the following types: each preset train control gear position delay period, acceleration and gear position, and each preset train control gear position delay period, acceleration and gear position correspond to each other.

[0032] The application further provides a train control system, comprising:

[0033] The prediction acquisition module is configured to acquire predicted distance and predicted speed of the train based on the running data, preset train control gear position delay period and historical gear position in a preset configuration table, and comprises the following steps:

[0034] The prediction acquisition module is configured to acquire predicted distance and predicted speed of the train based on the running data, preset train control gear position delay period and historical gear position in a preset configuration table, and comprises the following steps:

[0035] The application further provides an electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to realize the train brake control method.

[0036] The application further provides a non-transient computer readable storage medium, which stores a computer program executable on a processor to realize the train brake control method.

[0037] The application provides a train braking control method and system, which obtains the predicted distance and the predicted speed of the train according to the preset control train gear delay period and the historical gear, obtains the acceleration for reaching the target position and the target speed, obtains the gear for matching the ATO control train acting force based on the acceleration and the preset configuration table, improves the platform stopping accuracy, realizes the purpose of reaching the accurate train control in the station, improves the passenger comfort, and reduces the manual debugging cost. BRIEF DESCRIPTION OF DRAWINGS

[0038] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0039] Figure 1 It is a flowchart of the train braking control method provided by the application.

[0040] Figure 2 It is a schematic diagram of the gear in the train braking control method provided by the application.

[0041] Figure 3 It is a schematic diagram of the change of the braking force of the train adopting the train braking control method provided by the application.

[0042] Figure 4 It is a structural schematic diagram of the train braking control device provided by the application.

[0043] Figure 5 It is a structural schematic diagram of the electronic device provided by the application. DETAILED DESCRIPTION

[0044] In order to make the purpose, technical solutions and advantages of the application more clear, the technical solutions in the application will be described clearly and completely in the following with reference to the drawings in the application. Obviously, the described embodiments are some embodiments of the application, not all the embodiments. Based on the embodiments in the application, all the other embodiments obtained by those skilled in the art without creative effort belong to the protection scope of the application.

[0045] The application provides a train braking control method and system, which obtains the predicted distance and the target speed of the train according to the preset control train gear delay period and the historical gear, obtains the acceleration for reaching the target position and the target speed, obtains the gear for matching the ATO control train acting force based on the acceleration and the preset configuration table, improves the platform stopping accuracy, realizes the purpose of reaching the accurate train control in the station, improves the passenger comfort, and reduces the manual debugging cost. Figure 1 The application provides a train braking control method, which comprises the following steps:

[0046] S1, acquiring current running data of the train; wherein the running data comprises speed, equivalent slope acceleration and running distance. Specifically, the running data can be acquired through a data acquisition module.

[0047] S2, acquiring predicted distance and predicted speed of the train based on the running data, preset control train gear delay period and historical gear in a preset configuration table.

[0048] Specifically, please refer to Figure 2 and Figure 3 , the preset control train gear delay period is divided into traction, coasting and braking working conditions according to the speed curve of the train during interval running. The control train gear delay period can be dynamically adjusted, and different delay adaptively takes gear information from the gear pool (preset configuration table) at different speeds. In the process of just putting the train on line for debugging, the data acquisition module is used to collect specific data information about the train required for controlling the train, including initial speed, cut-off speed, acceleration at different speed segments, corresponding acceleration during traction and coasting and braking at different speed segments, and delay (preset control train gear delay period) at different speed segments. The delay includes traction delay T delay , coasting delay C delay , high-speed braking delay B hdelay and low-speed braking delay B ldelay . The traction delay is the delay from when the traction system actuator of the train receives the traction instruction to when the traction acceleration reaches 90% of the target acceleration. The braking delay is the delay from when the brake system actuator receives the braking instruction to when the braking deceleration reaches 90% of the target deceleration, as shown in Table 1 and Table 2.

