Method, device, equipment and medium for determining the standard train pipe pressure of on-vehicle train control equipment

Abstract

The present application is applicable to the field of railway train braking technology, and discloses a method, device, equipment and medium for determining the train standard pipe pressure of a train control on-board equipment. The method includes: dividing the train standard pipe pressure determination states in the process of determining the train standard pipe pressure of the train control on-board equipment before and during the operation of the train into an initial state, a state of waiting for confirmation after the train has started moving, and a standard pipe pressure calibration state. In the initial state, the train standard pipe pressure determination parameters of the train control on-board equipment are initialized. In the initial state and the state of waiting for confirmation after the train has started moving, the train standard pipe pressure of the train control on-board equipment is determined based on the initialized determination parameters, and in the standard pipe pressure calibration state, the train standard pipe pressure of the train control on-board equipment is recalibrated and determined. The technical solution of the present application can improve the accuracy of the calculation and use of the decompression amount by the train control on-board equipment, reduce the train operation risk, and improve the safety of train operation.

Description

Technical Field

[0001] This application relates to the technical field of railway train braking, and particularly relates to a method, device, equipment and medium for determining the standard train pipe pressure of train control on-vehicle equipment. Background Art

[0002] On railways, the standard train pipe pressure of train control on-vehicle equipment usually uses two fixed values, 500 kPa / 600 kPa. The train control on-vehicle equipment determines the value to be used according to the type of task the train undertakes (freight / passenger). This method of determining the standard train pipe pressure by a fixed value is relatively simple and does not consider the situation where the actual pressure value of the train pipe changes due to other objective factors before the train undertakes the task, while the standard train pipe pressure is not updated synchronously according to the actual situation. This is likely to cause errors in the calculation and use of the decompression amount during the monitoring of the train control on-vehicle equipment, reducing the safety of train operation. Summary of the Invention

[0003] To solve the above problems, a method, device, equipment and medium for determining the standard train pipe pressure of train control on-vehicle equipment provided by this application can improve the accuracy of the calculation and use of the decompression amount by the train control on-vehicle equipment, reduce the operation risk of the train, and improve the safety of train operation.

[0004] To achieve the above object, the following technical solutions are adopted in this application:

[0005] In the first aspect, the present invention provides a method for determining the standard train pipe pressure of train control on-vehicle equipment, including:

[0006] Dividing the determination state of the standard train pipe pressure in the process of determining the standard train pipe pressure of train control on-vehicle equipment before and during the train operation into an initial state, a state of waiting for confirmation after the train has started moving, and a standard train pipe pressure calibration state;

[0007] In the initial state, initializing the determination parameters used in the process of determining the standard train pipe pressure of train control on-vehicle equipment, and determining the temporarily determined pressure initialized in the determination parameters as the standard train pipe pressure of train control on-vehicle equipment;

[0008] In the state of waiting for confirmation after the train has started moving, when the timing time of the first timer for the first train movement in the determination parameters reaches or exceeds the maximum time of the timing time range, determining the actual pressure value of the current train pipe as the standard train pipe pressure of train control on-vehicle equipment;

[0009] In the standard train pipe pressure calibration state, recalibrating and determining the standard train pipe pressure of train control on-vehicle equipment.

[0010] Further, determining the determination state of the standard train pipe pressure before the first train movement after the train control on-vehicle equipment is powered on as the initial state.

[0011] Further, the train standard pipe pressure determination state before the maximum time within the timing range of the first timer for the first train movement after the train's initial movement is determined as the state of waiting for confirmation after movement.

[0012] Further, the train standard pipe pressure determination state when the timing time of the first timer for the initial movement exceeds the maximum time within the timing range is determined as the standard pipe pressure calibration state.

[0013] Further, the train standard pipe pressure determination state in the initial state or the state of waiting for confirmation after movement, where the crew conducts driving alignment through parameter setting and the train control on-board equipment enters the data control state, is determined as the standard pipe pressure calibration state.

[0014] Further, the re-calibration and determination of the train standard pipe pressure of the train control on-board equipment include:

[0015] Obtain the actual pressure value of the current train pipe in real time. If the actual pressure value of the current train pipe is within the effective range of the train standard pipe pressure, then combine the second timer for calibrating the train standard pipe pressure and the floating range of the temporary fixed pressure to re-calibrate and determine the train standard pipe pressure of the train control on-board equipment.

