Train anti-skid method and electronic device

Abstract

The application provides a train anti-skid method and an electronic device. The method comprises the following steps: determining a speed curve of a train according to a train state; and reducing a control force of the train under the constraint of the speed curve in response to detecting that the train slips. The above-mentioned scheme provided by the application does not need to increase additional hardware devices on the existing train system, reduces the control force of the train under the constraint condition of the train speed curve to achieve the anti-skid purpose, and avoids the problem that the train starts emergency braking due to overspeed.

Description

Technical Field

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

[0002] Currently, train anti-skid methods are mainly divided into two categories: one is that the signal system uses auxiliary devices to predict whether skidding is likely to occur, and then takes corresponding anti-skid measures in advance based on the prediction; the other is that the train reduces the control force by directly controlling the traction and braking system to achieve the purpose of anti-skid.

[0003] For example, patent CN110271521B from Shanghai Electric Thales Traffic Automation Systems Co., Ltd. uses rainfall information to calculate the track's slippery condition and predict the braking force the track can provide, thereby adjusting the train's braking rate and reducing the probability of slippage. Another example is patent CN111994129B from Traffic Control Technology Co., Ltd., which uses machine vision to identify track conditions and updates the train's traction and braking command thresholds based on maximum adhesion traction and braking force, thus planning the ATO target speed and traction and braking commands to achieve anti-slip purposes. Yet another example is patent CN112124276B from CRRC Tangshan Locomotive & Rolling Stock Co., Ltd., which obtains initial anti-slip commands based on train speed, train wheelset speed, a preset first speed threshold, and a second speed threshold for anti-slip control. Finally, patent CN114771475A from China Railway Signal & Communication Corporation (CRSC) Urban Rail Transit Technology Co., Ltd., which determines the target wheel for slippage based on the speed of all wheels during train braking and the current speed reference value, and prevents slippage by reducing the braking force on the target wheel.

[0004] As can be seen from the above patent description, in terms of train anti-skid measures, although reducing the braking force of the wheels can achieve the purpose of anti-skid, it may cause the train to overspeed and trigger EB (emergency braking) during operation; in terms of signal anti-skid measures, additional hardware equipment is required, and it is necessary to predict whether the vehicle will skid, which has a certain risk of prediction failure. Summary of the Invention

[0005] This application provides a train anti-skid method and electronic equipment to solve the problem of minimizing train skidding without exceeding the speed limit or adding additional hardware.

[0006] This application provides a train anti-skid method and electronic device, including: determining the train's speed curve based on the train's state; and reducing the train's control force under the constraint of the speed curve in response to detecting train slippage.

[0007] In one embodiment, the train state includes: traction state, section braking state, and station braking state.

[0008] In one embodiment, when the train is in traction mode, the control force is traction force; when the train is in section braking mode or station braking mode, the control force is braking force.

[0009] In one embodiment, determining the train speed curve based on the train state includes: when the train is in traction state, determining a reference traction speed curve of the train based on the initial speed and target speed of the train.

[0010] In one embodiment, the step of reducing the traction force of the train under the constraint of the speed curve in response to detecting train slippage includes: detecting whether the train is slipping at preset time intervals; reducing the current acceleration by a preset acceleration value in response to detecting train slippage; maintaining the current acceleration and continuing to accelerate in response to detecting that the train is not slipping; and stopping the detection of train slippage in response to the train reaching the target speed of the reference traction speed curve.

[0011] In one embodiment, determining the train speed curve based on the train state includes: when the train is in a section braking state, determining a reference braking speed curve of the train based on the initial speed and target speed of the train; determining a first braking speed curve of the train based on the reference braking speed curve and the initial braking rate of the train; increasing the target speed curve in the reference braking speed curve by a preset distance in the direction of the train to obtain an adjusted reference braking speed curve; and determining a second braking speed braking curve of the train based on the adjusted reference braking speed curve and the initial braking rate of the train.