[0049] Table 1 Train Traction Data Information

[0050]

[0051] Table 2 Train Braking Data Information

[0052]

[0053]

[0054] Meanwhile, the preset configuration table can be established in the ATO. Currently, the running calculation period in the ATO is configurable, for example, when configured as 200 ms, the gear pool is calculated and stored every 200 ms. The gear is stepless control, that is, corresponding to 0-100% of the traction or braking force output of the vehicle. Currently, the gear is divided into 100 steps, respectively corresponding to 0-100% of the traction or braking force output. That is, the data stored in the gear pool according to the data calculated by the delay every period includes 0-100 steps of traction and 0-100 steps of braking, and the impact rate is met.

[0055] S3, based on the predicted distance and the predicted speed, an acceleration reaching the target position and the target speed is obtained. For example, in the process of traction of the current train at a speed of 80 km / h, the delay is 5 periods. Therefore, calculation is performed according to 5 periods at this time, and the gear corresponding to the delay of 5 is taken out of the gear pool to calculate the predicted speed and the predicted distance of the delay of 5 periods.

[0056] S4, based on the acceleration, a preset configuration table is used to obtain a gear for matching the acting force of the ATO controlled train. That is, the gear that can reach the target speed and the target distance but needs to approach the gear corresponding to uniform deceleration (better ride comfort) is selected as the control gear, and the gear that can most approach the uniform deceleration to the target point is selected as the current gear.

[0057] In the preset configuration table, the types at least include: each preset control gear delay period, acceleration and gear, which correspond to each other. In the embodiment, the acceleration in the types in the preset configuration table refers to: the acceleration generated by the train during traction is positive, and the acceleration generated by the train during inertia and braking is negative (that is, deceleration).

[0058] In the process of train entering the station, V aim to t aim is the target speed curve, and the running curve of uniform deceleration at the most comfortable deceleration to the stopping point is shown as the black line in the figure. The train needs to be controlled to reach the target speed, and the speed closest to the comfortable curve of V cur to t cur is used to control the train running, and the gear closest to the braking force is selected as the calculated gear of the train.

[0059] The application obtains the predicted distance and the predicted speed of the train according to the preset control level delay period and the historical level, and then obtains the acceleration to reach the target position and the target speed, obtains the level matched with the ATO control train force based on the acceleration and the preset configuration table, improves the platform stopping accuracy, realizes the purpose of accurate train control in the station, improves the passenger comfort, and reduces the manual debugging cost.

[0060] On the basis of the above embodiment, the predicted distance and the predicted speed of the train are obtained based on the running data, the preset control level delay period and the historical level in the preset configuration table, and the method comprises:

[0061] The predicted distance and the predicted speed of the train are obtained based on the running data, the preset control level delay period and the historical level in the preset configuration table by using the predicted distance method and the predicted speed method.

[0062] In the embodiment, the acceleration to reach the target position and the target speed is obtained based on the predicted distance and the predicted speed, and the method comprises:

[0063] The acceleration to reach the target position and the target speed is obtained based on the predicted distance and the predicted speed by using the acceleration formula.

[0064] In the embodiment, as shown in Figure 2 , it is assumed that the train traction delay is 10 periods, v0, ramp0, s0 is the train data of the current period, including: speed, equivalent slope and distance information. L1 (the level calculated in the last period, existing in the preset configuration table) and v0, ramp0, s0 are used to calculate v1, ramp1, s 1, (wherein ramp1 is the equivalent slope collected by the data collection module), that is:

[0065] v1=v0*(a l1 +a ramp1 ) (1);

[0066] v1 2 -v0 2 =2a(s 1- s0) (2);

[0067] The formula (1) obtains the predicted speed, and the formula (1) and the formula (2) obtain the speed s1 of the last period.

[0068] Wherein: a ramp1 is the acceleration of the equivalent slope, L0-L9 is the level, which can be the traction level or the braking level, or the idle level, which respectively corresponds to the acceleration or deceleration value of the vehicle.

