Train slip state determination method and electronic device

Abstract

The application provides a train slip state determination method, comprising the following steps: determining that the train enters a pre-slip state when a ranging error determination item of a first time length meets a first preset condition; determining that the train enters a slip state when a ranging error determination item of a second time length meets a second preset condition; wherein the first time length is any time period during train travel, and the second time length is a time period formed by combining the first time length and a time period after the train enters the pre-slip state. The method can accurately determine the slip entry time point of trains with various braking characteristics, so that the slip compensation mechanism can accurately intervene, thereby reducing the speed and distance measurement errors of the signal system when the subway train slips.

Description

Technical Field

[0001] This invention relates to the field of urban rail transit signal control, and in particular to a method and electronic equipment for determining train slippage. Background Technology

[0002] Due to the variable conditions of railway tracks, track friction can be affected by environmental factors such as rain, snow, temperature, dust, and train oil and sandblasting, causing trains to slip during braking. In such situations, timely and accurate judgment of the timing of slippage entry and exit allows the train control system to more accurately estimate the train's speed and travel distance during slippage, ensuring train operation safety.

[0003] Current methods for determining slippage mainly focus on comparing speed and acceleration between multiple sensors. For example, Shanghai Fuxin Intelligent Transportation Control Co., Ltd.'s patent CN102991489B, "Safe Train Speed ​​and Distance Measurement System and Method for Detecting and Compensating for Slippage and Freezing," uses the speed difference and acceleration difference between speedometers and accelerometers as slippage determination conditions. Another example is Traffic Control Technology Co., Ltd.'s patent CN103738351B, "A Train Control Method for Coping with Severe Weather," which uses the speed difference between multiple speedometers as a slippage determination condition. Yet another example is BYD Co., Ltd.'s patent CN108216168B, "Train Slippage or Freezing Detection Method and Device," which uses the speed difference between speedometers, accelerometers, and Doppler radar as a slippage determination condition. For example, the patent "Train Slippage Detection Method and Device" published by CRSC Urban Rail Transit Technology Co., Ltd. with publication number CN114964833A uses the speed difference and acceleration values ​​of multiple sensors as training data for a neural network model, and the trained neural network model determines slippage.

[0004] The above method can accurately determine slippage conditions for well-maintained trains. However, towards the end of a train's lifespan, the braking system ages, and braking force is applied slowly during slippage. This often results in the signal system failing to reach the slippage detection thresholds related to speed and acceleration for extended periods, leading to significant speed and distance measurement errors. Lowering the speed and acceleration-related slippage detection thresholds to accommodate aging train braking systems would cause frequent misjudgments of slippage, disrupting the normal operation of subway trains.

[0005] Therefore, accurately determining when a train enters a slippage state when the train braking system is aging has become a technical problem that urgently needs to be solved. Summary of the Invention

[0006] This application provides a method and electronic device for determining train slippage, which can accurately determine when a train enters a slippage state when the train braking system is aging.

[0007] This application provides a method for determining a train slippage state, including the following steps: when a distance measurement error determination item of a first duration meets a first preset condition, the train is determined to have entered a pre-slippage state; when a distance measurement error determination item of a second duration meets a second preset condition, the train is determined to have entered a slippage state; wherein, the first duration is any time period during the train's operation, and the second duration is the time period formed by combining the first duration with the time period after the train enters the pre-slippage state.

[0008] In one embodiment, the method includes the following steps: when the ranging error determination item for the first duration does not meet the first preset condition, the train is determined to be in a normal state, and it is determined whether the next first duration meets the first preset condition.

[0009] In one embodiment, the method includes the following steps: when the ranging error determination item of the second duration does not meet the second preset condition, it is determined that the train exits the pre-slip state and returns to the normal state, and it is determined whether the first duration after the second duration meets the first preset condition.

[0010] In one embodiment, the ranging error determination item for the first duration includes the ranging error rate for the first duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and a first threshold coefficient; the first preset condition is that the ranging error rate for the first duration is greater than the expected value of the ranging error rate plus the first threshold coefficient multiplied by the standard deviation of the ranging error rate.

[0011] In one embodiment, the distance measurement error rate for the first duration is the distance measured by the speedometer of the train during the first duration minus the distance measured by the speed sensor divided by the distance measured by the speed sensor.