[0012] In one embodiment, the step of reducing the braking force of the train under the constraint of the speed curve in response to detecting train slippage includes: during the operation of the train according to the second speed braking curve, detecting whether the train speed is greater than the speed of the first braking speed curve at preset time intervals; in response to the speed being greater than the speed of the first braking curve, decelerating according to the first braking speed curve; in response to the speed not being greater than the speed of the first braking curve, detecting whether the train is slipping; in response to detecting train slippage, reducing the current braking rate by a preset braking rate value; in response to the train not slipping, maintaining the current braking rate to continue decelerating; and in response to the train reaching the target speed of the adjusted reference braking speed curve, stopping the detection of train speed and slippage.

[0013] In one embodiment, determining the train speed curve based on the train state includes: when the train is in a stop braking state, determining the safe braking speed curve of the train based on the safe stopping point and safe braking model of the train; determining the third braking speed curve of the train based on the stopping point of the train and the maximum braking rate at the stop; and determining the fourth braking speed curve of the train based on the stopping point of the train and the precise stopping braking rate.

[0014] In one embodiment, the step of reducing the braking force of the train under the constraint of the speed curve in response to detecting train slippage includes: determining the minimum speed among the three braking speed curves (safe braking speed curve, third braking speed curve, and fourth braking speed curve) as the limit speed; detecting whether the train speed is greater than the limit speed at preset time intervals; reducing the speed according to the limit speed in response to the speed being greater than the limit speed; detecting whether the train is slipping in response to the speed not being greater than the limit speed; reducing the current braking rate by a preset braking rate value in response to detecting train slippage; maintaining the current braking rate and continuing to decelerate in response to the train not slipping; and stopping the detection of train speed and slippage in response to the train stopping at a station.

[0015] This application also provides an electronic device, which includes: a processor; and a memory for storing processor-executable instructions; wherein the processor is configured to execute the above-described train anti-skid method.

[0016] The solution provided in the above embodiments of this application does not require additional hardware equipment on the existing train system. Under the constraint of the train speed curve, it reduces the train control force to achieve the purpose of anti-skid and avoids the problem of emergency braking when the train departs due to overspeed. Attached Figure Description

[0017] 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.

[0018] Figure 1 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application;

[0019] Figure 2 This is a schematic flowchart of a train anti-skid method provided in an embodiment of this application;

[0020] Figure 3 This is a schematic diagram of a train anti-skid method provided in an embodiment of this application;

[0021] Figure 4 This is a schematic diagram of the speed curve under train traction conditions provided in the embodiments of this application;

[0022] Figure 5 This is a schematic diagram of the train anti-skid method under train traction state provided in the embodiments of this application;

[0023] Figure 6 This is a schematic diagram of the speed curve of a train under braking conditions in a section, as provided in the embodiments of this application;

[0024] Figure 7 This is a schematic diagram of the train anti-skid method under the braking state of a train section provided in the embodiments of this application;

[0025] Figure 8 This is a schematic diagram of the speed curve under the braking state of a train at a stop, as provided in the embodiments of this application;

[0026] Figure 9 This is a schematic diagram of the train anti-skid method under the braking state of a train at a stop provided in the embodiments of this application. Detailed Implementation

[0027] The technical solutions in the embodiments of this application will now be described with reference to the accompanying drawings.

[0028] 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.

[0029] In related technologies, during train acceleration or deceleration, when the error between the train's wheel speed and its actual speed reaches a certain level, the automatic train control system (ATS) determines that the train is slipping. After determining slippage, the ATS continuously increases the uncertainty of the train's position. If the slippage worsens, the ATS will initiate emergency braking to ensure train safety. Slippage not only increases the difficulty of train control by the ATS but may also trigger emergency braking, thus affecting train operation efficiency.

[0030] During train operation, when the train's control force exceeds the frictional force provided by the track, the train will slip. When slippage occurs, the train's control force should be reduced to be less than the frictional force provided by the track, thus preventing slippage. However, excessively reducing the train's control force in an attempt to prevent slippage can lead to overspeeding, triggering emergency braking and affecting train operating efficiency.