[0069] According to L2 and v1, ramp1, s1, v2, ramp2, s2 is calculated until v9, ramp9, s9 is calculated. Finally, L0 is calculated according to v9, ramp9, s9.

[0070] On the basis of the above embodiment, based on the acceleration, using a preset configuration table, the step of obtaining the step for matching the ATO control train force is followed by:

[0071] If the current speed is greater than the target speed, the selection mode of the step is:

[0072] B aim ≥B chose ≥B avg

[0073] Wherein, B aim refers to the step corresponding to the deceleration for reaching the target position in the shortest time, and the maximum deceleration of the vehicle is generally 1m / s 2 , B chose refers to the step calculated for matching the ATO control train force, B avg refers to the step required for the train to uniformly decelerate to the target position.

[0074] When the calculated step B chose is actually applied to the train due to train aging or insufficient braking force caused by rain and snow, such as Figure 3 curve A, the impact is shown in curve A, in order to adaptively respond to the calculation error caused by the difference in braking force of the train, at point A, V cur -V aim >V θ , wherein V θ is a set speed difference threshold, when the speed difference is greater than the threshold, the train control step needs to be recalculated, and the calculated step is shown in the second half of curve A. For example, the speed threshold is set to 1km / h.

[0075] At the same time, the acceleration corresponding to the step for matching the ATO control train force is updated to the preset configuration table at the current speed, forming a new configuration table. That is, when the delay of the calculated step at the current speed is too large compared with the previous configuration table, the preset configuration table is adjusted to realize the dynamic adjustment of the train control step delay period. Thus, for the purpose of achieving subsequent accurate train control, under the calculation of multiple steps and fast period, the purpose of approaching the target train control curve is finally achieved.

[0076] The application adjusts the train level change delay period in real time through a preset configuration table. According to different application scenarios, such as traction to coasting, coasting to braking, braking to traction, and different high-speed and low-speed level change delays, different prediction distances and prediction speeds are calculated, so that the current level is accurately calculated. At the same time, the braking force parameter is updated in real time, so that the braking force parameter in different time periods and different environments is matched, and the purpose of accurate train control is achieved.

[0077] The train brake control device provided by the application is described below, and the train brake control device described below can be correspondingly referred to the train brake control method described above.

[0078] Please refer to Figure 4 A train control system comprises a data acquisition module 410, a prediction acquisition module 420, an acceleration acquisition module 430 and a matching module 440.

[0079] The data acquisition module 410 is used to acquire the current running data of the train; wherein the running data comprises speed, equivalent slope acceleration and running distance;

[0080] The prediction acquisition module 420 is used to acquire the prediction distance and prediction speed of the train based on the running data, preset train control level delay period and historical level in the preset configuration table;

[0081] The acceleration acquisition module 430 is used to acquire the acceleration to reach the target position and target speed based on the prediction distance and prediction speed;

[0082] The matching module 440 is used to obtain the level matched with the ATO control train acting force based on the acceleration and the preset configuration table;

[0083] Wherein, the types in the preset configuration table at least include each preset train control level delay period, acceleration and level, and the each preset train control level delay period, acceleration and level correspond to each other.

[0084] And the prediction acquisition module is used to acquire the prediction distance and prediction speed of the train based on the running data, preset train control level delay period and historical level in the preset configuration table, comprising:

[0085] Based on the running data, preset train control level delay period and historical level in the preset configuration table, the prediction distance method and the prediction speed method are used to acquire the prediction distance and prediction speed of the train.

[0086] Figure 5 An example of an electronic device entity structure schematic diagram is shown in Figure 5As shown, the electronic device can include a processor 510, a communications interface 520, a memory 530, and a communications bus 540, wherein the processor 510, the communications interface 520, and the memory 530 complete mutual communication through the communications bus 540. The processor 510 can invoke a logical instruction in the memory 530 to execute a train braking control method, which includes:

[0087] S1, obtaining current running data of the train; wherein the running data includes speed, equivalent slope acceleration, and running distance.

