Driving control method, device and equipment in severe weather and storage medium

Abstract

The invention provides a driving control method, device and equipment in severe weather and a storage medium, and the method comprises the steps: calling traction brake level critical point data and running speed critical point data of a target train based on the current severe weather type; and based on the traction braking level critical point data and the running speed critical point data, the traction braking level and the speed limit value of the target train are updated respectively. According to the running control method, device and equipment in the severe weather and the storage medium, the train can automatically adapt to the severe weather for targeted adjustment, so that the probability that the train idles and slips in the severe weather is reduced, dangerous point protection failure caused by unreasonable speed limit value setting is avoided, and the safety of the train is improved. And the operation efficiency of the line can be furthest improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a vehicle driving control method, device, equipment and storage medium under severe weather conditions. Background Art

[0002] In severe weather conditions, the safe operation of rail transit lines will face great challenges. The formation of liquid film on the rail surface will cause the track adhesion to decrease, and the train will easily slip during traction braking. The reduction in adhesion coefficient will also reduce the train's emergency braking rate (Guaranteed Emergency Brake Rate, GEBR). The train will not be able to stop within the normal braking distance and may pass the dangerous point ahead, causing accidents such as collisions and derailments, which will seriously endanger driving safety.

[0003] In the field of urban rail transit, safe operation protection under adverse conditions currently relies mainly on manual protection. Train dispatchers conduct a comprehensive assessment based on the severe weather and idling slip conditions reported by the drivers, and adopt corresponding emergency plans to protect the safe operation of trains through safety measures such as suspension of operations, setting speed limits in non-tunnel areas, limiting traction braking levels, and increasing operating intervals.

[0004] The emergency treatment of the reduction of rail adhesion coefficient under severe weather conditions is still highly dependent on manual experience, and lacks technical protection measures that are strongly related to the signal system; moreover, emergency treatment measures mostly use fixed speed limits, which are not suitable for complex severe weather changes. Speed ​​limit protection based on manual experience is difficult to perfectly match the actual emergency braking rate changes of vehicles. When the speed limit is set too low, the transportation capacity cannot be used efficiently; if the speed limit is too high, the protection will fail, the train may idle and slip, and even the emergency braking rate may decrease, which may cause the train to cross the dangerous point and cause a collision or derailment. Summary of the invention

[0005] The present invention provides a driving control method, device, equipment and storage medium under severe weather conditions, so as to solve the defects that the emergency treatment of train idling and slipping under severe weather conditions in the prior art is highly dependent on manual experience, and the emergency treatment measures mostly adopt fixed speed limits, which are not suitable for complex changes in severe weather. The present invention realizes the automatic adaptation of trains to severe weather and makes targeted adjustments, thereby reducing the probability of trains idling and slipping under severe weather conditions.

[0006] The present invention provides a driving control method in severe weather, comprising the following steps: Based on the current severe weather type, calling the traction brake level critical point data and the running speed critical point data of the target train; Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and the speed limit value of the target train are updated respectively.

[0007] According to a driving control method in bad weather provided by the present invention, based on the current bad weather type, calling the traction brake level critical point data of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient corresponding to the train type and the severe weather type and the traction brake level critical point, the traction brake level critical point data of the target train under the current severe weather type is determined.

[0008] According to a driving control method in bad weather provided by the present invention, the mapping relationship between the adhesion coefficient corresponding to the train type and the bad weather type and the critical point of the traction braking level is obtained by the following method: For any adhesion coefficient and any train type, the train automatic driving system ATO is used to accelerate step by step until the critical acceleration information of the train of the any train type idling and slipping under the any adhesion coefficient is determined, and the ATO is used to decelerate step by step until the critical deceleration information of the train of the any train type idling and slipping under the any adhesion coefficient is determined; Based on critical acceleration information and critical deceleration information of idling slip of multiple train types under multiple adhesion coefficients, a mapping relationship between adhesion coefficients corresponding to the train types and severe weather types and critical points of traction braking levels is determined.

[0009] According to a driving control method in bad weather provided by the present invention, based on the current bad weather type, calling the critical point data of the running speed of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, the critical point data of the operating speed of the target train under the current severe weather type is determined.