[0031] Therefore, at least in order to solve the problems existing in the above-mentioned related technologies, the embodiments of this application provide a train anti-skid method, which can effectively reduce train skidding and prevent emergency braking triggered by overspeed by constraining the train speed curve without adding additional hardware equipment.

[0032] Figure 1 This is a schematic diagram of the structure of the electronic device provided in an embodiment of this application. The electronic device 100 can be used to execute a train automatic control system to implement the train anti-skid method provided in this embodiment of the application. The electronic device can be, for example, a train's onboard computer. 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 automatic control system provided in the following embodiments of this application.

[0033] 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.

[0034] 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 train automatic control system 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.

[0035] In one embodiment, Figure 1 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.

[0036] The input device 106 may 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 may output various information (e.g., images or sounds) to the outside (e.g., a user), and may include one or more of a display, speaker, etc. The data acquisition device 110 may acquire the train's driving status, train speed, train acceleration, etc., and store the acquired data in the memory 104 for use by other components. For example, the data acquisition device 110 may be a camera.

[0037] In one embodiment, the components in the example electronic device 100 used to implement the train anti-skid 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.

[0038] In one embodiment, the example electronic device 100 for implementing the train anti-skid 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.

[0039] Figure 2 This is a schematic flowchart of a train anti-skid method provided in an embodiment of this application. Figure 2 As shown, the method includes the following steps S210-S220.

[0040] Step S210: Determine the train's speed curve based on the train's status.

[0041] In one embodiment, the train states include: traction state, interval braking state, and station braking state. Traction state refers to the train's acceleration state; for example, the train is in traction state when its speed accelerates from a low speed V1 to a high speed V2. Braking state refers to the train's deceleration state; for example, the train is in braking state when its speed decelerates from a high speed V2 to a low speed V1. If the train decelerates to a non-zero speed, it is in interval braking state; if the train decelerates to zero speed, it is in station braking state.

[0042] In one embodiment, the train's speed curve includes: a reference traction speed curve, a reference braking speed curve, a first braking speed curve, an adjusted reference braking speed curve, a safe braking speed curve, a second braking speed curve, and a third braking speed curve. Which speed curve is selected as the constraint condition when the train slips depends on the train's state.

[0043] Step S220: In response to the detection of train slippage, the control force of the train is reduced under the constraint of the speed curve.

[0044] In one embodiment, to improve train operating efficiency, the automatic train control system typically operates in normal operating mode, where the anti-slip function is disabled. When encountering conditions prone to slippage, such as snow, rain, or icing, the central control system sends an anti-slip command to the automatic train control system, which then activates the anti-slip function. With the anti-slip function activated, the automatic train control system can detect whether the train is slipping. If slippage is detected, the automatic train control system will reduce the train's control force under the constraints of different speed curves.

[0045] In one embodiment, when the train is in traction mode, the control force is the traction force, and the method to reduce the train's traction force can be to reduce the train's acceleration. When the train is in a section braking mode or a station braking mode, the control force is the braking force, and the method to reduce the train's braking force can be to reduce the train's braking rate.

[0046] As can be seen from the above steps, different speed curves will be selected when the train is in different states. Under the constraints of the speed curve, the acceleration or braking rate of the train will be reduced to avoid the train speeding and triggering emergency braking, which would affect the train's operating efficiency.

[0047] Figure 3 This is a schematic diagram of a train anti-skid method provided in an embodiment of this application. Figure 3 In this system, when the automatic train control system activates the anti-skid function, it determines the current state of the train. If it determines that the train is in traction mode, the automatic train control system selects the anti-skid method for traction mode to prevent the train from skidding; if it determines that the train is in braking mode, the automatic train control system selects the braking mode method for braking mode to prevent the train from skidding; if it determines that the train is in braking mode at a station, the automatic train control system selects the braking mode method for braking mode at a station to prevent the train from skidding.