[0012] In one embodiment, the ranging error determination item for the second duration includes the ranging error rate for the second duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and a second threshold coefficient; the second preset condition is that the ranging error rate for the second duration is greater than the expected value of the ranging error rate plus the second threshold coefficient multiplied by the standard deviation of the ranging error rate.

[0013] In one embodiment, the distance measurement error rate for the second duration is the distance measured by the speedometer of the train during the second duration minus the distance measured by the speed sensor divided by the distance measured by the speed sensor.

[0014] In one embodiment, before determining that the train has entered a pre-slipping state, the method further includes the following steps: collecting the distance measured by the train speedometer and the distance measured by the speed sensor when the train is in a non-slipping state at different durations, different initial speeds, and different initial braking rates.

[0015] In one embodiment, the method further includes: when the ranging error determination item of the first duration meets the first preset condition, setting the initial time of the first duration to t0; obtaining the vehicle speed and ranging at the starting point t0 through the speed sensor of the train; and when the ranging error determination item of the second duration meets the second preset condition, using the vehicle speed and ranging at the starting point t0 as the initial vehicle speed and ranging in the slippage state.

[0016] This application also provides an electronic device, which includes: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to execute the above-described method for determining train slippage state.

[0017] The solution provided in the above embodiments of this application can accurately determine the slippage entry time of trains with various braking characteristics based on the distance measurement error distribution data between the speedometer and the speed sensor during train braking, so that the slippage compensation mechanism can be accurately intervened, thereby reducing the speed measurement and distance measurement errors of the signal system when the subway train slips. Attached Figure Description

[0018] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly described below.

[0019] Figure 1 This is a wheel speed curve diagram of a train in a slipping state provided in an embodiment of this application;

[0020] Figure 2 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application;

[0021] Figure 3 This is a flowchart illustrating a method for determining train slippage state provided in an embodiment of this application;

[0022] Figure 4 This is a flowchart illustrating another method for determining train slippage provided in an embodiment of this application;

[0023] Figure 5 A schematic diagram of the train pre-slippage state provided in an embodiment of this application;

[0024] Figure 6 This is a schematic diagram of the train sliding state provided in an embodiment of this application. Detailed Implementation

[0025] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0026] Similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this application, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0027] In related technologies, speedometers mounted on train axles typically have high accuracy under normal conditions, and train (especially subway train) speed measurement systems usually rely primarily on speedometers to estimate train speed. However, once a train slips, the braking system periodically controls the wheel slip ratio to achieve the maximum track adhesion coefficient. In this situation, the wheel speed measured by the speedometer will be significantly lower than the actual train speed, so the speed measurement system often discards the speedometer data during slippage.

[0028] Therefore, if slippage is not detected in time, the wheel speed, which is already lower than the actual train speed, will be included in the train speed calculation, resulting in a calculated speed lower than the actual speed. For example... Figure 1 This is a wheel speed curve diagram showing a train slipping. Point A in the diagram is the actual start point of slippage, and point B is the slippage entry judgment point. The distance measurement error during slippage is directly proportional to the train speed error and the slippage judgment delay time. Therefore, the distance measurement error during slippage will be relatively large, leading to incorrect train position judgment and safety risks such as train derailment and other accidents. Figure 1 The shaded area represents the distance measurement error. Therefore, accurately determining the slippage initiation point and reducing the slippage detection delay can significantly reduce train safety risks.

[0029] In related technologies, speed and acceleration terms are generally used to determine slippage in order to solve the above problems. The fundamental issue facing slippage detection methods is how to identify wheel speed anomalies. The method of comparing speed and acceleration terms across multiple sensors essentially uses the proportional and derivative terms of wheel speed values ​​to determine slippage. Generally, the derivative term is more sensitive and suitable as a threshold for slippage detection. For well-maintained trains, the derivative term trigger threshold can accurately determine the slippage state. However, towards the end of a train's lifespan, the braking system's performance deteriorates, and the derivative value of the train's braking characteristics becomes too small to trigger the threshold. At this point, using speed and acceleration terms to determine slippage has significant shortcomings, and attempting to avoid this by adjusting the threshold also presents problems. Due to the low signal-to-noise ratio and short-term impact characteristics of the derivative term, relying solely on adjusting the derivative term threshold increases the probability of false slippage detection, affecting the overall stability of the system.

