Control method and system after train emergency braking

Abstract

The invention discloses a control method and system for a train after emergency braking, and the method comprises the steps: receiving an emergency braking command information packet sent by an initial train subjected to emergency braking through a temporary speed limiting server, and carrying out the statistics of all related trains affected by the initial train according to the emergency braking command information packet, an emergency braking command broadcast information packet is sent to each related train; an emergency braking state information packet is sent to the decentralized self-discipline dispatching system through the temporary speed limit server, and dispatchers are informed of emergency braking conditions and statistical information of related trains; the related train judges a braking strategy according to the received emergency braking command broadcast information packet and sends the braking strategy to the temporary speed limit server through an emergency braking feedback command information packet; and the braking strategy is fed back to the related train and the decentralized self-discipline dispatching system through the temporary speed limiting server, and an emergency stop information packet is sent to the related train needing to be braked through the temporary speed limiting server and the decentralized self-discipline dispatching system.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit communication, and particularly relates to a control method and system after emergency braking of a train. Background Art

[0002] During the process of line operation, due to the influence of sudden bad weather or natural disasters, abnormal situations of emergency braking of trains may occur. After the affected train makes an emergency brake, in order to avoid danger and ensure the safety of trains running behind, the current disposal process generally controls the operation of the trains behind through manual intervention methods, such as manually issuing a temporary speed limit notice by the dispatcher or informing the driver by phone.

[0003] However, in the actual operation scenario, since the occurrence of sudden accidents is often accidental, during the process from the accident occurrence to risk avoidance, the time window is extremely short, and the time left for manual intervention is very limited, making it impossible to complete the early warning notice and risk avoidance of trains running normally behind in the first time. Moreover, relying solely on manual work has the risks of response delay and judgment error, and the fault tolerance space is narrow, making it difficult to fully guarantee the safety of trains running behind. Summary of the Invention

[0004] The purpose of the present invention is to provide a control method and system after emergency braking of a train, which is used to automatically complete the broadcast sending of emergency braking message and braking strategy control of trains running behind based on a temporary speed limit server and a decentralized autonomous dispatching system under the existing system of the current train control system for abnormal situations of emergency braking of trains, facilitating the dispatcher to complete the intervention processing and rescue work in the first time, being beneficial to improving the timeliness, and fully ensuring the safety of train operation.

[0005] In order to achieve the above purpose, the present invention is realized through the following technical solutions:

[0006] The first aspect of the present invention provides a control method after emergency braking of a train, including:

[0007] Receiving an emergency braking command information packet sent by an initial train that has made an emergency brake through a temporary speed limit server, counting all relevant trains affected by the initial train according to the emergency braking command information packet, and sending an emergency braking command broadcast information packet to each of the relevant trains;

[0008] Sending an emergency braking status information packet to a decentralized autonomous dispatching system through the temporary speed limit server to inform the dispatcher of the abnormal situation of emergency braking of the initial train and the statistical information of the relevant trains;

[0009] Enable each of the relevant trains to determine a braking strategy based on the received emergency braking command broadcast information packet, and send the braking strategy to the temporary speed limit server via an emergency braking feedback command information packet;

[0010] Feed back the braking strategy to the relevant trains and the decentralized autonomous dispatching system through the temporary speed limit server, and send an emergency stop information packet to the relevant trains that need to brake through the temporary speed limit server and the decentralized autonomous dispatching system.

[0011] Optionally, the emergency braking command information packet includes at least the following information:

[0012] The braking type of the initial train, the nearest relevant transponder group, the orientation of the initial train relative to the direction of the nearest relevant transponder group, and the distance of the initial train from the nearest relevant transponder group.

[0013] Optionally, the statistics of all relevant trains affected by the initial train according to the emergency braking command information packet include:

[0014] Calculate the position and driving direction of the initial train according to the emergency braking command information packet, count all relevant trains affected by the initial train on the driving route of the initial train between the current stations, and calculate the distance between each relevant train and the initial train and the iterative distance from other relevant trains.