[0010] According to a driving control method in bad weather provided by the present invention, the mapping relationship between the adhesion coefficient and the critical point of the running speed corresponding to the bad weather type is obtained by the following method: For any adhesion coefficient, collecting safety protection distance information of the train under any emergency braking rate under the said arbitrary adhesion coefficient; Determining the emergency braking rate of the train under multiple adhesion coefficients based on the safety protection distance information of the train under multiple emergency braking rates under multiple adhesion coefficients; Determining the maximum running speed of the train under the multiple adhesion coefficients based on the emergency braking rate of the train under the multiple adhesion coefficients and the safety protection distance of the train when the train is not in bad weather; Based on the maximum running speed of the train under the multiple adhesion coefficients, a mapping relationship between the adhesion coefficient corresponding to the severe weather type and the running speed critical point is determined.

[0011] According to a driving control method in bad weather provided by the present invention, before calling the traction brake level critical point data and the running speed critical point data of the target train based on the current bad weather type, the method further includes: Determine whether the current weather type is severe weather, and whether the target train is idling and sliding; When the current weather type is severe weather and the target train is idling and sliding, the traction brake level critical point data and the running speed critical point data of the target train are called based on the current severe weather type.

[0012] The present invention also provides a driving control device in severe weather, comprising the following modules: A calling module, used for calling the traction brake level critical point data and the running speed critical point data of the target train based on the current severe weather type; An updating module is used to update the traction braking level and speed limit value of the target train based on the traction braking level critical point data and the running speed critical point data.

[0013] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, a driving control method in severe weather as described above is implemented.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the driving control method in severe weather as described in any one of the above is implemented.

[0015] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the computer program implements any of the above-mentioned driving control methods in severe weather.

[0016] The driving control method, device, equipment and storage medium in severe weather provided by the present invention call the traction braking level critical point data and the running speed critical point data of the target train according to the current severe weather type, and then update the traction braking level and speed limit value of the target train according to the traction braking level critical point data and the running speed critical point data respectively. The train can automatically adapt to the severe weather and make targeted adjustments, thereby reducing the probability of the train idling and slipping in severe weather, and avoiding the failure of dangerous point protection caused by unreasonable speed limit value setting, which can maximize the operation efficiency of the line. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0018] Figure 1 It is a flow chart of the driving control method under severe weather conditions provided by the present invention.

[0019] Figure 2 It is a flow chart of the vehicle control strategy under severe weather conditions provided by the present invention.

[0020] Figure 3 It is a schematic diagram of a parking curve after the GEBR provided by the present invention is lowered.

[0021] Figure 4 It is a structural schematic diagram of the driving control device under severe weather conditions provided by the present invention.

[0022] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] Figure 1 FIG. 1 is a flow chart of a driving control method under bad weather conditions provided by the present invention. Figure 1 As shown, the method comprises the following steps: Step 100: Based on the current severe weather type, call the traction brake level critical point data and the running speed critical point data of the target train.

[0025] Step 101: Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and the speed limit value of the target train are updated respectively.

[0026] Specifically, the execution subject of the embodiment of the present invention may be a train driving control system, which at least includes an Automatic Train Operation (ATO) subsystem and a Zone Controller (ZC).

[0027] In the embodiment of the present invention, the database may store the traction braking level critical point data and the running speed critical point data of the target train for different types of severe weather.

[0028] It is understandable that the slipperiness of the rail surface varies under different types of severe weather, so the traction braking level critical point data and the operating speed critical point data of the target train are different under different types of severe weather (eg, rain, snow, frost).

[0029] The traction brake level critical point data refers to the traction level data and brake level data of the critical point where the target train idling slips. The running speed critical point data refers to the running speed data of the critical point where the target train idling slips.

[0030] Among them, traction level refers to the different levels of traction during the running of the train. The acceleration of the train or maintaining a constant speed can be controlled by adjusting the traction level. Each level represents a different traction, which usually increases step by step from zero traction to maximum traction. Braking level refers to the different levels of braking force during the deceleration or parking of the train. The appropriate braking level can be selected as needed to control the deceleration speed or stopping accuracy of the train. The braking level usually includes multiple levels from light braking to emergency braking.

[0031] After obtaining the traction brake level critical point data and operating speed critical point data of the target train under the current severe weather type, the traction brake level and speed limit value of the target train can be updated to prevent the output of traction braking that exceeds the critical level limit, thereby reducing the probability of idling slippage and avoiding the failure of dangerous point protection caused by unreasonable speed limit value setting, which can maximize the operating efficiency of the line.