[0048] In one embodiment, if the train is determined to be in a traction state, the automatic train control system selects an anti-slip method under traction state to prevent train slippage. This includes: determining a train speed curve based on the train state; and reducing the train's traction force under the constraint of the speed curve in response to detected train slippage. Determining the train speed curve based on the train state specifically includes: determining a reference traction speed curve based on the train's initial speed and target speed. Reducing the train's traction force under the constraint of the speed curve in response to detected train slippage specifically includes: detecting whether the train is slipping at preset time intervals; reducing the current acceleration by a preset acceleration value in response to detected train slippage; maintaining the current acceleration and continuing to accelerate in response to detected no train slippage; and stopping the detection of train slippage in response to the train reaching the target speed of the reference traction speed curve.

[0049] Figure 4 This is a schematic diagram of the speed curve under train traction conditions provided in this application embodiment. When the train accelerates from a low speed V1 (initial speed) to a high speed V2 (target speed), the train automatic control system provides an acceleration a1 according to the normal operating mode. During operation, if the train automatic control system detects train slippage, in order to avoid slippage, the train automatic control system will reduce the current acceleration by Δa (preset acceleration value) and use acceleration a2 (a2 = a1 - Δa) to accelerate. After time T, if the slippage disappears, the current acceleration a2 is maintained to control the train; if the slippage does not disappear and the train speed does not reach the target speed V2, it indicates that the current acceleration a2 will still cause the train to slip. In response, the automatic control system further reduces the current acceleration by Δa and uses acceleration a3 (a3 = a2 - Δa) to accelerate. After time T, if the slippage disappears, the current acceleration a3 is maintained to control the train. If the slippage does not disappear and the train speed does not reach the target speed V2 (refer to the target speed of the traction speed curve), the above steps are repeated, reducing the acceleration Δa and checking the slippage status after time T, until the train speed is increased to V2.

[0050] Figure 5 This is a schematic diagram of a train anti-skid method under traction conditions provided in an embodiment of this application. The train anti-skid method under traction conditions is as follows:

[0051] Step (1): The train runs at acceleration a1 under normal operating conditions;

[0052] Step (2): When slippage is detected, decrease the acceleration by Δa;

[0053] Step (3): After time T, if the train is still slipping, jump to step (2); if the slipping disappears, maintain the acceleration and continue to accelerate; if slipping occurs again during this process and the speed is less than the target speed, jump to step (2).

[0054] Step (4): The algorithm ends when the train speed reaches the target speed.

[0055] In one embodiment, if the train is determined to be in a section braking state, the automatic train control system selects a section braking method to prevent train slippage, specifically including: determining the train's speed curve based on the train's state; and reducing the train's braking force under the constraint of the speed curve in response to detecting train slippage. Determining the train's speed curve based on the train's state specifically includes: when the train is in a section braking state, determining a reference braking speed curve based on the train's initial speed and target speed; determining a first braking speed curve based on the reference braking speed curve and the train's initial braking rate; increasing the target speed curve in the reference braking speed curve by a preset distance in the train direction to obtain an adjusted reference braking speed curve; and determining a second braking speed curve based on the adjusted reference braking speed curve and the train's initial braking rate. In response to the detection of train slippage, the braking force of the train is reduced under the constraint of the speed curve, specifically including: during the operation of the train according to the second speed braking curve, at preset time intervals, detecting whether the train speed is greater than the speed of the first braking speed curve; in response to the speed being greater than the speed of the first braking curve, decelerating according to the first braking speed curve; in response to the speed not being greater than the speed of the first braking curve, detecting whether the train is slipping; in response to the detection of train slippage, reducing the current braking rate to a preset braking rate value; in response to the train not slipping, maintaining the current braking rate to continue decelerating; in response to the train reaching the target speed of the adjusted reference braking speed curve, stopping the detection of train speed and slippage.