[0016] Further, during the determination process of the train standard pipe pressure of the train control on-board equipment, each time the train standard pipe pressure value of the train control on-board equipment is determined, if the determined train standard pipe pressure of the train control on-board equipment exceeds the effective range of the train standard pipe pressure, a prompt will be given to the crew.

[0017] In a second aspect, the present invention also provides a device for determining the train standard pipe pressure of a train control on-board equipment, including:

[0018] A division module for dividing the train standard pipe pressure determination state in the process of determining the train standard pipe pressure of the train control on-board equipment before and during train operation into an initial state, a state of waiting for confirmation after movement, and a standard pipe pressure calibration state;

[0019] A first determination module for initializing the determination parameters used in the process of determining the train standard pipe pressure of the train control on-board equipment in the initial state, and determining the initialized temporary fixed pressure as the train standard pipe pressure of the train control on-board equipment;

[0020] A second determination module for determining the actual pressure value of the current train pipe as the train standard pipe pressure of the train control on-board equipment when the timing time of the first timer for the initial movement in the determination parameters reaches or exceeds the maximum time within the timing range in the state of waiting for confirmation after movement;

[0021] A calibration module for re-calibrating and determining the train standard pipe pressure of the train control on-board equipment in the standard pipe pressure calibration state.

[0022] In a third aspect, the present invention further provides an electronic device, including: a processor and a memory;

[0023] The processor is coupled to the memory;

[0024] Wherein, the processor is configured to read and execute a program or instruction stored in the memory, so that the device executes the method as in the first aspect.

[0025] In a fourth aspect, the present invention further provides a computer-readable storage medium storing a computer program, and when the program is executed by a processor, the method as in the first aspect is implemented.

[0026] The technical solution provided by this application has at least the following technical effects or advantages:

[0027] In the technical solution of this application, the train standard pipe pressure determination states in the train standard pipe pressure determination process of the on-board train control equipment before and during train operation are divided into an initial state, a state of waiting for confirmation after starting, and a standard pipe pressure calibration state. In the initial state, the train standard pipe pressure determination parameters of the on-board train control equipment are initialized. In the initial state and the state of waiting for confirmation after starting, the train standard pipe pressure of the on-board train control equipment is determined based on the initialized determination parameters, and in the standard pipe pressure calibration state, the train standard pipe pressure of the on-board train control equipment is recalibrated and determined, so that the determination of the train standard pipe pressure by the on-board train control equipment during operation is closer to the actual pressure value of the train pipe, reducing the use error, improving the accuracy of the calculation and use of the decompression amount by the on-board train control equipment, reducing the train operation risk, and improving the safety of train operation.

[0028] Other features and advantages of this application will be described in the subsequent specification, and part of them will become obvious from the specification, or will be understood by implementing this application. The objectives and other advantages of this application can be achieved and obtained through the structures pointed out in the specification, claims, and drawings. Description of the Drawings

[0029] In order to more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following drawings are some embodiments of this application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0030] Figure 1 It is a schematic flowchart of a method for determining the train standard pipe pressure of an on-board train control equipment in an embodiment of this application;

[0031] Figure 2 It is a schematic structural diagram of a device for determining the train standard pipe pressure of an on-board train control equipment in an embodiment of this application;

[0032] Figure 3 This is a schematic structural diagram of an electronic device provided in an embodiment of the present application. Detailed implementation manners

[0033] To make the objectives, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present application. Apparently, the described embodiments are some, but not all, of the embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present application without creative efforts shall fall within the protection scope of the present application.

[0034] One type of train braking is air braking, which controls the train braking device through air pressure. The control process can be briefly described as follows: The train pipe is filled with air from the main air reservoir. After reaching a fixed value and the train has sufficient braking capacity, it is put into use. During the use process, the crew controls the exhaust of the train pipe through specified operations or control commands of the on-board train control equipment, that is, the air in the train pipe is discharged to achieve train braking. When the braking is released, the train pipe is refilled with air to restore the braking capacity of the train.

[0035] The standard train pipe pressure value of the on-board train control equipment is usually used for calculating the decompression amount and for the use of pressure-related control functions. The calculation formula for the decompression amount is as follows:

[0036] Decompression amount = Determined standard train pipe pressure value of the on-board train control equipment - Actual pressure value of the current train pipe.