[0032] The driving control method in severe weather provided by the present invention calls the traction braking level critical point data and the running speed critical point data of the target train according to the current severe weather type, and then updates the traction braking level and the speed limit value of the target train according to the traction braking level critical point data and the running speed critical point data respectively. The train can automatically adapt to the severe weather and make targeted adjustments, thereby reducing the probability of the train idling and slipping in severe weather, and avoiding the failure of dangerous point protection caused by unreasonable speed limit value setting, which can maximize the operation efficiency of the line.

[0033] According to a driving control method in bad weather provided by the present invention, based on the current bad weather type, calling the traction brake level critical point data of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient corresponding to the train type and the severe weather type and the traction brake level critical point, the traction brake level critical point data of the target train under the current severe weather type is determined.

[0034] Specifically, in the embodiment of the present invention, the value of the adhesion coefficient can be used to characterize the impact of different types of severe weather on the track. The adhesion coefficient is an important parameter used to measure the friction between the wheel and the rail in rail transportation. It represents the adhesion between the train wheel and the track surface, affecting the stability of the train during acceleration, deceleration and traction braking. The adhesion coefficient corresponding to severe weather can be obtained by defining the slippery level of the track surface under different severe weather conditions through artificial experiments.

[0035] It is understandable that vehicle conditions of different train types are different, so under the same severe weather type, the critical points of traction brake levels of different trains will also be different.

[0036] Therefore, the database can store the mapping relationship between the adhesion coefficient and the traction braking level critical point corresponding to the train type and severe weather type. When necessary, the traction braking level critical point data corresponding to the current severe weather type and the train type of the target train can be determined according to the train type of the target train and the current severe weather type, that is, the traction braking level critical point data of the target train under the current severe weather type.

[0037] According to a driving control method in bad weather provided by the present invention, the mapping relationship between the adhesion coefficient corresponding to the train type and the bad weather type and the critical point of the traction braking level is obtained by the following method: For any adhesion coefficient and any train type, the train automatic driving system ATO is used to gradually accelerate until the critical acceleration information of the train spinning and slipping of any train type under any adhesion coefficient is determined, and the ATO is used to gradually decelerate until the critical deceleration information of the train spinning and slipping of any train type under any adhesion coefficient is determined; Based on the critical acceleration information and critical deceleration information of idling slip of various train types under multiple adhesion coefficients, the mapping relationship between the adhesion coefficient and the critical point of traction braking level corresponding to the train type and severe weather type is determined.

[0038] Specifically, in the process of obtaining the mapping relationship between the adhesion coefficient and the critical point of the traction braking level corresponding to the train type and the severe weather type, for the adhesion coefficient of a certain value and the test train being a certain train type, ATO can be used to accelerate step by step until the critical acceleration information of the train type idling and slipping under the adhesion coefficient is determined, and ATO can be used to decelerate step by step until the critical deceleration information of the train type idling and slipping under the adhesion coefficient is determined.

[0039] After collecting the critical acceleration information and critical deceleration information of the experimental train idling and slipping under multiple adhesion coefficients and a variety of different train types, the statistical method can be used to extract and summarize the mapping relationship between the adhesion coefficient and the critical point of the traction braking level corresponding to the train type and severe weather type.

[0040] According to a driving control method in bad weather provided by the present invention, based on the current bad weather type, calling the critical point data of the running speed of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, the critical point data of the operating speed of the target train under the current severe weather type is determined.

[0041] Specifically, in the embodiment of the present invention, the value of the adhesion coefficient can be used to characterize the impact of different types of severe weather on the track. The adhesion coefficient is an important parameter used to measure the friction between the wheel and the rail in rail transportation. It represents the adhesion between the train wheel and the track surface, affecting the stability of the train during acceleration, deceleration and traction braking. The adhesion coefficient corresponding to severe weather can be obtained by defining the slippery level of the track surface under different severe weather conditions through artificial experiments.

[0042] Therefore, the database can store the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, and determine the critical point data of the traction braking level corresponding to the current severe weather type when necessary according to the current severe weather type, that is, the critical point data of the operating speed of the target train under the current severe weather type.

[0043] According to a driving control method in bad weather provided by the present invention, the mapping relationship between the adhesion coefficient corresponding to the bad weather type and the critical point of the running speed is obtained by the following method: For any adhesion coefficient, collect the safety protection distance information of the train under any adhesion coefficient and any emergency braking rate; Determining the emergency braking rate of the train under multiple adhesion coefficients based on the safety protection distance information of the train under multiple emergency braking rates under multiple adhesion coefficients; Based on the emergency braking rate of the train under multiple adhesion coefficients and the safety protection distance of the train under non-bad weather conditions, the maximum operating speed of the train under multiple adhesion coefficients is determined; Based on the maximum operating speed of the train under multiple adhesion coefficients, the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type is determined.