[0030] Because of the various problems existing in the aforementioned technologies, it is necessary to find a more stable and sensitive slippage determination term and method in addition to the proportional and differential terms of wheel speed.

[0031] Figure 2 This is a schematic diagram of the electronic device provided in an embodiment of this application. The electronic device 100 can be used to execute the method for determining train slippage state provided in an embodiment of this application. Figure 1 As shown, the electronic device 100 includes: one or more processors 102 and one or more memories 104 storing processor-executable instructions. The processors 102 are configured to execute the train slippage determination method provided in the following embodiments of this application.

[0032] The processor 102 may be a gateway, a smart terminal, or a device that includes a central processing unit (CPU), a graphics processing unit (GPU), or other forms of processing units with data processing capabilities and / or instruction execution capabilities. It can process data from other components in the electronic device 100 and control other components in the electronic device 100 to perform desired functions.

[0033] The memory 104 may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may include, for example, random access memory (RAM) and / or cache memory. The non-volatile memory may include, for example, read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor 102 may execute the program instructions to implement the method for determining the train slippage state described below. Various application programs and various data may also be stored in the computer-readable storage medium, such as various data used and / or generated by the application programs.

[0034] In one embodiment, Figure 2 The illustrated electronic device 100 may further include an input device 106, an output device 108, and a data acquisition device 110, these components being interconnected via a bus system 112 and / or other forms of connection mechanisms (not shown). It should be noted that... Figure 1 The components and structure of the electronic device 100 shown are merely exemplary and not limiting; the electronic device 100 may also have other components and structures as needed.

[0035] The input device 106 can be a device used by a user to input commands, and may include one or more of a keyboard, mouse, microphone, and touchscreen. The output device 108 can output various information (e.g., images or sounds) to the outside (e.g., the user), and may include one or more of a display, speaker, etc. The data acquisition device 110 can acquire the distance measured by the speedometer and the distance measured by the speed sensor under different vehicle speeds, durations, and braking rates in non-skid scenarios, and store the acquired data in the memory 104 for use by other components. Exemplarily, the data acquisition device 110 can be a speedometer and a speed sensor.

[0036] In one embodiment, the components in the example electronic device 100 used to implement the train slippage state determination method of the present application embodiment can be integrated or distributed. For example, the processor 102, memory 104, input device 106 and output device 108 can be integrated into one unit, while the data acquisition device 110 can be separated.

[0037] In one embodiment, the example electronic device 100 for implementing the train slippage state determination method of the present application embodiment can be implemented as a smart terminal such as a smartphone, tablet computer, desktop computer, server, vehicle-mounted equipment, etc.

[0038] Figure 3 This is a flowchart illustrating a method for determining train slippage according to an embodiment of this application. Figure 3 As shown, the method includes the following steps S210 and S220.

[0039] Step S210: When the ranging error determination item of the first duration meets the first preset condition, it is determined that the train has entered the pre-slip state, where the first duration is any time period during the train's operation.

[0040] Step S220: When the distance measurement error determination item of the second duration meets the second preset condition, it is determined that the train has entered the slippage state. The second duration is the time period formed by combining the first duration and the time period after the train enters the pre-slippage state.

[0041] Step S210 is one scenario where the electronic device determines whether the ranging error determination item for the first duration meets the first preset condition. The corresponding scenario is: when the ranging error determination item for the first duration does not meet the first preset condition, the train is determined to be in a normal state. In this case, it indicates that the train is in a normal operating state within the first duration, and the electronic device will return to step S210 to continue determining whether the first preset condition is met in the next first duration, until the ranging error determination item for the first duration meets the first preset condition, at which point the train is determined to have entered a pre-skid state.

[0042] In one embodiment, the first duration is the first second of train travel, and the next first duration is the second second of train travel. In another embodiment, the first duration is the first to second second of train travel, and the next first duration is the third to fourth second of train travel.

[0043] Step S220 is one scenario where, after the electronic device determines that the train has entered a pre-slip state, it continues to determine whether the ranging error determination item for the second time period meets the second preset condition. The corresponding scenario is: when the ranging error determination item for the second time period does not meet the second preset condition, it determines that the train has exited the pre-slip state and returned to normal operation. In this case, it indicates that the train has been in normal operation for the entire second time period, and the electronic device will return to step S201 to determine whether the first time period following the second time period meets the first preset condition.