[0056] Figure 6 This is a schematic diagram of the speed curve under the braking state of a train in the section provided in the embodiment of this application. In the normal mode where the anti-skid function is not activated, the train decelerates from speed V2 (initial speed) to V1 (target speed) according to a fixed braking rate a1, that is... Figure 6 The braking speed curve br k1 (first braking speed curve) is shown without anti-skid mode. When anti-skid mode is activated, the train automatic control system will adjust the speed reference curve (reference braking speed curve). The method for adjusting the reference curve is to increase the target speed curve V1 by a distance S (preset distance) in the train direction to replace the original speed curve V2. Figure 6 The speed reference curve for adjusting the distance S during anti-skid operation (adjusted reference braking speed curve). After adjustment, the speed braking curve of the train decelerating from speed V2 to V1 at a fixed braking rate a1 is... Figure 6 The braking speed curve brk2 (second speed braking curve) is shown when there is anti-skid.

[0057] With anti-slip mode activated, the train follows the braking speed curve brk2 (when anti-slip is active) and reduces speed from V2 to V1 at a fixed braking rate a1. If the train's automatic control system detects slippage during braking, it reduces the braking rate by a certain amount Δa (a preset braking rate value) from the current fixed braking rate a1, at which point the train decelerates at a fixed braking rate a2 (a2 = a1 - Δa). After time T: if the slippage disappears, the train decelerates to the target speed V1 at the fixed braking rate a2. If, during deceleration at the fixed braking rate a2, the train speed exceeds the braking speed curve brk1 (when anti-slip is not active), the train decelerates to V1 according to brk1. If the slippage persists, the braking rate Δa is further reduced from the current fixed braking rate a2, at which point the train decelerates at a fixed braking rate a3 (a3 = a2 - Δa). After time T, it is determined whether the slippage has disappeared, and the fixed braking rate and braking speed curve are controlled according to the above principles. This process is repeated until the train decelerates to the target speed V1.

[0058] Figure 7 This is a schematic diagram of a train anti-skid method under braking conditions in a train section provided in an embodiment of this application. The steps of the train anti-skid method under braking conditions in a train section are as follows:

[0059] Step (1): When the target speed decreases and the target speed is not 0, adjust the speed curve: increase the target speed curve by S in the direction of the train to replace the original speed curve.

[0060] Step (2): The train brakes at a fixed braking rate a1 according to the new speed curve.

[0061] That is, the current reference speed V ref for:

[0062]

[0063] Among them, V target It is the target speed, S target It is the distance from the train to the target speed point.

[0064] Step (3): When the train is detected to be slipping, and the train speed is not greater than the braking speed curve brk1 when there is no anti-slip, the fixed braking rate is reduced by Δa; otherwise, the speed is reduced to V1 according to brk1.

[0065] Step (4): Within time T, if the train speed is not greater than the braking speed curve brk1 without anti-skid, then reduce the speed to V1 according to brk1. After time T: if the slippage disappears, then reduce the speed to the target speed at the current fixed braking rate; if the train speed is higher than the braking speed curve brk1 without anti-skid during the deceleration process at the current fixed braking rate, then the train reduces the speed to V1 according to brk1; if the slippage does not disappear and the train speed is less than the braking speed curve brk1 without anti-skid, then jump to step (3).

[0066] The velocity of brk1 is calculated as follows:

[0067]

[0068] Among them, V′ target This is the target velocity before the velocity curve is adjusted, S′ target It is the distance from the train to the target speed before the speed curve was adjusted.

[0069] Step (5): The algorithm ends when the train speed reaches the target speed.