[0044] Specifically, the emergency braking rate refers to the deceleration of the train under emergency braking, reflecting the deceleration ability of the train under emergency braking under specific conditions. It is an important parameter to measure the effectiveness and safety of train emergency braking.

[0045] In the process of obtaining the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, for the case of a certain value of the adhesion coefficient, the safety protection distance information of the experimental train under different emergency braking rates under the adhesion coefficient can be collected.

[0046] Then, the mapping relationship between the adhesion coefficient and the emergency braking rate, that is, the emergency braking rate of the train under multiple adhesion coefficients, can be determined according to the safety protection distance information of the train under multiple emergency braking rates under multiple adhesion coefficients.

[0047] After determining the emergency braking rate of the train under multiple adhesion coefficients, the maximum operating speed of the train under multiple adhesion coefficients can be determined based on the emergency braking rate of the train under multiple adhesion coefficients and the safety protection distance of the train when not in severe weather. Then, statistical methods can be used to extract and summarize, and based on the maximum operating speed of the train under multiple adhesion coefficients, the mapping relationship between the adhesion coefficient corresponding to the severe weather type and the operating speed critical point can be determined.

[0048] According to a driving control method in bad weather provided by the present invention, before calling the traction brake level critical point data and the running speed critical point data of the target train based on the current bad weather type, the method further includes: Determine whether the current weather type is severe weather and whether the target train is idling and sliding; When the current weather type is severe weather and the target train is idling and sliding, the traction brake level critical point data and the running speed critical point data of the target train are called based on the current severe weather type.

[0049] Specifically, before calling the traction braking level critical point data and the running speed critical point data of the target train based on the current severe weather type, the train driving control system can determine whether the current weather type is severe weather and whether the target train is idling and sliding.

[0050] Among them, the method for determining the current weather type may be by obtaining current meteorological data, etc., and the method for determining whether the target train is idling and sliding may be by evaluating the train operation status based on real-time data through an automatic monitoring system, etc., and the embodiments of the present invention are not limited to this.

[0051] When the current weather type is severe weather and the target train is idling and sliding, the train driving control system calls the traction braking level critical point data and the running speed critical point data of the target train based on the current severe weather type.

[0052] The following further illustrates the driving control method in severe weather provided by the present invention through embodiments in specific application scenarios.

[0053] Figure 2 is a flow chart of the vehicle control strategy under bad weather provided by the present invention, such as Figure 2 As shown, the process is as follows: First, determine whether it is bad weather. If the weather is not bad, the train will operate as planned. If the weather is bad, determine whether the train is idling or sliding.

[0054] When the train does not idle or slide, the train maintains the current traction braking level and continues to run; when the train idles or slides, ATO calls the critical point data of the traction braking level to update the train traction braking level (acceleration or deceleration), and ZC calls the critical point data of the train running speed to update the speed limit of the section line.

[0055] The following is a detailed explanation of how ATO calls the critical point data for traction brake level and how ZC calls the critical point data for train speed.

[0056] 1. Optimize vehicle control strategy

[0057] By artificial experiment, the slippery level of the track surface in bad weather such as rain, snow, ice and frost is defined as different adhesion coefficients. Under the corresponding adhesion coefficient, the critical acceleration and deceleration (and corresponding traction brake level) information of the train idling and slipping is collected, and the ATO accelerates / decelerates step by step until idling / slipping occurs and the level is no longer increased. The data corresponding to the highest traction brake level and maximum acceleration and deceleration at which the train does not idling and slipping is defined as the critical point data. Data for different models need to be collected separately. The vehicle conditions of different models are different, and the collected data information cannot be mixed.

[0058] Through data collection, fixed wet and slippery levels (adhesion coefficients) can be mapped one by one to certain critical traction and braking levels (corresponding to critical acceleration and deceleration). After data collection is completed, statistical methods are used to extract and summarize, and the average critical traction / braking level (corresponding to critical acceleration and deceleration) of ATO vehicle control under different wet and slippery levels (adhesion coefficients) can be obtained. These critical point data are stored in the database. Under harsh conditions, ATO can call database information and select the critical level and acceleration configuration that does not cause idling slip according to the current degree of wetness of the road surface, optimize the vehicle control strategy, avoid outputting traction and braking that exceeds the critical level limit, and thus reduce the probability of idling slip.