[0088] S2, obtaining predicted distance and predicted speed of the train based on the running data, a preset train control level delay period, and historical levels in a preset configuration table.

[0089] S3, obtaining acceleration to reach a target position and a target speed based on the predicted distance and the predicted speed.

[0090] S4, obtaining a level for matching an ATO control train force based on the acceleration and using the preset configuration table.

[0091] Wherein, the types in the preset configuration table at least include: each preset train control level delay period, acceleration, and level, and the each preset train control level delay period, acceleration, and level correspond.

[0092] In addition, the logical instruction in the memory 530 described above can be implemented in the form of a software function unit and sold or used as an independent product, which can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the part that contributes to the prior art or part of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute all or part of the steps of the method described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-Only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0093] On the other hand, the present application also provides a computer program product, which includes a computer program, the computer program can be stored on a non-transitory computer readable storage medium, and the computer program is executed by a processor, so that the computer can execute the train braking control method provided by the above-mentioned method, which includes:

[0094] S1, obtaining current running data of the train; wherein the running data comprises speed, acceleration of equivalent slope and running distance.

[0095] S2, obtaining predicted distance and predicted speed of the train based on the running data, preset control train level delay period and historical level in a preset configuration table.

[0096] S3, obtaining acceleration to reach a target position and a target speed based on the predicted distance and the predicted speed.

[0097] S4, obtaining a level for matching with ATO control train force by using the preset configuration table based on the acceleration.

[0098] wherein types in the preset configuration table at least comprise each preset control train level delay period, acceleration and level, and the each preset control train level delay period, acceleration and level correspond.

[0099] In another aspect, the present application also provides a non-transitory computer readable storage medium having a computer program stored thereon, the computer program being executed by a processor to implement the train braking control method provided by the above method, and the method comprises:

[0100] S1, obtaining current running data of the train; wherein the running data comprises speed, acceleration of equivalent slope and running distance.

[0101] S2, obtaining predicted distance and predicted speed of the train based on the running data, preset control train level delay period and historical level in a preset configuration table.

[0102] S3, obtaining acceleration to reach a target position and a target speed based on the predicted distance and the predicted speed.

[0103] S4, obtaining a level for matching with ATO control train force by using the preset configuration table based on the acceleration.

[0104] wherein types in the preset configuration table at least comprise each preset control train level delay period, acceleration and level, and the each preset control train level delay period, acceleration and level correspond.

[0105] The device embodiments described above are merely illustrative, wherein the units described as separate components can or can not be physically separate, and the components displayed as units can or can not be physical units, i.e., can be located in one place, or can be distributed to multiple network units. Part or all of the modules can be selected to achieve the purposes of the embodiments according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0106] Through the description of the above embodiments, those skilled in the art can clearly understand that the embodiments can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer device (which can be a personal computer, a server, or a network device, etc.) execute the methods described in each embodiment or some parts of the embodiments.

[0107] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement to part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A train brake control method characterized by, The method comprises the following steps: obtaining current running data of the train; wherein the running data comprises speed, acceleration of equivalent slope and running distance; based on the running data, preset train control level delay period and historical level in the preset configuration table, using the prediction distance method and the prediction speed method, obtaining the prediction distance and the prediction speed of the train; based on the prediction distance and the prediction speed, using the acceleration formula, obtaining the acceleration to reach the target position and the target speed; wherein the prediction distance method and the prediction speed method comprise: the preset train control level delay period comprises a train traction delay period, the train traction delay period is N periods, the running data of the current period comprises speed v0, equivalent slope ramp0 and distance s0, using the level L1 calculated in the last period and the running data of the current period, calculating the running data of the last period, including v1, ramp1 and s1, the formula is represented as: v1 = v0 (a l1 +a ramp1 ) (1); v1 2 -v0 2 = 2a(s1 - s0) (2); the prediction speed v1 is obtained through formula (1), and the prediction distance s1 of the last period is obtained through formula (1) and formula (2); wherein a ramp1 is the acceleration of the equivalent slope, a is the acceleration, L0-L(N-1) is the gear position; According to L2 and v1, ramp1, s1, calculate v2, ramp2, s2, until v N-1 , ramp N-1 , s N-1 , and finally calculate the current time automatic train operation ATO calculated notch L0 according to v N-1 , ramp N-1 , s N-1 ; based on the acceleration, using the preset configuration table, obtaining the level matched with the ATO controlled train acting force; wherein the types in the preset configuration table at least comprise: each preset train control level delay period, acceleration and level, and the each preset train control level delay period, acceleration and level correspond to each other.