[0015] Optionally, the emergency braking status information packet includes at least the following information:

[0016] The train number of the initial train, the on-vehicle NID-ENGINE of the initial train, the position of the initial train, the number of relevant trains, the train numbers of the relevant trains, the on-vehicle NID-ENGINEs of the relevant trains, the positions of the relevant trains, whether the relevant trains have received the CTC emergency stop command, the braking strategies of the relevant trains, and the speeds of the relevant trains.

[0017] Optionally, the emergency braking command broadcast information packet includes at least the following information:

[0018] The braking type of the initial train, the nearest relevant transponder group, the orientation of the relevant train relative to the direction of the nearest relevant transponder group, the distance of the relevant train from the initial train, the number of trains between the relevant train and the initial train, the distance increment between the relevant train and the train in front, the braking type of the train in front, and the speed value of the train in front.

[0019] Optionally, the determination of the braking strategy according to the received emergency braking command broadcast information packet includes:

[0020] Based on the distance between the relevant train and the initial train and the distance increment between the relevant train and the train ahead in the emergency braking command broadcast information packet, determine one of outputting maximum service braking, performing emergency braking, and not performing braking as the braking strategy.

[0021] Optionally, the emergency braking feedback command information packet at least includes the following information:

[0022] The braking type of the relevant train, the nearest relevant transponder group, the orientation of the relevant train relative to the direction of the nearest relevant transponder group, the distance of the relevant train from the nearest relevant transponder group, and the speed of the relevant train.

[0023] Optionally, the feedback of the braking strategy to the relevant train by the temporary speed limit server includes:

[0024] According to the emergency braking feedback command information packet, starting from the second relevant train behind the initial train, notify each relevant train in turn of the braking strategy of the train ahead.

[0025] Optionally, the emergency stop information packet at least includes the following information: the on-vehicle NID-ENGINE of the relevant train, the train number of the relevant train, the parking time of the relevant train, the line number of the relevant train, the mileage system flag, and the parking position of the relevant train.

[0026] Optionally, the sending of the emergency stop information packet to the relevant train that needs to perform braking by the temporary speed limit server and the decentralized autonomous dispatching system includes:

[0027] The decentralized autonomous dispatching system displays the positions and braking strategies of all relevant trains in real time according to the received emergency braking feedback command information packet and the emergency braking status information packet;

[0028] The dispatcher issues the emergency stop information packet of the relevant train that needs to perform braking to the temporary speed limit server through the decentralized autonomous dispatching system according to the actual situation of the on-site line;

[0029] After receiving the emergency stop information packet, the temporary speed limit server sends the emergency stop information packet to the corresponding relevant train according to the train number and the on-vehicle NID-ENGINE.

[0030] Optionally, the control method further includes:

[0031] After receiving the emergency stop information packet, the relevant train that needs to be braked outputs the braking strategy according to the stop time and the stop position in the emergency stop information packet.

[0032] The second aspect of the present invention provides a control system after the emergency braking of a train, which is used to implement the control method described in any one of the above first aspects. The control system includes ground equipment and on-vehicle equipment. The ground equipment includes the temporary speed limit server, the decentralized autonomous dispatching system, and the wireless communication interface equipment. The on-vehicle equipment includes the train automatic protection system equipment of the initial train and the relevant train;

[0033] The temporary speed limit server is wirelessly connected to the on-vehicle equipment through the wireless communication interface equipment, and is used to receive and store the emergency braking command information packet sent by the train automatic protection system equipment of the initial train. The temporary speed limit server is also used to count the relevant trains according to the emergency braking command information packet, so as to send the emergency braking command broadcast information packet to the train automatic protection system equipment of the relevant train, and receive and store the emergency braking feedback command information packet sent by the train automatic protection system equipment of the relevant train;

[0034] The train automatic protection system equipment of the relevant train is used to judge the braking strategy according to the received emergency braking command broadcast information packet, and send the emergency braking feedback command information packet to the temporary speed limit server;

[0035] The temporary speed limit server is connected to the decentralized autonomous dispatching system, and is used to feedback the emergency braking status information packet and the emergency braking feedback command information packet to the decentralized autonomous dispatching system; the decentralized autonomous dispatching system and the temporary speed limit server are used to send the emergency stop information packet to the train automatic protection system equipment of the relevant train that needs to be braked.