[0037] Before the train needs to perform tasks and is put into use, check the train pipe pressure and fill the train pipe with air. After the train pipe pressure reaches a fixed value within the range of 500 kPa / 600 kPa and remains stable for a period of time, it is considered that the train pipe pressure has reached the standard. The value of 500 kPa / 600 kPa is determined as the standard train pipe pressure of the on-board train control equipment. Subsequently, the on-board train control equipment participates in calculations and uses the determined value to achieve train braking or braking release.

[0038] When determining the standard train pipe pressure of the on-board train control equipment, the traditional method is to preset a fixed standard train pipe pressure of the on-board train control equipment in advance. This method is relatively general and simple, and does not consider the situation that the actual pressure value of the train pipe may change before actual use, such as:

[0039] 1) The train pipe has been used for a long time, and there are problems such as aging, wear at the interface, and related fittings not being discovered and updated in time;

[0040] 2) There are cracks in the train pipe, which are not noticed during pressure detection and tests;

[0041] 3) The train pipe is affected by environmental temperature and humidity, and there are situations such as rust, thermal expansion and contraction, etc., and the pressure value cannot reach the expected effect;

[0042] All of the above situations may lead to pressure leakage after the train pipe pressure reaches the fixed value and the train control on-board equipment determines the standard pipe pressure. As a result, there is a large deviation between the fixed value of the standard pipe pressure and the actual pressure value of the train pipe before the actual operation of the motor car, and the determined standard pipe pressure value is not updated in time, which has an adverse impact on the subsequent pressure calculation and function control of the train control on-board equipment. Therefore, the technical solution of this application is adopted to solve the above problems.

[0043] Figure 1 It is a schematic flow chart of a method for determining the train standard pipe pressure of a train control on-board equipment in an embodiment of this application. As shown in the figure, the method includes:

[0044] S101. Divide the train standard pipe pressure determination status in the process of determining the train standard pipe pressure of the train control on-board equipment before and during the train operation into an initial state, a state of waiting for confirmation after the train has started moving, and a standard pipe pressure calibration state;

[0045] Before the train operation, determine the train standard pipe pressure determination status after the train control on-board equipment is powered on and before the train starts moving for the first time as the initial state; determine the train standard pipe pressure determination status from the start of timing when the first timer after the train starts moving for the first time starts timing until before reaching the maximum time within the timing time range of the first timer for the first train movement as the state of waiting for confirmation after the train has started moving; determine the train standard pipe pressure determination status when the timing time of the first timer for the first train movement exceeds the maximum time within the timing time range as the standard pipe pressure calibration state.

[0046] S102. In the initial state, initialize the determination parameters used in the process of determining the train standard pipe pressure of the train control on-board equipment, and determine the temporarily determined pressure in the initialized determination parameters as the train standard pipe pressure of the train control on-board equipment;

[0047] In the initial state, after the train control on-board equipment is powered on, initialize the determination parameters used in the process of determining the train standard pipe pressure of the train control on-board equipment, including: the temporarily determined pressure of the train standard pipe pressure (such as: 500 kPa), the floating range of the temporarily determined pressure (such as: temporarily determined pressure ± 20 kPa), the effective range of the train standard pipe pressure (such as: 450 kPa - 600 kPa), the first timer for the first train movement (such as: the timing time range 0 - t1, t1 is the maximum time within the timing time range), the second timer for calibrating the train standard pipe pressure (such as: the timing time range 0 - t2, t2 is the maximum time within the timing time range). The values of the above parameters can be specified according to specific needs. When the train does not move, determine the initialized temporarily determined pressure as the train standard pipe pressure of the train control on-board equipment and maintain it unchanged, and keep the initial state of the train standard pipe pressure determination status unchanged.

[0048] In the initial state, if the crew member completes parameter setting for train departure alignment and the on-board train control equipment enters the data-based train control state, the actual pressure value of the current train pipe is determined as the temporary set pressure of the train standard pipe pressure, and the updated temporary set pressure is determined as the train standard pipe pressure of the on-board train control equipment. The determination state of the train standard pipe pressure when the on-board train control equipment enters the data-based train control state is determined as the standard pipe pressure calibration state. The parameter setting in this application refers to the parameters such as driver number 1 / 2, passenger / freight type, vehicle speed grade, formation information, section number, station number, etc. set during train departure alignment to confirm the departure location, locomotive formation information, and retrieve the location of basic data.

