Train control method and device, electronic equipment and storage medium

Abstract

The invention relates to the technical field of train control, and provides a train control method and device, electronic equipment and a storage medium. According to the method, in the process that an automatic train operation system controls a train to run, a braking mode transmitted by a temporary speed limiting server arranged on the ground is received through train-mounted equipment of the train; if the braking mode is the rain and snow mode, wet rail braking parameters corresponding to the train are obtained; determining a braking curve of the train according to the wet rail braking parameters and the driving permission end point of the train; according to the train braking control method and device, when the braking mode sent by the temporary speed limit server is the rain and snow mode, the train automatically adopts the wet rail braking parameters to conduct braking, the safety of the train is guaranteed, and the train braking control method and device have the advantages that the train can be automatically braked by the aid of the wet rail braking parameters when the braking mode sent by the temporary speed limit server is the rain and snow mode; the problems that in the prior art, an operator needs to select wet rail braking parameters, operation is complex, and train safety is affected are solved.

Description

Technical Field

[0001] This application relates to the technical field of equipment control, and particularly to a train control method, device, electronic device, and storage medium. Background Art

[0002] According to the construction requirements of suburban railways, in view of the operation requirements of suburban railway bus operation, high-density transportation, and interconnection, relevant units have introduced train control system technical standards, namely the Chinese Train Control System (CTCS) and the Automatic Train Operation (ATO), to guide the design of suburban railway train control systems, product research and development, engineering design, inspection and testing, operation, and maintenance. The Chinese Train Control System is divided into five levels from CTCS-0 to CTCS-4, among which CTCS-2 is mainly used for passenger dedicated lines or intercity railways with a speed of 160 - 250 km / h.

[0003] When selecting the CTCS-2 + ATO train control system, in order to ensure the safe operation of the train, when there is a wet track, it is necessary for the operator to select the most unfavorable train braking parameters to calculate the braking curve in the full scenario, resulting in complex operations. Summary of the Invention

[0004] In view of this, the embodiments of this application provide a train control method, device, electronic device, and storage medium to solve the problem in the prior art that it is necessary for the operator to select wet track braking parameters, resulting in complex operations.

[0005] In the first aspect of the embodiments of this application, a train control method is provided. The method includes: during the process of the automatic train operation system controlling the train to travel, receiving, by the on-vehicle equipment of the train, the braking mode transmitted by the temporary speed limit server set on the ground; if the braking mode is the rain and snow mode, obtaining the wet track braking parameters corresponding to the train; determining the braking curve of the train according to the wet track braking parameters and the train's movement authority end point; and performing braking control on the train according to the braking curve so that the train completes braking when reaching the movement authority end point.

[0006] In the second aspect of the embodiments of this application, a train control device is provided. The device includes: a receiving module, configured to receive, during the process of the automatic train operation system controlling the train to travel, the braking mode transmitted by the temporary speed limit server set on the ground by the on-vehicle equipment of the train; an obtaining module, configured to obtain the wet track braking parameters corresponding to the train if the braking mode is the rain and snow mode; a determining module, configured to determine the braking curve of the train according to the wet track braking parameters and the train's movement authority end point; and a braking module, configured to perform braking control on the train according to the braking curve so that the train completes braking when reaching the movement authority end point.

[0007] In a third aspect of the embodiments of the present application, an electronic device is provided, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps of the above method are implemented.

[0008] In a fourth aspect of the embodiments of the present application, a computer-readable storage medium is provided. The computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0009] The beneficial effects of the embodiments of the present application compared with the prior art are as follows: In the process of the automatic train operation system controlling the train to travel, the on-vehicle equipment of the train receives the braking mode transmitted by the temporary speed limit server set on the ground; if the braking mode is the rain and snow mode, the wet rail braking parameters corresponding to the train are obtained; according to the wet rail braking parameters and the end point of the train operation permit, the braking curve of the train is determined; the train is braked and controlled according to the braking curve so that the train completes braking when it reaches the end point of the operation permit. When the braking mode sent by the temporary speed limit server is the rain and snow mode, the train automatically uses the wet rail braking parameters for braking, ensuring the safety of the train and avoiding the problems in the related art that the operator needs to select the wet rail braking parameters, the operation is complex, and the safety of the train is affected. BRIEF DESCRIPTION OF THE DRAWINGS