[0044] In one embodiment, the first duration is the first second of the train's journey, the time period after the train enters the pre-slip state is the second to fourth seconds of the train's journey, then the second duration is the first to fourth seconds of the train's journey, and the first duration after the second duration is the fifth second of the train's journey.

[0045] Before step S210, the method for determining the train slippage state further includes: collecting the distance measured by the train speedometer and the distance measured by the speed sensor when the train is in a non-slippage state at different durations, different initial speeds, and different initial braking rates.

[0046] When the time duration is the first duration, the initial speed is the first initial speed, and the initial braking rate is the first initial braking rate, the distance measured by the speedometer at this time minus the distance measured by the speed sensor, divided by the distance measured by the speed sensor, is taken as the ranging error rate for the first duration. Simultaneously, the expected value and standard deviation of the ranging error rate for the first duration are calculated.

[0047] When the time duration is the second duration, the initial speed is the second initial speed, and the initial braking rate is the second initial braking rate, the distance measured by the speedometer at this time minus the distance measured by the speed sensor, divided by the distance measured by the speed sensor, is used as the ranging error rate for the second duration. Simultaneously, the expected value and standard deviation of the ranging error rate for the second duration are calculated.

[0048] The ranging error determination item for the first duration includes the ranging error rate for the first duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and a first threshold coefficient. The first preset condition is that the ranging error rate for the first duration is greater than the expected value of the ranging error rate plus the first threshold coefficient multiplied by the standard deviation of the ranging error rate. The ranging error determination item for the second duration includes the ranging error rate for the second duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and a second threshold coefficient. The second preset condition is that the ranging error rate for the second duration is greater than the expected value of the ranging error rate plus the second threshold coefficient multiplied by the standard deviation of the ranging error rate.

[0049] In one embodiment, the first duration, the first threshold coefficient, the time period after the train enters the pre-slip state, and the second threshold coefficient can be preset according to experience, making the pre-slip determination more sensitive and the slip determination more reliable.

[0050] In one embodiment, the method for determining the train slippage state further includes: when the distance measurement error determination item for a first duration meets a first preset condition, i.e., the train is determined to have entered a pre-slippage state, and the initial time of the first duration is set to t0. The train's speed and distance at the starting point t0 are obtained using the train's speed sensor. When the distance measurement error determination item for a second duration meets a second preset condition, i.e., the train is determined to have entered a slippage state, the train speed and distance at the starting point t0 are used as the initial speed and distance of the slippage state.

[0051] In the above embodiments, based on the distance measurement error rate between the train speedometer and the speed sensor, the expected value of the distance measurement error rate, and the standard deviation of the distance measurement error rate, the starting point of slippage can be determined more accurately, providing more accurate initial parameters for the subsequent slippage compensation mechanism. Simultaneously, using the method described in the above embodiments to determine slippage can reduce the slippage determination delay, making the system's speed and distance measurement more accurate during slippage.

[0052] Figure 4 This is a flowchart illustrating another method for determining train slippage in an embodiment of this application. Figure 4 As shown, the method includes the following steps S310-S330.

[0053] Step 310: Collect the distance measurement error rate of the train's speedometer and speed sensor under different train speeds, durations, and braking rates in non-slipping scenarios.

[0054] The methods for measuring train speed and distance are generally through speedometers installed on the train axles or through speed sensors. Under normal train operation, there is a certain difference between the speed and distance measured by the speedometer and the speed sensor. The error generated when measuring distance is called distance measurement error.

[0055] The formula for the ranging error rate is:

[0056]

[0057] Where Duration is the duration, Velocity is the initial speed, Braking Ratio is the initial braking ratio, and DistErr is the braking distance. [Duration|Velocity|BrakingRatio] This represents the distance measurement error rate of the speedometer and speed sensor under the conditions of Duration, initial vehicle speed Velocity, and initial braking ratio BrakingRatio. sensor Dist is the distance measured by the speed sensor. Spd The distance measured by the speedometer.

[0058] Step 320: Based on the ranging error rate, calculate the expected value and standard deviation of the ranging error rate.

[0059] The expected value of the ranging error rate is E(DistErr). [Duration|Velocity|BrakingRatio] , which represents the mathematical expectation of the ranging error rate of the speedometer and speed sensor under the conditions of Duration, initial vehicle speed Velocity, and initial braking ratio BrakingRatio.