[0036] Optionally, the real-time information transmission between the on-vehicle equipment and the ground equipment is implemented through the LTE (Long Term Evolution) network packet switching data service.

[0037] The present invention has at least the following technical effects:

[0038] When an abnormal situation occurs on the operating line, resulting in the emergency braking of the initial train, through the temporary speed limit server and the decentralized autonomous dispatching system, the emergency braking message is automatically broadcast and the train is controlled in the first time, which is beneficial to improving the timeliness and reliability, and overcomes the deficiency of manual intervention required in the existing train control system;

[0039] Through the message flow sharing among the running train, the temporary speed restriction server, and the decentralized autonomous dispatching system, it is convenient for dispatchers to complete the intervention process and rescue work in the first time, providing a convenient and flexible guarantee for work rescue and fully ensuring the train operation safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] Figure 1 It is a logic schematic diagram of the control system after the emergency braking of the train provided by an embodiment of the present invention;

[0041] Figure 2 It is a flowchart of the control method after the emergency braking of the train provided by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0042] The following further describes in detail a control method and system after the emergency braking of a train proposed by the present invention in combination with the drawings and specific embodiments. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the drawings are in a very simplified form and use non-precise scales, only for conveniently and clearly assisting in explaining the purpose of the embodiments of the present invention. In order to make the purpose, features, and advantages of the present invention more obvious and understandable, please refer to the drawings. It should be noted that the structures, ratios, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those skilled in this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention. Therefore, they do not have a technical essence. Any modification of the structure, change of the proportional relationship, or adjustment of the size, without affecting the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed by the present invention.

[0043] As Figure 1 shown, the control system after the emergency braking of the train provided in this embodiment includes ground equipment and on-vehicle equipment. The ground equipment mainly includes a Temporary Speed Restriction Server (TSRS), a Centralized Traffic Control (CTC) system, and a wireless communication interface device. The on-vehicle equipment includes Automatic Train Protection (ATP) equipment, for example, it may include the ATP equipment of the initial train that has an emergency braking and the ATP equipment of the relevant trains affected by the initial train.

[0044] The temporary speed limit server, as a control system based on a signal fail-safe computer, is mainly used to centrally manage the temporary speed limit commands for the entire line, ensure the safety of train control speed limit settings, and ensure the smooth implementation of the speed limit plan. In this embodiment, on the basis of the existing functions, the temporary speed limit server can be used to receive and store the messages sent by the train automatic protection system equipment, and send messages to the train automatic protection system equipment. The real-time information transmission between the on-board equipment and the ground equipment, that is, between the temporary speed limit server and the train automatic protection system equipment, can be realized, for example, through the LTE network packet switched data service, which has lower latency and better spectrum efficiency.

[0045] Specifically, as Figure 1 shown, the temporary speed limit server is wirelessly connected to the train automatic protection system equipment of the initial train through the wireless communication interface device. The temporary speed limit server is used to receive and store the emergency braking command information packet sent by the train automatic protection system equipment of the initial train. The temporary speed limit server is also used to count the relevant trains affected by the initial train according to the emergency braking command information packet, and is wirelessly connected to the train automatic protection system equipment of the relevant trains through the wireless communication interface device, so as to send an emergency braking command broadcast information packet to the train automatic protection system equipment of the relevant trains, and receive and store the emergency braking feedback command information packet sent by the train automatic protection system equipment of the relevant trains.

[0046] The decentralized and autonomous dispatching system, as an advanced railway dispatching system, aims to achieve efficient management and control of train operation through the design principle of decentralization and autonomy. In this embodiment, on the basis of the existing functions, the decentralized and autonomous dispatching system can also be used to receive the emergency braking command feedback by the temporary speed limit server, and display and issue an emergency stop command to the temporary speed limit server.