[0010] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the following drawings are only some embodiments of the present application. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0011] Figure 1 It is a schematic flowchart of a train control method provided by an embodiment of the present application;

[0012] Figure 2 It is a schematic diagram of the basic structure of a train provided by an embodiment of the present application;

[0013] Figure 3 It is a schematic flowchart of another train control method provided by an embodiment of the present application;

[0014] Figure 4 It is a schematic flowchart of still another train control method provided by an embodiment of the present application;

[0015] Figure 5 It is a schematic flowchart of yet another train control method provided by an embodiment of the present application;

[0016] Figure 6 It is a schematic flow chart of still another train control method provided by an embodiment of the present application;

[0017] Figure 7 It is a schematic structural diagram of a train control device provided by an embodiment of the present application;

[0018] Figure 8 It is a schematic structural diagram of an electronic device provided by an embodiment of the present application. Detailed implementation manners

[0019] In the following description, for the purpose of illustration rather than limitation, specific details such as specific system structures and technologies are proposed to thoroughly understand the embodiments of the present application. However, those skilled in the art should clearly understand that the present application can also be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to avoid unnecessary details from interfering with the description of the present application.

[0020] A train control method and device according to an embodiment of the present application will be described in detail below with reference to the accompanying drawings.

[0021] Figure 1 It is a train control method provided by an embodiment of the present application. As Figure 1 shown, the method includes:

[0022] S101. During the process of the automatic train operation system controlling the train to travel, receive the braking mode transmitted by the temporary speed limit server set on the ground through the on-vehicle equipment of the train;

[0023] S102. If the braking mode is the rain and snow mode, obtain the wet rail braking parameters corresponding to the train;

[0024] S103. Determine the braking curve of the train according to the wet rail braking parameters and the end point of the train operation permit;

[0025] S104. Perform braking control on the train according to the braking curve so that the train completes braking when reaching the end point of the operation permit.

[0026] It can be understood that the train control method provided by the present application is applied to a train. As Figure 2As shown in the figure, this train selects the CTCS2+ATO train control system. Among them, the CTCS2+ATO system consists of ground equipment and on-board equipment. The on-board equipment includes Automatic Train Protection (ATP) and ATO. Among them, ATP includes a master control unit, a Train Communication Recorder (TCR), a Balise Transmission Module (BTM), a data recording unit, a train interface unit, a Driver Machine Interface (DMI), and a speed and distance measurement unit, etc. Among them, ATP is the core component of the train control system, mainly used for train overspeed protection, signal reception and processing, to prevent the train from overspeed or entering a dangerous area. Specifically, the master control unit is responsible for the core calculation of the ATP equipment, processes track signals, and calculates the safe speed curve. The train communication recording unit is used to record train operation data (such as speed, signal reception situation) and store it for accident analysis. The transponder transmission module is responsible for wireless communication with the transponders on the track to obtain line information. The data recording unit is used to record information such as train operation data, ATP protection situation, and train operations. The train interface unit is used to connect ATP to other subsystems of the train (such as the braking system) and execute ATP instructions (such as automatically triggering braking). The driver interface is used as the driver's operation interface, displaying information such as movement authority, target speed, and braking status. The speed and distance measurement unit is responsible for measuring the speed and position of the train in real time and providing accurate operation data for ATP. ATO includes a master control unit, a train interface unit, etc. ATO is mainly used for automatic driving, and can automatically control the acceleration, cruise, and braking of the train and achieve precise parking. Specifically, the master control unit of ATO is responsible for train automatic driving calculations, such as the best acceleration / braking strategy, parking position control, etc. The train interface unit is used to connect ATO to the train's traction system and braking system and execute ATO instructions.