[0060] The standard deviation of the ranging error rate is σ(DistErr). [Duration|Velocity|BrakingRatio] , which represents the standard deviation of the ranging error rate of the speedometer and speed sensor under the conditions of Duration, Velocity, and Braking Ratio.

[0061] Step 330: Based on the ranging error rate, the expected value of the ranging error rate, and the standard deviation of the ranging error rate, determine whether the wheel-rail adhesion has entered an abnormal state.

[0062] If the measured ranging error rate during the duration is greater than the expected error rate plus the threshold coefficient multiplied by the standard deviation of the error rate, i.e., DistErr [Duration|Velocity|BrakingRatio] >E(DistErr) [Duration|Velocity|BrakingRatio] +N×σ(DistErr) [Duration|Velocity|BrakingRatio] If the wheel-rail adhesion is positive, then the wheel-rail adhesion is determined to be in an abnormal state; otherwise, the wheel-rail adhesion is determined not to be in an abnormal state.

[0063] The inequalities used to determine whether wheel-rail adhesion has entered an abnormal state are the first preset condition and the second preset condition. The difference between the first preset condition and the second preset condition lies in the values ​​of the above inequalities, especially the values ​​of Duration and N.

[0064] Step 340: If the wheel-rail adhesion is determined to be in an abnormal state, the train is determined to be in a pre-slippage state.

[0065] At this point, in the formula for the ranging error rate, Duration is the first duration, denoted as Duration1. N is the first threshold coefficient, denoted as N1. Here, to obtain sensitive pre-slip detection, Duration and N in the ranging error detection parameters are set relatively small. For example, Duration1 = 1 second and N1 = 2.33 is a suitable set of parameters.

[0066] In the pre-slip condition, the train's speed and distance calculations are consistent with those in the normal condition. In the pre-slip condition, the speed sensor also estimates the speed and distance starting from t0, i.e., Speed. sensor and Dist sensor Here, t0 is the initial time point of Duration 1. If the train is ultimately determined to be in a slipping state, then t0 is the starting point of the slippage.

[0067] like Figure 5 This diagram illustrates the pre-slip condition of a train. The solid line represents the speed estimated by the speed sensor, and the dashed line represents the speed estimated by the velocimeter. t0 is the slip start point, and D1 (Duration 1) is the end point of the pre-slip condition. The shaded area represents the distance measurement error during the pre-slip condition, i.e., the Dist error during the pre-slip condition. sensor -Dist Spd .

[0068] Step 350: If it is determined that the wheel-rail adhesion has not entered an abnormal state, then the train is determined to be in a normal state.

[0069] At this point, after determining that the train is in a normal state, the process returns to step 330. Duration becomes the next first duration, Velocity becomes the train speed at the end of Duration 1, and Braking Ratio becomes the braking rate at the end of Duration 1. The method for determining whether wheel-rail adhesion has entered an abnormal state is the same as in step 330.

[0070] Step 360: After determining that the train has entered the pre-slip state, continue to determine whether the wheel-rail adhesion has entered an abnormal state based on the ranging error rate, the expected value of the ranging error rate, and the standard deviation of the ranging error rate.

[0071] At this point, the method for determining whether wheel-rail adhesion has entered an abnormal state is the same as in step 330, but Duration and N are changed.

[0072] Step 370: If the wheel-rail adhesion is determined to be in an abnormal state, then the train is determined to be in a slipping state.

[0073] At this point, in the formula for the ranging error rate, Duration is the second duration, denoted as Duration1 + Duration2, where Duration2 is the time interval after the train enters the pre-slippage state. N is the second threshold coefficient, denoted as N2. To obtain reliable slippage determination, Duration and N in the ranging error determination parameters are set relatively large. For example, Duration2 = 3 seconds and N1 = 3.1 is a suitable set of parameters.

[0074] At the same time, if it is determined that the train has entered a slippery state, then Speed sensor and Dist sensor This serves as the initial vehicle speed and distance measurement during the slippage state. This setting allows for more accurate initial parameters for the subsequent slippage compensation mechanism.

[0075] like Figure 6 This diagram illustrates a train slippage state. The solid line represents the speed estimated by the speed sensor, and the dashed line represents the speed estimated by the velocimeter. t0 is the slippage start point, D1 (Duration 1) ends at the point of pre-slippage, and D2 (Duration 2) ends at the point of actual slippage. The shaded area represents the distance measurement error during slippage, i.e., the distance measured by the distance from the train's speed at the point of slippage. sensor -Dist Spd .