[0049] S103. In the state of the train having started and waiting for confirmation, when it is determined that the timing time of the first timer for the first train start in the parameters reaches or exceeds the maximum time within the timing time range, the actual pressure value of the current train pipe is determined as the train standard pipe pressure of the on-board train control equipment;

[0050] After the train starts for the first time, the first timer for the first train start starts timing. The determination state of the train standard pipe pressure enters the state of the train having started and waiting for confirmation. Before the timing time of the first timer reaches the maximum time within the timing time range (the timing time of the first timer is within the timing time range), the initialized temporary set pressure value is determined as the train standard pipe pressure value of the on-board train control equipment and remains unchanged, maintaining the state of the train having started and waiting for confirmation of the train standard pipe pressure determination state without change. In the state of the train having started and waiting for confirmation, if the timing time of the first timer reaches or exceeds the maximum time within the timing time range, the actual pressure value of the current train pipe is determined as the temporary set pressure of the train standard pipe pressure, and the updated temporary set pressure is determined as the train standard pipe pressure of the on-board train control equipment. The determination state of the train standard pipe pressure when the timing time of the first timer exceeds the maximum time within the timing time range is determined as the standard pipe pressure calibration state, and the standard pipe pressure calibration state of the train standard pipe pressure determination state is maintained without change.

[0051] In the state of the train having started and waiting for confirmation, if the crew member completes parameter setting for train departure alignment and the on-board train control equipment enters the data-based train control state, the actual pressure value of the current train pipe is determined as the temporary set pressure of the train standard pipe pressure, and the updated temporary set pressure is determined as the train standard pipe pressure of the on-board train control equipment. The determination state of the train standard pipe pressure when the on-board train control equipment enters the data-based train control state is determined as the standard pipe pressure calibration state.

[0052] S104. In the standard pipe pressure calibration state, re-calibrate and determine the train standard pipe pressure of the on-board train control equipment;

[0053] After entering the standard pipe pressure calibration state, re-calibrate and determine the train standard pipe pressure of the on-board train control equipment, maintaining the standard pipe pressure calibration state of the train standard pipe pressure determination state without change.

[0054] Specifically, after entering the standard pipe pressure calibration state, the actual pressure value of the current train pipe is obtained in real time. If the actual pressure value of the current train pipe is not within the effective range of the train standard pipe pressure (e.g., 450 kPa - 600 kPa), no processing is performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment maintain the determined values. If the actual pressure value of the current train pipe is within the effective range of the train standard pipe pressure (e.g., 450 kPa - 600 kPa), then in combination with the second timer for calibrating the train standard pipe pressure and the floating range of the temporary fixed pressure, re-calibration and determination processing are performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The start flag value of the second timer for calibrating the train standard pipe pressure is defaulted to false, and the start flag value is set to true after starting the timing. When the start flag value of the second timer is true, it indicates that the second timer is in the timing process. When the start flag value is false, it indicates that the second timer is not in the timing process. If not in the timing process of the second timer, it is judged whether the actual pressure value of the current train pipe is within the floating range of the temporary fixed pressure (e.g., temporary fixed pressure ±20 kPa). If not within the floating range of the temporary fixed pressure, no processing is performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment maintain the determined values. If within the floating range of the temporary fixed pressure, the second timer for calibrating the train standard pipe pressure is started, the timing begins, the start flag value is set to true, and no processing is performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment maintain the determined values. If in the timing process of the second timer, it is judged whether the actual pressure value of the current train pipe is within the floating range of the temporary fixed pressure (e.g., temporary fixed pressure ±20 kPa). If not within the floating range of the temporary fixed pressure, the start flag value is set to false, the second timer stops timing, and when the above second timer start condition is met, the timing starts again. No processing is performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment maintain the determined values. If within the floating range of the temporary fixed pressure, it is judged whether the timing time of the second timer reaches or exceeds the maximum time of the timing time range. If it does not reach or exceed, no processing is performed on the temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment. The temporary fixed pressure of the train standard pipe pressure and the train standard pipe pressure of the on-board train control equipment maintain the determined values. If it reaches or exceeds, the actual pressure value of the current train pipe is determined as the temporary fixed pressure of the train standard pipe pressure, and the updated temporary fixed pressure is determined as the train standard pipe pressure of the on-board train control equipment, completing the re-calibration and determination of the train standard pipe pressure of the on-board train control equipment.