[0047] Specifically, as Figure 1 shown, the decentralized and autonomous dispatching system is connected to the temporary speed limit server. The temporary speed limit server is used to feedback the emergency braking status information packet and the emergency braking feedback command information packet to the decentralized and autonomous dispatching system. The decentralized and autonomous dispatching system is used to send the emergency stop information packet to the temporary speed limit server according to the emergency braking status information packet and the emergency braking feedback command information packet; the temporary speed limit server is used to send the emergency stop information packet to the train automatic protection system equipment of the relevant trains that need to brake.

[0048] The train automatic protection system equipment is a key subsystem in the train automatic control system. Its main function is to ensure the safe operation of the train and prevent train collisions, overspeed, and other potential dangerous situations. In this embodiment, the train automatic protection system equipment of the relevant train is used to judge the braking strategy according to the received emergency braking command information packet and send the emergency braking feedback command information packet to the temporary speed limit server. The train automatic protection system equipment of the relevant train is also used to receive the emergency stop information packet and complete the output of the braking strategy according to the emergency stop information packet.

[0049] Based on the above control system after the train emergency braking, as Figure 2 shown, the control method after the train emergency braking provided in this embodiment includes: receiving, by the temporary speed limit server, the emergency braking command information packet sent by the initial train that has undergone emergency braking, counting all relevant trains affected by the initial train according to the emergency braking command information packet, and sending the emergency braking command broadcast information packet to each of the relevant trains. Sending, by the temporary speed limit server, the emergency braking status information packet to the decentralized autonomous dispatching system to inform the dispatching personnel of the emergency braking abnormal situation of the initial train and the statistical information of the relevant trains. Enabling each of the relevant trains to judge the braking strategy respectively according to the received emergency braking command broadcast information packet and sending the braking strategy to the temporary speed limit server through the emergency braking feedback command information packet. Feeding back the braking strategy to the relevant trains and the decentralized autonomous dispatching system through the temporary speed limit server, and sending the emergency stop information packet to the relevant trains that need to brake through the temporary speed limit server and the decentralized autonomous dispatching system.

[0050] Specifically, the emergency braking command information packet at least includes the following information: the braking type of the initial train, the nearest relevant balise group, the orientation of the initial train relative to the direction of the nearest relevant balise group, and the distance of the initial train from the nearest relevant balise group. Among them, the nearest relevant balise group (Last Relevant Balise Group, LRBG) refers to the last relevant balise group used to determine the train position during the train operation, which is a key reference point for train position determination. Transmitting train control information through the nearest relevant balise group is conducive to ensuring the accuracy and timeliness of information. The format of the emergency braking command information packet CTCS-80 is shown in Table 1 below, where the information packet identification code can be used to identify the emergency braking command information packet.

[0051] Table 1: Emergency Braking Command Information Packet CTCS-80

[0052]

[0053] When the on-vehicle train automatic protection system equipment of the initial train outputs a braking strategy for emergency braking, it can simultaneously generate the emergency braking command information packet CTCS-80 and send the emergency braking command information packet CTCS-80 to the temporary speed limit server in the current cycle. After the temporary speed limit server receives the emergency braking command information packet CTCS-80 in real time, it can calculate the position and driving direction of the initial train through information such as the nearest relevant transponder group, the orientation of the initial train relative to the direction of the nearest relevant transponder group, and the distance of the initial train relative to the nearest relevant transponder group. Furthermore, all the relevant trains affected by the initial train on the driving route of the initial train between the current stations are counted, and the distance between each relevant train and the initial train and the iterative distance between each relevant train and other relevant trains are calculated.