[0059] 2. Choose a reasonable speed limit

[0060] The emergency braking rate directly affects the braking distance and braking time of the train. Figure 3 Schematic diagram of parking curve after GEBR drops provided by the present invention, such as Figure 3 As shown in the figure, under the same speed conditions, the smaller the track adhesion coefficient, the lower the corresponding emergency braking rate, and the corresponding safety protection distance of the automatic train protection subsystem (Automatic Train Protection, ATP) increases.

[0061] By means of artificial experiments, the slippery levels of the track surface under severe weather conditions such as rain, snow, ice and frost are defined as different adhesion coefficients. Under the corresponding adhesion coefficient, the safety protection distance of the train under different emergency braking rates is collected to calculate the emergency braking rate of the train under different track adhesion coefficients. Then, the maximum operating speed of the train under different adhesion coefficients is calculated based on the emergency braking rate and the safety protection distance for train departure in non-severe weather conditions.

[0062] Through data collection, fixed slippery levels (adhesion coefficients) can be mapped one by one to a certain maximum train operating speed (to ensure the train's safety protection function). After data collection is completed, statistical methods are used to extract and summarize the maximum operating speed of the train under different slippery levels (adhesion coefficients) (the speed value that cannot be exceeded during operation). These data are stored in the database. Under harsh conditions, ZC can call database information and select the corresponding speed limit value according to the current slippery degree of the road surface to avoid the failure of dangerous point protection caused by the decrease in emergency braking rate, and to maximize the operating efficiency of the line.

[0063] The following is a description of the driving control device for inclement weather provided by the present invention. The driving control device for inclement weather described below and the driving control method for inclement weather described above can be referenced to each other.

[0064] Figure 4 Schematic diagram of the structure of the driving control device under bad weather provided by the present invention. Figure 4As shown, the device includes the following modules: The calling module 400 is used to call the traction brake level critical point data and the running speed critical point data of the target train based on the current severe weather type; The updating module 410 is used to update the traction braking level and the speed limit value of the target train respectively based on the traction braking level critical point data and the running speed critical point data.

[0065] According to a driving control device in bad weather provided by the present invention, based on the current bad weather type, calling the traction brake level critical point data of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient corresponding to the train type and the severe weather type and the traction brake level critical point, the traction brake level critical point data of the target train under the current severe weather type is determined.

[0066] According to a driving control device for bad weather provided by the present invention, the mapping relationship between the adhesion coefficient corresponding to the train type and the bad weather type and the critical point of the traction braking level is obtained by the following method: For any adhesion coefficient and any train type, the train automatic driving system ATO is used to gradually accelerate until the critical acceleration information of the train spinning and slipping of any train type under any adhesion coefficient is determined, and the ATO is used to gradually decelerate until the critical deceleration information of the train spinning and slipping of any train type under any adhesion coefficient is determined; Based on the critical acceleration information and critical deceleration information of idling slip of various train types under multiple adhesion coefficients, the mapping relationship between the adhesion coefficient and the critical point of traction braking level corresponding to the train type and severe weather type is determined.

[0067] According to a driving control device in bad weather provided by the present invention, based on the current bad weather type, calling the critical point data of the running speed of the target train specifically includes: Based on the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, the critical point data of the operating speed of the target train under the current severe weather type is determined.

[0068] According to a driving control device for severe weather conditions provided by the present invention, the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type is obtained by the following method: For any adhesion coefficient, collect the safety protection distance information of the train under any adhesion coefficient and any emergency braking rate; Determining the emergency braking rate of the train under multiple adhesion coefficients based on the safety protection distance information of the train under multiple emergency braking rates under multiple adhesion coefficients; Based on the emergency braking rate of the train under multiple adhesion coefficients and the safety protection distance of the train under non-bad weather conditions, the maximum operating speed of the train under multiple adhesion coefficients is determined; Based on the maximum operating speed of the train under multiple adhesion coefficients, the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type is determined.

[0069] According to a driving control device in bad weather provided by the present invention, before calling the traction brake level critical point data and the running speed critical point data of the target train based on the current bad weather type, the device also includes a judgment module for: Determine whether the current weather type is severe weather and whether the target train is idling and sliding; When the current weather type is severe weather and the target train is idling and sliding, the traction brake level critical point data and the running speed critical point data of the target train are called based on the current severe weather type.