[0027] The ground equipment includes the Train Control Center (TCC), Temporary Speed Restriction Server (TSRS), track circuit, balise, and Lineside Electronic Unit (LEU), etc. Among them, the Train Control Center is responsible for monitoring and dispatching the train operation, and sending speed limit information and train operation authorization to the train. The Temporary Speed Restriction Server is used to store and manage the temporary speed limit information of the line, and send it to the TCC, which then transmits it to the train. The track circuit is responsible for detecting train occupancy, judging whether the train is in a certain track section, and at the same time providing train operation authorization information. The balise is a trackside device used to provide fixed line information (such as line gradient, signal position, etc.), and the train reads the information through the Balise Transmission Module (BTM). The Lineside Electronic Unit is used to connect the track circuit and the balise, and manage the data and update the information of the balise.

[0028] The external interfaces include the Centralized Traffic Control (CTC), Computer-Based Interlocking (CBI), platform screen door, Depot Management System (DMS), train, Communication-Based Interlocking Router (CIR), etc. Among them, the Centralized Traffic Control system is responsible for railway dispatching and command, and sends train operation plans, signal control information, etc. to the TCC. The CBI is responsible for controlling railway turnouts and signal machines to ensure that the train runs according to the specified route and prevent conflicts. The platform screen door is linked with the ATO to achieve train stop alignment and automatic door opening and closing. The DMS is a management system for stations or depots, responsible for train entry and exit, dispatching plan management, etc. The train refers to the actual running train, including EMUs or intercity trains, which interacts with the ATP and ATO. The CIR is used for data transmission between the TCC, CBI, and CTC to ensure information communication among the systems.

[0029] It can be understood that the present application does not limit the connection methods of the above-mentioned various devices, and relevant personnel can flexibly select wired communication or wireless communication methods to connect the above-mentioned various devices; for example, as Figure 2 shown, wireless communication can be carried out between some devices, and wired communication can be carried out between some devices.

[0030] During the process of the automatic train operation system controlling the train's travel, the on-board equipment of the train receives the braking mode transmitted by the temporary speed limit server set on the ground. Among them, the braking mode of the train includes a rain and snow mode and a normal mode. The rain and snow mode corresponds to wet rail braking parameters, and the normal mode corresponds to dry rail braking parameters. Among them, the braking distance required by the wet rail braking parameters is higher than that required by the dry rail braking parameters.

[0031] It can be understood that the braking mode sent by the temporary speed limit server set on the ground in this application corresponds to the actual situation of the track. That is, if the track on which the train travels is a dry track, the braking mode sent by the temporary speed limit server is the normal mode; if the track on which the train travels is a wet track, the braking mode sent by the temporary speed limit server is the rain and snow mode.

[0032] In some examples, if the braking mode is the rain and snow mode, the wet rail braking parameters corresponding to the train are obtained, and the braking curve of the train is determined according to the wet rail braking parameters and the train's movement authority end point. Then, when the train needs to brake, the train is braked according to the braking curve so that the train completes braking when it reaches the movement authority end point.

[0033] According to the technical solution provided by the embodiment of the present application, during the process of the automatic train operation system controlling the train's travel, the on-board equipment of the train receives the braking mode transmitted by the temporary speed limit server set on the ground; if the braking mode is the rain and snow mode, the wet rail braking parameters corresponding to the train are obtained; the braking curve of the train is determined according to the wet rail braking parameters and the train's movement authority end point; the train is braked according to the braking curve so that the train completes braking when it reaches the movement authority end point. When the braking mode sent by the temporary speed limit server is the rain and snow mode, the train automatically uses the wet rail braking parameters for braking, which ensures the safety of the train and avoids the problems in the related art that the operator needs to select the wet rail braking parameters, the operation is complex, and the safety of the train is affected.

[0034] In some embodiments, as Figure 3 shown, before the on-board equipment of the train receives the braking mode transmitted by the temporary speed limit server set on the ground, the method further includes:

[0035] S301. Obtain the first communication protocol between the on-board equipment and the temporary speed limit server, and generate first mode command information according to the first communication protocol. The first mode command information is used to indicate that the braking mode is the rain and snow mode;

[0036] S302. Send the first mode command information to the temporary speed limit server through the on-board equipment so that the temporary speed limit server sends the first mode command information.