[0070] In one embodiment, if the train is determined to be in a stop braking state, the train automatic control system selects a stop anti-skid method under braking conditions to prevent train slippage. Specifically, this includes: determining the train's speed profile based on the train's state; and, in response to detecting train slippage, reducing the train's braking force under the constraints of the speed profile. Determining the train's speed profile based on the train's state specifically includes: when the train is in a stop braking state, determining a safe braking speed profile based on the train's safe stopping point and safe braking model; determining a third braking speed profile based on the train's stopping point and maximum braking rate at the stop; and determining a fourth braking speed profile based on the train's stopping point and precise stopping braking rate. In response to the detection of train slippage, the braking force of the train is reduced under the constraints of the speed curves. Specifically, this includes: determining the minimum speed among the three speed curves (safe braking speed curve, third braking speed curve, and fourth braking speed curve) as the limit speed; detecting whether the train speed is greater than the limit speed at preset time intervals; reducing the speed according to the limit speed if the speed is greater than the limit speed; detecting whether the train is slipping if the speed is not greater than the limit speed; reducing the current braking rate by a preset braking rate value in response to the detection of train slippage; maintaining the current braking rate and continuing to decelerate in response to the train not slipping; and stopping the detection of train speed and slippage in response to the train stopping at a station.

[0071] Figure 8This is a schematic diagram of the speed curve under train braking conditions at a station, provided in an embodiment of this application. When braking to a stop to prevent skidding, the requirements for train speeding and precise stopping need to be considered. To prevent train speeding, the train speed during braking to a station cannot exceed the safe braking speed curve (SBM curve). For precise stopping, when the train is at a distance from the stopping point S0, stopping point S1 must be taken as the final stopping position, regardless of whether the train is skidding at this point, and a fixed braking rate a should be applied. s0 To bring the train to a precise stop at stopping point S1, the curve is represented as brk2 (the fourth braking speed curve). Considering the need for controllability during train operation, a maximum braking rate 'a' needs to be set when the train stops at the station. max Calculate the maximum braking rate α from the parking point S1 max The speed curve brk1 (the third braking speed curve) is used. When the train speed exceeds this curve, it must operate according to the brk1 braking curve. From the above analysis, it can be concluded that the train speed cannot exceed the above three constraint curves. If V... const =min{SBM, brk1, brk2}, then the train speed should always be less than V. const (Speed ​​limit).

[0072] When the train approaches the station and stops, it brakes to a stop using a normal fixed braking rate a1. During this process, if vehicle slippage is detected, the control system reduces the braking rate by Δa (a preset braking rate value) from the current rate, using a fixed braking rate a2 (a2 = a1 - Δa) to stop. After time T, if the train speed during this process is greater than V... const Then the train speed is V const Based on the reference value; if the slippage disappears, the train brakes and decelerates at a fixed braking rate a2; if the train speed is less than V during braking... const If the slippage does not disappear, continue to reduce the braking rate Δa and make relevant responses according to the above steps until the train slows down and stops at the stopping point S1.

[0073] Figure 9 This is a schematic diagram of a train anti-skid method under braking conditions at a station stop, provided in an embodiment of this application. The steps of the train anti-skid method under braking conditions at a station stop are as follows:

[0074] Step (1): When the target speed is 0, calculate the SBM curve based on the safe stopping point S2 and the maximum braking rate a when the train stops. max Calculate brk1, calculate brk2 based on S0 and S1, and calculate the minimum value V of the three braking curves. const =min{SBM, brk1, brk2}.

[0075] The calculations for brk1 and brk2 are as follows:

[0076]

[0077]

[0078] Among them, a s0 S1 represents the distance from the train to the stopping point, where the train is set to slow down at a fixed braking rate at point S0.

[0079] Step (2): When the train stops at the station, the train brakes to a stop at the normal fixed braking rate a1.

[0080] Step (3): When slippage is detected, and the speed is not greater than V const Decrease the fixed braking rate by Δa; otherwise, follow V. const Slow down.

[0081] Step (4): Within time T, if the train speed is greater than V const Then according to V const Slow down. After time T: If the train speed is greater than V during this process... conSt Then the train speed is V conSt Based on the baseline; if slippage disappears, then brake and decelerate using a reduced fixed braking rate; if the train speed is less than V during braking... const If the slippage persists, proceed to step (3).

[0082] Step (5): The train stops at parking point S1, and the algorithm ends.