[0054] After the statistics are completed, the emergency braking command broadcast information packet is sent to all the relevant trains counted through the temporary speed limit server to inform all the relevant trains that there is an initial train with emergency braking ahead. Specifically, the emergency braking command broadcast information packet includes at least the following information: the braking type of the initial train, the nearest relevant transponder group, the orientation of the relevant train relative to the direction of the nearest relevant transponder group, the distance of the relevant train relative to the initial train, the number of trains between the relevant train and the initial train, the distance increment between the relevant train and the train ahead, the braking type of the train ahead, and the speed value of the train ahead. Among them, the train ahead is the next relevant train located in front of the current relevant train. The format of the emergency braking command broadcast information packet CTCS-81 is shown in Table 2 below.

[0055] Table 2: Emergency Braking Command Broadcast Information Packet CTCS-81

[0056]

[0057]

[0058] While sending the emergency braking command broadcast information packet to the relevant train, the temporary speed limit server also sends the emergency braking status information packet to the temporary speed limit server, informing the dispatcher of the occurrence of the emergency braking anomaly of the initial train and the information of the relevant trains counted. Specifically, the emergency braking status information packet includes at least the following information: the train number of the initial train, the on-vehicle NID-ENGINE of the initial train, the position of the initial train, the number of relevant trains, the train numbers of the relevant trains, the on-vehicle NID-ENGINEs of the relevant trains, the positions of the relevant trains, whether the relevant trains have received the CTC emergency stop command, the braking strategies of the relevant trains, and the speeds of the relevant trains. The format of the emergency braking status information packet is shown in Table 3 below.

[0059] Table 3: TSRS-CTC Emergency Braking Status Information Packet

[0060]

[0061]

[0062] When the train automatic protection system equipment of the relevant train receives the emergency braking command broadcast information packet CTCS-81 sent by the temporary speed limit server, it can judge the braking strategy through the vehicle-to-vehicle distance in the information packet. Specifically, after receiving the emergency braking command broadcast information packet CTCS-81, the relevant train can determine whether there are other trains running between this train and the initial train and the number of other trains according to the distance between the relevant train and the initial train in the emergency braking command broadcast information packet CTCS-81. Then, further combining the braking types, speeds of other trains and the distance from this train, it judges that the braking strategy is one of outputting the maximum service braking, performing emergency braking and not performing braking, and sends the braking strategy to the temporary speed limit server through the emergency braking feedback command information packet CTCS-82.

[0063] Specifically, the emergency braking feedback command information packet includes at least the following information: the braking type of the relevant train, the nearest relevant transponder group, the orientation of the relevant train relative to the direction of the nearest relevant transponder group, the distance between the relevant train and the nearest relevant transponder group, and the speed of the relevant train. The format of the emergency braking feedback command information packet CTCS-82 is shown in Table 4 below.

[0064] Table 4: Emergency Braking Feedback Command Information Packet CTCS-82

[0065]

[0066] After receiving the emergency braking feedback command information packet, the temporary speed limit server may, according to the emergency braking feedback command information packet, feedback the braking strategy to the decentralized autonomous dispatching system and the relevant trains. When feedbacking the braking strategy to the relevant trains, it may start from the second relevant train behind the initial train and notify each relevant train of the braking strategy of the train ahead in turn.

[0067] According to the braking strategy feedbacked by the temporary speed limit server and the emergency braking status information packet, the decentralized autonomous dispatching system may display the positions and braking strategies of all the relevant trains in real time. The dispatching personnel may, according to the actual situation of the on-site line, issue an emergency stop command for a specific relevant train to the temporary speed limit server through the decentralized autonomous dispatching system, stipulating that the relevant train completes the parking operation at a fixed time and fixed point. Specifically, the emergency stop information packet at least includes the following information: the on-vehicle NID-ENGINE of the relevant train, the train number of the relevant train, the parking time of the relevant train, the line number of the relevant train, the mileage system flag, and the parking position of the relevant train. The format of the emergency stop information packet is shown in Table 5 below.

[0068] Table 5: CTC-TSRS Emergency Stop Information Packet

[0069]

[0070] After receiving the emergency stop information packet, the temporary speed limit server may send the emergency stop information packet to the corresponding relevant train according to the train number and the on-vehicle NID-ENGINE in the emergency stop information packet. The relevant train that needs to perform braking may, after receiving the emergency stop information packet, complete the output of the braking strategy of the train according to the parking time and the parking position in the emergency stop information packet.