[0037] It can be understood that the basic structure and equipment composition of the CTCS2+ATO system are maintained unchanged in this application. In order to enable the train to recognize and process the rain and snow mode sent by the Temporary Speed Restriction Server (TSRS), this application will add the first mode command information between the ground TSRS equipment and the on-vehicle equipment of the CTCS2+ATO system. This first mode command information is used to indicate that the braking mode is the rain and snow mode.

[0038] Specifically, this application obtains the first communication protocol between the on-vehicle equipment and the Temporary Speed Restriction Server, and generates the first mode command information according to the first communication protocol. The first mode command information is used to indicate that the braking mode is the rain and snow mode; Exemplarily, the structure of the first mode command information is shown in the following table:

[0039] Table 1: Structure Table of the First Mode Command Information

[0040] Segment Number Variable Digit Number Description Value Remarks 1 NID_MESSAGE 8 Message Identification Number 160 / 2 L_MESSAGE 10 Message Length 19 / 3 Q_STORM 1 Rain and Snow Mode 0: Rain and Snow; 1: Normal; /

[0041] As shown in Table 1 above, this application will generate the mode command information with the message identification number 160. When this mode command information is the first mode command information (value 0), the braking mode is the rain and snow mode; when this mode command information is the second mode command information (value 1), the braking mode is the normal mode.

[0042] This application will also send the first mode command information to the Temporary Speed Restriction Server through the on-vehicle equipment, so that the Temporary Speed Restriction Server is aware of this first mode command information. Subsequently, the Temporary Speed Restriction Server can send this first mode command information to the on-vehicle equipment, enabling the train to know that the braking mode is the rain and snow mode.

[0043] It can be understood that the processing logic for the rain and snow mode will also be added to the on-vehicle equipment in this application. The specific processing logic is as in steps S102 to S103 and will not be elaborated here.

[0044] It can be understood that this application will also obtain the second communication protocol between the CTC and the Temporary Speed Restriction Server, generate the second mode command information according to the second communication protocol. The second mode command information is used to indicate that the braking mode is the rain and snow mode, and send the second mode command information to the Temporary Speed Restriction Server, so that the CTC equipment can send the second mode command information to the Temporary Speed Restriction Server.

[0045] Exemplarily, the second mode command information is shown in Table 2 below.

[0046] Table 2: Second Mode Command Information Table

[0047] Field Length Description Rain and Snow Mode 1 Byte 0: Rain and Snow; 1: Normal;

[0048] Among them, the CTC continuously monitors the track status and periodically sends information to the temporary speed limit server according to the track status. For example, taking the above periodicity of 20s as a cycle, the CTC continuously monitors the track status. If the track status is determined to be a wet rail status within a 20-second interval cycle, a second mode command message is sent to the temporary speed limit server within this 20-second cycle, so that when the temporary speed limit server receives the second mode command message, it sends a first mode command message to the on-vehicle equipment, enabling the train to know that the braking mode is the rain and snow mode.

[0049] In some examples, taking the above periodicity of 20s as a cycle, the CTC continuously monitors the track status. If the track status is determined to be a dry rail status within a 20-second interval cycle, the second mode command message will not be sent to the temporary speed limit server within this 20-second cycle, so that the temporary speed limit server will not send the first mode command message to the on-vehicle equipment (or, if the track status is determined to be a dry rail status within a 20-second interval cycle, a third mode command message (the third mode command message is used to indicate that the braking mode is the normal mode) is sent to the temporary speed limit server within this 20-second cycle, so that when the temporary speed limit server receives the third mode command message, it sends a fourth mode command message (the fourth mode command message is used to indicate that the braking mode is the rain and snow mode) to the on-vehicle equipment, enabling the train to know that the braking mode is the normal mode).

[0050] In some examples, the present application also adds open and closed section information to the M_TRACKCOND variable in the line condition message packet 68 packet in the transponder data: 1011 = closed section; the initial state is an open section. When the train receives that the braking mode in message 160 is the rain and snow mode, the wet rail braking parameters given by the vehicle factory are used in the open section and the adjacent sections received in the transponder.