[0076] Step 380: If it is determined that the wheel-rail adhesion has not entered an abnormal state, then the train is determined to exit the pre-slip state, that is, return to the normal state.

[0077] At this point, after determining that the train has exited the pre-slippage state, the process returns to step 330. Duration becomes the first duration after the second duration, Velocity becomes the train speed at the end of Duration 2, and Braking Ratio becomes the braking rate at the end of Duration 2. The method for determining whether wheel-rail adhesion has entered an abnormal state is the same as in step 330.

[0078] In the above embodiments, based on the distance measurement error rate between the train speedometer and the speed sensor, the expected value of the distance measurement error rate, and the standard deviation of the distance measurement error rate, the starting point of slippage can be determined more accurately. Simultaneously, the Speed... sensor and Dist sensor As the initial vehicle speed and distance measurement in the slipping state, it provides more accurate initial parameters for the subsequent slipping compensation mechanism.

[0079] The devices and methods disclosed in the several embodiments provided in this application can also be implemented in other ways. The device and method embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments of this application. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0080] In addition, the functional modules in the various embodiments of this application can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0081] If a function is implemented as a software module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as a USB flash drive, a portable hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

Claims

1. A method for determining train slippage, characterized in that, Includes the following steps: When the ranging error determination item for the first duration meets the first preset condition, it is determined that the train has entered the pre-slip state; When the ranging error determination item for the second duration meets the second preset condition, it is determined that the train has entered a slipping state; Wherein, the first duration is any time period during the train's journey, and the second duration is the time period formed by combining the first duration with the time period after the train enters the pre-slip state; The ranging error determination item for the first duration includes the ranging error rate for the first duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and a first threshold coefficient; the first preset condition is that the ranging error rate for the first duration is greater than the expected value of the ranging error rate plus the first threshold coefficient multiplied by the standard deviation of the ranging error rate. The ranging error determination item for the second duration includes the ranging error rate for the second duration, the expected value of the ranging error rate, the standard deviation of the ranging error rate, and the second threshold coefficient; The second preset condition is that the ranging error rate for the second duration is greater than the mathematical expectation of the ranging error rate plus the second threshold coefficient multiplied by the standard deviation of the ranging error rate.

2. The method for determining train slippage state according to claim 1, characterized in that, Includes the following steps: If the ranging error determination item for the first duration does not meet the first preset condition, the train is determined to be in a normal state, and it is determined whether the first preset condition is met in the next first duration.

3. The method for determining train slippage state according to claim 1, characterized in that, Includes the following steps: When the distance measurement error determination item for the second duration does not meet the second preset condition, it is determined that the train has exited the pre-slip state and returned to the normal state, and it is determined whether the first duration after the second duration meets the first preset condition.

4. The method for determining train slippage state according to claim 1, characterized in that, The distance measurement error rate for the first duration is the distance measured by the speedometer of the train within the first duration minus the distance measured by the speed sensor, divided by the distance measured by the speed sensor.

5. The method for determining train slippage state according to claim 1, characterized in that, The distance measurement error rate for the second duration is the distance measured by the speedometer of the train during the second duration minus the distance measured by the speed sensor divided by the distance measured by the speed sensor.

6. The method for determining train slippage state according to claim 1 or 5, characterized in that, Before determining whether the ranging error judgment item for the first duration meets the first preset condition, the following steps are also included: The distances measured by the train speedometer and the speed sensor are collected when the train is in a non-slipping state, at different durations, different initial speeds, and different initial braking rates.

7. The method for determining train slippage state according to claim 1, characterized in that, The method further includes: When the ranging error determination item of the first duration meets the first preset condition, the initial time of the first duration is set to t0; The train's speed and distance are obtained using the train's speed sensor, with t0 as the starting point. When the distance measurement error determination item for the second duration meets the second preset condition, the vehicle speed and distance measurement starting at t0 are taken as the initial vehicle speed and distance measurement in the slippage state.

8. An electronic device, characterized in that, The electronic device includes: processor; Memory used to store processor-executable instructions; The processor is configured to execute the method for determining the train slippage state as described in any one of claims 1-7.

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