[0070] Figure 5 A schematic diagram of the structure of an electronic device provided by the present invention, such as Figure 5 As shown, the electronic device may include: a processor 510, a communications interface 520, a memory 530 and a communication bus 540, wherein the processor 510, the communications interface 520 and the memory 530 communicate with each other via the communication bus 540. The processor 510 may call the logic instructions in the memory 530 to execute the driving control method in bad weather provided by the above methods, and the method includes: Based on the current severe weather type, call the target train's traction brake level critical point data and running speed critical point data; Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and speed limit value of the target train are updated respectively.

[0071] In addition, the logic instructions in the above-mentioned memory 530 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0072] On the other hand, the present invention further provides a computer program product, the computer program product includes a computer program, the computer program can be stored in a non-transitory computer-readable storage medium, when the computer program is executed by a processor, the computer can execute the driving control method in bad weather provided by the above methods, the method includes: Based on the current severe weather type, call the target train's traction brake level critical point data and running speed critical point data; Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and speed limit value of the target train are updated respectively.

[0073] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, and when the computer program is executed by a processor, the driving control method in bad weather provided by the above methods is implemented, and the method includes: Based on the current severe weather type, call the target train's traction brake level critical point data and running speed critical point data; Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and speed limit value of the target train are updated respectively.

[0074] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0075] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0076] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A driving control method in bad weather, characterized in that: include: Based on the current severe weather type, calling the traction brake level critical point data and the running speed critical point data of the target train; Based on the traction brake level critical point data and the running speed critical point data, the traction brake level and the speed limit value of the target train are updated respectively.

2. The driving control method in bad weather according to claim 1, characterized in that: Based on the current severe weather type, the traction brake level critical point data of the target train is called, specifically including: Based on the mapping relationship between the adhesion coefficient corresponding to the train type and the severe weather type and the traction brake level critical point, the traction brake level critical point data of the target train under the current severe weather type is determined.

3. The driving control method in bad weather according to claim 2, characterized in that: The mapping relationship between the adhesion coefficient corresponding to the train type and the severe weather type and the critical point of the traction brake level is obtained by the following method: For any adhesion coefficient and any train type, the train automatic driving system ATO is used to accelerate step by step until the critical acceleration information of the train of the any train type idling and slipping under the any adhesion coefficient is determined, and the ATO is used to decelerate step by step until the critical deceleration information of the train of the any train type idling and slipping under the any adhesion coefficient is determined; Based on critical acceleration information and critical deceleration information of idling slip of multiple train types under multiple adhesion coefficients, a mapping relationship between adhesion coefficients corresponding to the train types and severe weather types and critical points of traction braking levels is determined.

4. The driving control method in bad weather according to claim 1, characterized in that: Based on the current severe weather type, the critical point data of the running speed of the target train is called, specifically including: Based on the mapping relationship between the adhesion coefficient and the critical point of the operating speed corresponding to the severe weather type, the critical point data of the operating speed of the target train under the current severe weather type is determined.

5. The driving control method in bad weather according to claim 4, characterized in that: The mapping relationship between the adhesion coefficient and the critical point of the running speed corresponding to the severe weather type is obtained by the following method: For any adhesion coefficient, collecting safety protection distance information of the train under any emergency braking rate under the said arbitrary adhesion coefficient; Determining the emergency braking rate of the train under multiple adhesion coefficients based on the safety protection distance information of the train under multiple emergency braking rates under multiple adhesion coefficients; Determining the maximum running speed of the train under the multiple adhesion coefficients based on the emergency braking rate of the train under the multiple adhesion coefficients and the safety protection distance of the train when the train is not in bad weather; Based on the maximum running speed of the train under the multiple adhesion coefficients, a mapping relationship between the adhesion coefficient corresponding to the severe weather type and the running speed critical point is determined.

6. The driving control method in bad weather according to claim 1, characterized in that: Before calling the traction brake level critical point data and the running speed critical point data of the target train based on the current severe weather type, the method further includes: Determine whether the current weather type is severe weather, and whether the target train is idling and sliding; When the current weather type is severe weather and the target train is idling and sliding, the traction brake level critical point data and the running speed critical point data of the target train are called based on the current severe weather type.

7. A driving control device in bad weather, characterized in that: include: A calling module, used for calling the traction brake level critical point data and the running speed critical point data of the target train based on the current severe weather type; An updating module is used to update the traction braking level and speed limit value of the target train based on the traction braking level critical point data and the running speed critical point data.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the driving control method in severe weather conditions as described in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the driving control method in severe weather conditions as claimed in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by a processor, the driving control method in severe weather conditions as claimed in any one of claims 1 to 6 is implemented.

Images