[0055] In the standard train pipe pressure calibration state, if the crew member completes parameter setting and conducts train start alignment (repeatable), and the on-board train control equipment enters the data-based train control state, the actual pressure value of the current train pipe is determined as the temporary set pressure of the train standard train pipe, and the updated temporary set pressure is determined as the train standard train pipe of the on-board train control equipment, and the standard train pipe calibration state maintaining the train standard train pipe determination state remains unchanged.

[0056] During the determination process of the train standard train pipe of the on-board train control equipment in the above initial state, the confirmed state after the train has started moving, and the standard train pipe calibration state, each time the train standard train pipe value of the on-board train control equipment is determined, if the determined train standard train pipe value of the on-board train control equipment exceeds the limit (exceeds the effective range of the train standard train pipe), a prompt will be given to the crew member.

[0057] S105. Based on the determined train standard train pipe of the on-board train control equipment, control the train pipe to achieve train braking or brake release.

[0058] According to the finally determined train standard train pipe value of the on-board train control equipment, calculate the decompression amount of the air in the train pipe, generate a control command according to the decompression amount, and the control command includes a train braking command and a train brake release command; the braking command controls the train pipe to discharge air to achieve train braking; the brake release command controls the train pipe to re-fill with air to restore the train braking ability.

[0059] The technical solution in the embodiment of the present application has at least the following technical effects or advantages:

[0060] The technical solution of the present application divides the train standard train pipe determination state in the train standard train pipe determination process of the on-board train control equipment before and during train operation into an initial state, a state waiting for confirmation after the train has started moving, and a standard train pipe calibration state. In the initial state, the train standard train pipe determination parameters of the on-board train control equipment are initialized. In the initial state and the state waiting for confirmation after the train has started moving, the train standard train pipe of the on-board train control equipment is determined based on the initialized determination parameters, and in the standard train pipe calibration state, the train standard train pipe of the on-board train control equipment is re-calibrated and determined, so that the determination of the train standard train pipe by the on-board train control equipment during operation is closer to the actual pressure value of the train pipe, reducing the use error, improving the accuracy of the calculation and use of the decompression amount by the on-board train control equipment, reducing the train operation risk, and improving the safety of train operation.

[0061] Figure 2 It is a structural schematic diagram of a device for determining the train standard train pipe of an on-board train control equipment in an embodiment of the present application. As shown in the figure, the device includes:

[0062] A division module for dividing the train standard pipe pressure determination state in the process of determining the train standard pipe pressure of the on-board train control equipment before and during train operation into an initial state, a state of waiting for confirmation after the train has started moving, and a state of standard pipe pressure calibration;

[0063] A first determination module for initializing the determination parameters used in the process of determining the train standard pipe pressure of the on-board train control equipment in the initial state, and determining the temporarily set pressure initialized in the determination parameters as the train standard pipe pressure of the on-board train control equipment;

[0064] A second determination module for determining the actual pressure value of the current train pipe as the train standard pipe pressure of the on-board train control equipment when the timing time of the first timer for the first train movement in the determination parameters reaches or exceeds the maximum time within the timing time range in the state of waiting for confirmation after the train has started moving;

[0065] A calibration module for re-calibrating and determining the train standard pipe pressure of the on-board train control equipment in the state of standard pipe pressure calibration. It should be noted that for the sake of convenience of description, Figure 2 Exemplarily, only the main modules of the structure of the device for determining the train standard pipe pressure of the on-board train control equipment are shown. In actual application, this system may also include modules or components not shown in the figure; this system is not limited to the above module structure and may also be other module structures for implementing the above method embodiments.

[0066] Figure 3 The structural schematic diagram of an electronic device provided in an embodiment of the present application is shown in the figure. The electronic device includes: a processor and a memory;

[0067] Among them, the processor is used to read and execute the programs and instructions stored in the memory, so that the electronic device executes the above method embodiments.

[0068] It should be noted that for the sake of convenience of description, Figure 3 Exemplarily, only the main components of the electronic device are shown. In actual application, this electronic device may also include components or components not shown in the figure.

[0069] The present application also provides a computer-readable storage medium storing programs or instructions, which, when read and executed by a computer, cause the computer to execute the above method embodiments.