[0051] According to the technical solution provided by the embodiment of the present application, obtain the first communication protocol of the on-vehicle equipment and the temporary speed limit server, generate a first mode command message according to the first communication protocol, and the first mode command message is used to indicate that the braking mode is the rain and snow mode; send the first mode command message to the temporary speed limit server through the on-vehicle equipment, so that the temporary speed limit server sends the first mode command message.

[0052] In some embodiments, as Figure 4 shown, before the on-vehicle equipment of the train receives the braking mode transmitted by the ground-set temporary speed limit server, the method further includes:

[0053] S401. Determine the current braking mode of the train;

[0054] S402. When the current braking mode of the train is the default mode, obtain the wet rail braking parameters corresponding to the train, and determine the braking curve of the train according to the wet rail braking parameters.

[0055] Specifically, to ensure the safety of train operation, when the train does not receive the braking mode transmitted by the temporary speed limit server, it will default to use the wet rail braking parameters for braking.

[0056] Specifically, this application will determine the current braking mode of the train. If the train does not receive the braking mode transmitted by the temporary speed limit server, it will set the braking mode of the train to the default mode. Therefore, when the current braking mode of the train is the default mode, this application will obtain the wet rail braking parameters corresponding to the train, and determine the braking curve of the train according to the wet rail braking parameters, so as to ensure the braking ability of the train and avoid using the dry rail braking parameters corresponding to the normal mode for braking in the case of wet rails.

[0057] According to the technical solution provided by the embodiment of this application, determine the current braking mode of the train; when the current braking mode of the train is the default mode, obtain the wet rail braking parameters corresponding to the train, and determine the braking curve of the train according to the wet rail braking parameters, thereby ensuring the braking ability of the train in the case of not receiving the braking mode transmitted by the temporary speed limit server, and avoiding using the dry rail braking parameters corresponding to the normal mode for braking in the case of wet rails, resulting in potential safety hazards.

[0058] In some embodiments, the wet rail braking parameters include: wet rail adhesion coefficient; as Figure 5 shown, determine the braking curve of the train according to the wet rail braking parameters and the end point of the train's movement authority, including:

[0059] S501. Calculate the wet rail braking deceleration according to the wet rail adhesion coefficient, and determine the braking response time of the train;

[0060] S502. Determine the braking curve according to the wet rail braking deceleration and the braking response time.

[0061] It can be understood that the wet rail adhesion coefficient is the wheel-rail adhesion coefficient under wet rail conditions, and this wet rail adhesion coefficient is usually lower than the dry rail adhesion coefficient.

[0062] Among them, calculating the wet rail braking deceleration according to the wet rail adhesion coefficient includes: multiplying the wet rail adhesion coefficient by the acceleration due to gravity to obtain the wet rail braking deceleration. For example, let the wet rail adhesion coefficient be set as μ wet , then the wet rail braking deceleration a wet = μ wet * g, where g is the acceleration due to gravity.

[0063] It can be understood that this application will also determine the braking response time of the train, which is the time from when the braking command is issued until the braking force is fully established. During the braking response time, the train will not immediately reach the deceleration of a wet but will increase in an approximately linear growth manner until it reaches the deceleration of a wet .

[0064] Continuing with the above example, the braking response time is a value jointly determined based on the software and hardware of the train, and the value range of the braking response time is from 0.5 seconds to 2 seconds.

[0065] After determining the braking response time, this application can jointly determine the variation of the train's speed with time during braking and the variation of the train's displacement distance with time during braking based on the wet rail braking deceleration and the braking response time, and then construct an accurate braking curve.

[0066] According to the technical solution provided by the embodiments of this application, calculate the wet rail braking deceleration based on the wet rail adhesion coefficient and determine the braking response time of the train; determine the braking curve based on the wet rail braking deceleration and the braking response time. This application jointly determines the variation of the train's speed with time during braking and the variation of the train's displacement distance with time during braking based on the wet rail braking deceleration and the braking response time, and then constructs an accurate braking curve.