[0071] Through the present invention, under the existing system of the current train control system, based on the temporary speed limit server and the decentralized autonomous dispatching system, the broadcast notification of the emergency braking message and the train control are automatically completed in the first time, which is beneficial to improving the timeliness and reliability, and overcomes the deficiency of the need for manual intervention under the existing train control system. Through the sharing of the message flow among the running train, the temporary speed limit server and the decentralized autonomous dispatching system, it is convenient for the dispatching personnel to complete the intervention processing and rescue work in the first time, providing a convenient and flexible guarantee for the work rescue, and can fully ensure the train operation safety.

[0072] It should be noted that, in this document, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, such that a process, method, article or apparatus that includes a series of elements not only includes those elements but also includes other elements not expressly listed, or further includes elements inherent to such process, method, article or apparatus. Without further limitation, an element defined by the phrase "comprising a..." does not exclude the presence of additional identical elements in the process, method, article or apparatus that includes the said element.

[0073] It should be noted that the devices and methods disclosed in the embodiments of this document can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions and operations of devices, methods and computer program products according to multiple embodiments of this document. In this regard, each block in the flowchart or block diagram can represent a module, program or part of code that contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order from that marked in the accompanying drawings. For example, two consecutive blocks can actually be executed substantially in parallel, and they can sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0074] In addition, in each embodiment of this document, the various functional modules can be integrated together to form an independent part, or each module can exist separately, or two or more modules can be integrated to form an independent part.

[0075] Although the content of the present invention has been introduced in detail through the above preferred embodiments, it should be recognized that the above description should not be considered as a limitation of the present invention. After those skilled in the art have read the above content, various modifications and alternatives to the present invention will be obvious. Therefore, the protection scope of the present invention should be defined by the appended claims.

Claims

1. A control method after emergency braking of a train, characterized in that: include: receiving, through the temporary speed limit server, an emergency braking command information packet sent by an initial train that has emergency braking, counting all related trains affected by the initial train according to the emergency braking command information packet, and sending an emergency braking command broadcast information packet to each of the related trains; Sending an emergency braking status information packet to the decentralized autonomous dispatching system through the temporary speed limit server to inform the dispatching personnel of the emergency braking abnormality of the initial train and the statistical information of the related trains; Each of the related trains determines a braking strategy according to the received emergency braking command broadcast information packet, and sends the braking strategy to the temporary speed limit server via an emergency braking feedback command information packet; The braking strategy is fed back to the relevant train and the decentralized autonomous dispatching system through the temporary speed limit server, and an emergency stop information packet is sent to the relevant train that needs to brake through the temporary speed limit server and the decentralized autonomous dispatching system.

2. The control method after train emergency braking according to claim 1, characterized in that: The emergency brake command information packet includes at least the following information: The braking type of the initial train, the nearest relevant balise group, the orientation of the initial train relative to the direction of the nearest relevant balise group, and the distance of the initial train relative to the nearest relevant balise group.

3. The control method after train emergency braking according to claim 2, characterized in that: The counting of all the related trains affected by the initial train according to the emergency brake command information packet comprises: The position and driving direction of the initial train are calculated according to the emergency braking command information packet, all the related trains affected by the initial train on the driving route of the initial train between the current stations are counted, and the distance between each of the related trains and the initial train and the iterative distance with other related trains are calculated.

4. The control method after train emergency braking according to claim 1, characterized in that: The emergency braking status information packet includes at least the following information: The train number of the initial train, the onboard NID-ENGINE of the initial train, the position of the initial train, the number of related trains, the train number of the related trains, the onboard NID-ENGINE of the related trains, the position of the related trains, whether the related trains have received a CTC emergency stop command, the braking strategy of the related trains, and the speed of the related trains.