[0070] Although the present application has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions recorded in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for determining the standard pipe pressure of a train control vehicle-mounted equipment, characterized in that: include: The train standard pipe pressure determination state of the train standard pipe pressure determination process of the train control on-board equipment before and during the train operation is divided into an initial state, a state where the train has been moved but is to be confirmed, and a state where the standard pipe pressure is calibrated; specifically, the train standard pipe pressure determination state from the time when the first timer of the train is started after the train has been moved for the first time until the maximum time of the timing time range of the first timer of the train has been moved for the first time is determined as the state where the train has been moved but is to be confirmed; the train standard pipe pressure determination state when the timing time of the first timer of the train has exceeded the maximum time of the timing time range is determined as the state where the standard pipe pressure is calibrated; In the initial state, the determination parameters used in the process of determining the train standard pipe pressure of the train control on-board equipment are initialized, and the temporary set pressure initialized in the determination parameters is determined as the train standard pipe pressure of the train control on-board equipment; In the state of waiting for confirmation of the moving train, when the timing time of the first timer of the initial moving train in the determination parameter reaches or exceeds the maximum time of the timing time range, the actual pressure value of the current train pipe is determined as the train standard pipe pressure of the train control on-board equipment; In the standard pipe pressure calibration state, the train standard pipe pressure of the train control on-board equipment is recalibrated and determined; the recalibration and determination of the train standard pipe pressure of the train control on-board equipment includes: real-time acquisition of the actual pressure value of the current train pipe, if the current actual pressure value of the train pipe is within the effective range of the train standard pipe pressure, then combined with the second timer for calibrating the train standard pipe pressure and the floating range of the temporary fixed pressure, the train standard pipe pressure of the train control on-board equipment is recalibrated and determined.

2. The method for determining the standard pipe pressure of a train control vehicle-mounted equipment according to claim 1, characterized in that: The train standard pipe pressure determination state before the train starts for the first time after the train control on-board equipment is powered on is determined as the initial state.

3. The method for determining the standard pipe pressure of a train control vehicle-mounted equipment according to claim 1, characterized in that: The train is in the initial state or the state of being moved and waiting for confirmation. The crew sets the parameters to start the train and calibrate the standard pipe pressure. The train control on-board equipment enters the state of determining the standard pipe pressure of the train in the data control state, and determines it as the standard pipe pressure calibration state.

4. The method for determining the standard pipe pressure of a train control vehicle-mounted equipment according to claim 1, characterized in that: During the process of determining the train standard pipe pressure of the train control on-board equipment, each time the train standard pipe pressure value of the train control on-board equipment is determined, if the determined train standard pipe pressure of the train control on-board equipment exceeds the effective range of the train standard pipe pressure, a prompt will be given to the crew.

5. A train control vehicle-mounted equipment train standard pipe pressure determination device, characterized in that: include: A division module is used to divide the train standard pipe pressure determination state of the train standard pipe pressure determination process of the train control on-board equipment before and during the use of the train into an initial state, a state where the train has been moved but is to be confirmed, and a standard pipe pressure calibration state; specifically, the following includes: determining the train standard pipe pressure determination state from the time when the first timer of the first moving car after the train has been moved for the first time starts to start timing until the maximum time of the timing time range of the first timer of the first moving car of the train is reached as the state where the train has been moved but is to be confirmed; determining the train standard pipe pressure determination state when the timing time of the first timer of the first moving car exceeds the maximum time of the timing time range as the standard pipe pressure calibration state; The first determination module is used to initialize the determination parameters used in the process of determining the train standard pipe pressure of the train control on-board equipment in the initial state, and determine the temporary set pressure initialized in the determination parameters as the train standard pipe pressure of the train control on-board equipment; The second determination module is used to determine the actual pressure value of the current train pipe as the train standard pipe pressure of the train control on-board equipment when the timing time of the first timer of the first train in the determination parameter reaches or exceeds the maximum time of the timing time range in the state of the train waiting to be confirmed; The calibration module is used to recalibrate and determine the train standard pipe pressure of the train control on-board equipment in the standard pipe pressure calibration state; the recalibration and determination of the train standard pipe pressure of the train control on-board equipment includes: real-time acquisition of the actual pressure value of the current train pipe, if the current actual pressure value of the train pipe is within the effective range of the train standard pipe pressure, then in combination with the second timer for calibrating the train standard pipe pressure and the floating range of the temporary fixed pressure, the train standard pipe pressure of the train control on-board equipment is recalibrated and determined.

6. An electronic device, characterized in that: include: Processor and memory; The processor is coupled to a memory; The processor is used to read and execute the program or instruction stored in the memory, so that the device executes the method according to any one of claims 1 to 4.

7. A computer-readable storage medium, characterized in that: A computer program is stored, and when the program is executed by a processor, the method according to any one of claims 1 to 4 is implemented.

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