[0067] In some embodiments, the braking curve includes a speed braking curve and a displacement braking curve; as Figure 6 shown, determining the braking curve based on the wet rail braking deceleration and the braking response time includes:

[0068] S601. Determine the speed braking curve based on the wet rail braking deceleration and the train's initial braking speed;

[0069] S602. Determine the braking response distance and the braking deceleration distance based on the wet rail braking deceleration and the braking response time, and determine the displacement braking curve based on the braking response distance and the braking deceleration distance.

[0070] In some examples, this application first determines the speed braking curve based on the wet rail braking deceleration and the train's initial braking speed, including: calculating the target braking speed based on the initial braking speed and the braking response time, and drawing the braking curve based on the braking response time, the wet rail braking deceleration, and the target braking speed.

[0071] Specifically, according to the analysis of the above embodiments, the braking process of the train is divided into two stages:

[0072] Stage 1 (response time stage): The braking system starts to act, but the deceleration has not yet reached the wet rail braking deceleration a wet, when the deceleration of the braking system reaches the wet rail braking deceleration a wet , the running speed of the train drops from V0 to a certain intermediate speed V1, and this V1 is used as the target braking speed.

[0073] Phase 2 (maximum deceleration phase): When the braking deceleration reaches the set wet rail braking deceleration a wet , the running speed of the train drops from V1 to 0.

[0074] Record the braking response time of the train as t r , that is, the braking system of the train requires a braking response time t r to increase the deceleration from 0 to the wet rail braking deceleration a wet . In this stage, the change in the running speed of the train is non-linear and needs to be calculated in segments.

[0075] Phase 1: Braking response phase (non-uniform deceleration). The braking system of the train starts from 0 and increases to a at a certain acceleration wet , and decelerates within time t r . The calculation method of the target braking speed is as follows:

[0076]

[0077] where V1 is the target braking speed, t r is the braking response time, V0 is the initial braking speed, a(t) is the braking acceleration that changes with time, and when t is t r , a(t) is a wet .

[0078] Phase 2: Uniform deceleration phase. The braking system of the train decelerates uniformly at a deceleration of a wet until the running speed of the train is 0. The time required at this time is:

[0079]

[0080] where t brake2 is the time required for the train to decelerate from V1 to 0, V1 is the target braking speed, and a wet is the wet rail braking deceleration.

[0081] By obtaining the braking response time, the speed change situation within the braking response time, the time required for the train to decelerate from V1 to 0, and the wet rail braking deceleration, the speed braking curve can be accurately determined.

[0082] In some examples, this application will also determine the braking response distance and the braking deceleration distance according to the wet rail braking deceleration and the braking response time. Specifically, the braking response distance is: Among them, S1 is the braking response distance, V0 is the initial braking speed, a wet is the braking deceleration on wet rail, and t r is the braking response time; the braking deceleration distance is: Among them, S2 is the braking deceleration distance, V0 is the initial braking speed, a wet is the braking deceleration on wet rail.

[0083] After obtaining the braking response distance and the braking deceleration distance, combined with the braking response time, the braking system of the train decelerates uniformly at a deceleration of a wet until the time required for the train's traveling speed to decelerate from V1 to 0, and the displacement braking curve can be accurately obtained.

[0084] According to the technical solution provided by the embodiment of the present application, the speed braking curve is determined according to the braking deceleration on wet rail and the initial braking speed of the train; the braking response distance and the braking deceleration distance are determined according to the braking deceleration on wet rail and the braking response time, and the displacement braking curve is determined according to the braking response distance and the braking deceleration distance, thereby realizing the accurate drawing of the speed braking curve and the displacement braking curve.

[0085] In some examples, the method further includes: if the braking mode is the normal mode, obtaining the dry rail braking parameters corresponding to the train, and determining the braking curve of the train according to the dry rail braking parameters, so that the train can brake under dry rail conditions.

[0086] All the above optional technical solutions can be combined arbitrarily to form the optional embodiments of the present application, which will not be elaborated here one by one.

[0087] The following is the device embodiment of the present application, which can be used to execute the method embodiment of the present application. For the details not disclosed in the device embodiment of the present application, please refer to the method embodiment of the present application.