2. The train brake control method according to claim 1, characterized by, After the step of obtaining the level matched with the ATO controlled train acting force based on the acceleration using the preset configuration table, the method further comprises: if the current speed is greater than the target speed, the selection mode of the level is: B aim ≥ B chose ≥ B avg ; B aim the gear position corresponding to the deceleration reaching the target position in the shortest time chose the gear position calculated to match the train force controlled by the ATO avg the gear position required for the train to uniformly decelerate into the station and reach the target position 3. The train brake control method according to any one of claims 1 to 2, characterized by, After the step of obtaining the level matched with the ATO controlled train acting force based on the acceleration using the preset configuration table, the method further comprises: if the difference between the current speed and the target speed is greater than a preset threshold, the level matched with the ATO controlled train acting force is recalculated.

4. The train brake control method according to any one of claim 3, characterized by, After the step of obtaining the level matched with the ATO controlled train acting force based on the acceleration using the preset configuration table, the method further comprises: updating the acceleration corresponding to the level matched with the ATO controlled train acting force to the preset configuration table under the current speed to form a new configuration table.

5. A train control system characterized by, The method comprises the following steps: a data acquisition module is configured to obtain current running data of the train; wherein the running data comprises speed, acceleration of equivalent slope and running distance; a prediction acquisition module is configured to obtain the prediction distance and the prediction speed of the train based on the running data, preset train control level delay period and historical level in the preset configuration table, using the prediction distance method and the prediction speed method; An acceleration obtaining module is configured to obtain an acceleration for reaching a target position and a target speed by using an acceleration formula based on the predicted distance and the predicted speed; wherein the predicted distance method and the predicted speed method comprise that the preset vehicle control level delay period comprises a train traction delay period, the train traction delay period is N periods, the running data of a current period comprises a speed v0, an equivalent slope ramp0, and a distance s0, the level L1 calculated in a previous period and the running data of the current period are used to calculate the running data of the previous period, including v1, ramp1, and s1, and the formula is represented as: v1 = v0 (a l1 +a ramp1 ) (1); v1 2 -v0 2 = 2a(s1 - s0) (2); The predicted speed v1 is obtained by formula (1), and the predicted distance s1 of the previous period is obtained by formula (1) and formula (2); wherein a ramp1 is the acceleration of the equivalent slope, a is the acceleration, L0-L(N-1) is the gear position; According to L2 and v1, ramp1, s1, calculate v2, ramp2, s2, until v N-1 , ramp N-1 , s N-1 , and finally calculate the notch L0 of the automatic train operation (ATO) at the current time according to v N-1 , ramp N-1 , s N-1 ​ A matching module is configured to obtain a level for matching an ATO control train acting force by using a preset configuration table based on the acceleration. Wherein, the types in the preset configuration table at least comprise: each preset vehicle control level delay period, acceleration, and level, and the each preset vehicle control level delay period, acceleration, and level correspond to each other.

6. An electronic device comprising a memory, a processor, and a computer program stored on the memory and running on the processor, characterized in that, The processor executes the program to implement the train braking control method in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by the processor to implement the train braking control method in any one of claims 1 to 4.

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