[0083] The solution provided in the above embodiments of this application does not require additional hardware equipment on the existing train system. Under the constraint of the train speed curve, it reduces the train control force to achieve the purpose of anti-skid and avoids the problem of emergency braking when the train departs due to overspeed.

[0084] It should be noted that the same letter parameters are used in the different examples listed in the above embodiments under different train states only for the convenience of illustration. This does not mean that the same letter parameters represent the same meaning. Their meanings are different under different train states and need to be understood in conjunction with their respective scenarios.

[0085] 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.

[0086] 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.

[0087] 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 preventing train slippage, characterized in that, include: Determine the train's speed profile based on its condition; In response to the detection of train slippage, the control force of the train is reduced under the constraints of the speed curve; The train status includes: interval braking status; When the train is in a braking state on a section, the control force is the braking force; The step of determining the train's speed curve based on the train's status includes: when the train is in a section braking state, determining a reference braking speed curve based on the train's initial speed and target speed; determining a first braking speed curve based on the reference braking speed curve and the train's initial braking rate; increasing the target speed curve in the reference braking speed curve by a preset distance in the train direction to obtain an adjusted reference braking speed curve; and determining a second braking speed curve based on the adjusted reference braking speed curve and the train's initial braking rate. The step of reducing the braking force of the train under the constraint of the speed curve in response to the detection of train slippage includes: during the operation of the train according to the second braking speed curve, at preset time intervals, detecting whether the train speed is greater than the speed of the first braking speed curve; in response to the speed being greater than the speed of the first braking curve, reducing the speed according to the first braking speed curve; in response to the speed not being greater than the speed of the first braking curve, detecting whether the train is slipping; in response to the detection of train slippage, reducing the current braking rate to a preset braking rate value; in response to the train not slipping, maintaining the current braking rate to continue decelerating; and in response to the train reaching the target speed of the adjusted reference braking speed curve, stopping the detection of train speed and slippage.

2. The train anti-skid method according to claim 1, characterized in that, The train status includes: traction status and braking status at the station.

3. The train anti-skid method according to claim 2, characterized in that, When the train is in traction, the control force is the traction force; When the train is in a stopped braking state, the control force is the braking force.

4. The train anti-skid method according to claim 3, characterized in that, The process of determining the train's speed curve based on the train's status includes: When the train is in traction, the reference traction speed curve of the train is determined based on the initial speed and target speed of the train.

5. The train anti-skid method according to claim 4, characterized in that, The response to detecting train slippage, under the constraints of the speed curve, to reduce the train's traction includes: At preset intervals, check whether the train is slipping; In response to the detection of train slippage, the current acceleration is reduced to a preset acceleration value; In response to the detection that the train is not slipping, it maintains the current acceleration and continues to accelerate; In response to the train reaching the target speed of the reference traction speed curve, the detection of train slippage is stopped.

6. The train anti-skid method according to claim 3, characterized in that, The process of determining the train's speed curve based on the train's status includes: When the train is in a stop braking state, the safe braking speed curve of the train is determined based on the safe stopping point and safe braking model of the train. The third braking speed curve of the train is determined based on the train's stopping points and the maximum braking rate at the stopping points; The fourth braking speed curve of the train is determined based on the train's stopping points and precise stopping braking rate.

7. The train anti-skid method according to claim 6, characterized in that, The response to detecting train slippage, under the constraints of the speed curve, includes reducing the braking force of the train, including: Based on the safe braking speed curve, the third braking speed curve, and the fourth braking speed curve, the minimum speed among the three is determined as the limiting speed. At preset intervals, the train's speed is checked to see if it exceeds the speed limit. In response to a speed exceeding the speed limit, the speed is reduced to the speed limit. If the speed is not greater than the speed limit, detect whether the train is slipping; if the train is detected to be slipping, reduce the current braking rate to a preset braking rate value; if the train is not slipping, maintain the current braking rate and continue to decelerate. In response to a train stopping at a station, the detection of train speed and skidding is stopped.

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 train anti-skid method according to any one of claims 1-7.

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