[0088] This embodiment also provides a train control device, as Figure 7 shown, the device includes:

[0089] A receiving module 701, configured to receive the braking mode transmitted by a temporary speed limit server set on the ground through an on-vehicle device of the train during the process of the automatic train operation system controlling the train to travel;

[0090] An obtaining module 702, configured to obtain the wet rail braking parameters corresponding to the train if the braking mode is the rain and snow mode;

[0091] A determining module 703, configured to determine the braking curve of the train according to the wet rail braking parameters and the end point of the train's movement authority;

[0092] The braking module 704 is used to control the braking of the train according to a braking curve, so that the train completes braking when reaching the end of the movement authority.

[0093] In some examples, the train control device further includes a protocol module, which is used to obtain the first communication protocol between the on-vehicle device and the temporary speed limit server, generate first mode command information according to the first communication protocol, and the first mode command information is used to indicate that the braking mode is the rain and snow mode; send the first mode command information to the temporary speed limit server through the on-vehicle device, so that the temporary speed limit server sends the first mode command information.

[0094] In some examples, the obtaining module 702 is further used to determine the current braking mode of the train; when the current braking mode of the train is the default mode, obtain the wet rail braking parameters corresponding to the train, and determine the braking curve of the train according to the wet rail braking parameters.

[0095] In some examples, the wet rail braking parameters include: the wet rail adhesion coefficient; the determining module 703 is further used to calculate the wet rail braking deceleration according to the wet rail adhesion coefficient, and determine the braking response time of the train; determine the braking curve according to the wet rail braking deceleration and the braking response time.

[0096] In some examples, the braking curve includes a speed braking curve and a displacement braking curve; the determining module 703 is further used to determine the speed braking curve according to the wet rail braking deceleration and the initial braking speed of the train; determine the braking response distance and the braking deceleration distance according to the wet rail braking deceleration and the braking response time, and determine the displacement braking curve according to the braking response distance and the braking deceleration distance.

[0097] In some examples, the obtaining module 702 is further used to obtain the dry rail braking parameters corresponding to the train when the braking mode is the normal mode, and determine the braking curve of the train according to the dry rail braking parameters.

[0098] According to the technical solution provided by the embodiment of the present application, during the process of the train control device provided in this embodiment controlling the train to run in the automatic train operation system, the braking mode transmitted by the temporary speed limit server set on the ground is received through the on-vehicle device of the train; if the braking mode is the rain and snow mode, obtain the wet rail braking parameters corresponding to the train; determine the braking curve of the train according to the wet rail braking parameters and the end of the movement authority of the train; control the braking of the train according to the braking curve, so that the train completes braking when reaching the end of the movement authority. When the braking mode sent by the temporary speed limit server is the rain and snow mode, the train automatically uses the wet rail braking parameters for braking, which ensures the safety of the train and avoids the problems in the related art that the operator needs to select the wet rail braking parameters, the operation is complex, and the safety of the train is affected.

[0099] Figure 8It is a schematic diagram of the electronic device 8 provided by the embodiments of the present application. As Figure 8 shown, the electronic device 8 of this embodiment includes: a processor 801, a memory 802, and a computer program 803 stored in the memory 802 and executable on the processor 801. When the processor 801 executes the computer program 803, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 801 executes the computer program 803, the functions of each module / unit in the above-mentioned device embodiments are implemented.

[0100] The electronic device 8 can be a desktop computer, a notebook, a palm computer, a cloud server, and other electronic devices. The electronic device 8 may include, but is not limited to, the processor 801 and the memory 802. Those skilled in the art can understand that Figure 8 merely examples of the electronic device 8, which do not constitute a limitation on the electronic device 8, and may include more or fewer components than shown in the figure, or different components.

[0101] The processor 801 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0102] The memory 802 may be an internal storage unit of the electronic device 8, for example, the hard disk or memory of the electronic device 8. The memory 802 may also be an external storage device of the electronic device 8, for example, a plug-in hard disk equipped on the electronic device 8, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. The memory 802 may also include both the internal storage unit and the external storage device of the electronic device 8. The memory 802 is used to store computer programs and other programs and data required by the electronic device.