5. The control method after train emergency braking according to claim 1, characterized in that: The emergency brake command broadcast information packet includes at least the following information: The braking type of the initial train, the nearest relevant balise group, the orientation of the relevant train relative to the direction of the nearest relevant balise group, the distance of the relevant train relative to the initial train, the number of trains between the relevant train and the initial train, the distance increment between the relevant train and the preceding train, the braking type of the preceding train, and the speed value of the preceding train.

6. The control method after train emergency braking according to claim 5, characterized in that: The step of determining the braking strategy according to the received emergency braking command broadcast information packet comprises: According to the distance of the relevant train relative to the initial train and the distance increment between the relevant train and the preceding train in the emergency braking command broadcast information packet, the braking strategy is determined to be one of outputting maximum normal braking, performing emergency braking and not performing braking.

7. The control method after train emergency braking according to claim 1, characterized in that: The emergency brake feedback command information packet includes at least the following information: The braking type of the relevant train, the nearest relevant balise group, the orientation of the relevant train relative to the direction of the nearest relevant balise group, the distance of the relevant train relative to the nearest relevant balise group, and the speed of the relevant train.

8. The control method after train emergency braking according to claim 7, characterized in that: Feeding back the braking strategy to the relevant train through the temporary speed limit server includes: According to the emergency braking feedback command information packet, starting from the second train behind the initial train, each train is notified of the braking strategy of the leading train in turn.

9. The control method after train emergency braking according to claim 1, characterized in that: The emergency stop information package includes at least the following information: the onboard NID-ENGINE of the relevant train, the train number of the relevant train, the stop time of the relevant train, the line number of the relevant train, the mileage system mark, and the stop position of the relevant train.

10. The control method after train emergency braking according to claim 9, characterized in that: The sending of the emergency stop information package to the relevant train that needs to brake through the temporary speed limit server and the decentralized autonomous dispatching system includes: The decentralized autonomous dispatching system displays the positions and braking strategies of all the related trains in real time according to the received emergency braking feedback command information package and the emergency braking status information package; The dispatching personnel sends the emergency stop information package of the relevant train that needs to be braked to the temporary speed limit server through the decentralized autonomous dispatching system according to the actual situation of the on-site line; After receiving the emergency stop information package, the temporary speed limit server sends the emergency stop information package to the corresponding related train according to the train number and the on-board NID-ENGINE.

11. The train control method after emergency braking according to claim 9, characterized in that: The control method further comprises: After receiving the emergency stop information package, the relevant train that needs to be braked completes the output of the braking strategy according to the stop time and the stop position in the emergency stop information package.

12. A control system for a train after emergency braking, used to implement the control method according to any one of claims 1 to 11, characterized in that: The control system includes ground equipment and on-board equipment, the ground equipment includes the temporary speed limit server, the decentralized autonomous dispatching system and a wireless communication interface device, and the on-board equipment includes the automatic train protection system equipment of the initial train and the related trains; The temporary speed limit server is wirelessly connected to the on-board device through the wireless communication interface device, and is used to receive and store the emergency braking command information packet sent by the train automatic protection system device of the initial train; the temporary speed limit server is also used to count the relevant trains according to the emergency braking command information packet, so as to send the emergency braking command broadcast information packet to the train automatic protection system device of the relevant train, and receive and store the emergency braking feedback command information packet sent by the train automatic protection system device of the relevant train; The automatic train protection system device of the relevant train is used to determine the braking strategy according to the received emergency braking command broadcast information packet, and send the emergency braking feedback command information packet to the temporary speed limit server; The temporary speed limit server is connected to the decentralized autonomous dispatching system, and is used to feed back the emergency braking status information packet and the emergency braking feedback command information packet to the decentralized autonomous dispatching system; the decentralized autonomous dispatching system and the temporary speed limit server are used to send the emergency stop information packet to the train automatic protection system equipment of the relevant train that needs to brake.

13. The control system after train emergency braking according to claim 12, characterized in that: The real-time information transmission between the vehicle-mounted device and the ground device is realized through the LTE network packet switching data service.

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