[0103] Those skilled in the art can clearly understand that, for the convenience and brevity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be assigned to different functional units and modules according to needs, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into a processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated unit can be implemented in the form of hardware or in the form of a software functional unit.

[0104] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on such an understanding, to implement all or part of the processes in the above method embodiments of this application, it can also be completed by instructing relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by a processor, the steps of the above method embodiments can be implemented. The computer program can include computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable medium can include: any entity or device that can carry computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc. It should be noted that the content included in the computer-readable medium can be appropriately increased or decreased according to regional requirements and patent practice requirements. For example, in some regions, according to regional requirements and patent practice, the computer-readable medium does not include electrical carrier signals and telecommunication signals.

[0105] The above embodiments are only used to illustrate the technical solutions of this application, rather than to limit it; although this 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 on 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 this application, and should all be included in the protection scope of this application.

Claims

1. A train control method, characterized in that: The method comprises: In the process of controlling the running of the train by the automatic train operation system, receiving the braking mode transmitted by the temporary speed limit server set on the ground through the on-board equipment of the train; If the braking mode is a rain and snow mode, obtaining wet track braking parameters corresponding to the train; determining a braking curve of the train according to the wet rail braking parameter and a driving permission end point of the train; The train is braked according to the braking curve so that the train completes braking when it reaches the end of the driving permission.

2. The method according to claim 1, characterized in that Before receiving, by the on-board equipment of the train, the braking mode transmitted by the temporary speed limit server set on the ground, the method further includes: Acquire a first communication protocol between the vehicle-mounted device and the temporary speed limit server, and generate first mode command information according to the first communication protocol, wherein the first mode command information is used to indicate that the braking mode is the rain and snow mode; The first mode command information is sent to the temporary speed limit server through the in-vehicle device, so that the temporary speed limit server sends the first mode command information.

3. The method according to claim 1, characterized in that Before receiving, by the on-board equipment of the train, the braking mode transmitted by the temporary speed limit server set on the ground, the method further includes: determining a current braking mode of the train; When the current braking mode of the train is the default mode, the wet rail braking parameters corresponding to the train are acquired, and a braking curve of the train is determined according to the wet rail braking parameters.

4. The method according to claim 1, characterized in that The wet rail braking parameters include: a wet rail adhesion coefficient; and determining a braking curve of the train according to the wet rail braking parameters and a driving permission end point of the train, including: calculating a wet rail braking deceleration according to the wet rail adhesion coefficient, and determining a braking response time of the train; The braking curve is determined according to the wet rail braking deceleration and the braking response time.

5. The method according to claim 4, characterized in that The braking curve includes a speed braking curve and a displacement braking curve; and the braking curve is determined according to the wet rail braking deceleration and the braking response time, including: determining the speed braking curve according to the wet rail braking deceleration and the initial braking speed of the train; A braking response distance and a braking deceleration distance are determined according to the wet rail braking deceleration and the braking response time, and the displacement braking curve is determined according to the braking response distance and the braking deceleration distance.

6. The method according to claim 1, characterized in that The method further includes: if the braking mode is a normal mode, acquiring dry rail braking parameters corresponding to the train, and determining a braking curve of the train according to the dry rail braking parameters.

7. A train control device, characterized in that: The device comprises: A receiving module, used for receiving, through the on-board equipment of the train, a braking mode transmitted by a temporary speed limit server set on the ground during the process of the train being controlled by the automatic train operation system; an acquisition module, configured to acquire wet rail braking parameters corresponding to the train if the braking mode is a rain and snow mode; A determination module, configured to determine a braking curve of the train according to the wet rail braking parameter and a driving permission end point of the train; The braking module is used to control the braking of the train according to the braking curve so that the braking of the train is completed when the train reaches the end of the driving permission.

8. The device according to claim 7, characterized in that The train control device further includes a protocol module, which is used to obtain a first communication protocol between the on-board device and the temporary speed limit server, and generate first mode command information according to the first communication protocol, wherein the first mode command information is used to indicate that the braking mode is the rain and snow mode; The first mode command information is sent to the temporary speed limit server through the in-vehicle device, so that the temporary speed limit server sends the first mode command information.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 6 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 6 are implemented.

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