Train management method, system, device, equipment, medium and program product

Abstract

The embodiment of the invention provides a train management method, system, device and equipment, a medium and a program product, and the method comprises the steps that in response to an entering request for a rain and snow mode, a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area are determined; determining each train in the rain and snow area, and determining rain and snow reference information corresponding to each train according to the authorized rain and snow level; and the rain and snow reference information is sent to a vehicle-mounted protection system of each train, so that the vehicle-mounted protection system controls a corresponding vehicle-mounted driving system to carry out a train braking test based on the rain and snow reference information, and the train braking test is used for determining the emergency braking rate of the train in the rain and snow mode. By determining the rain and snow area and the authorized rain and snow level, real-time calculation of the rain and snow area and the rain and snow reference information can be realized, and the accuracy of the rain and snow area and the rain and snow reference information is improved; rain and snow reference information is tested through the vehicle-mounted driving system, the accuracy and reliability of the emergency braking rate can be improved, and train operation safety is guaranteed.

Description

Technical Field

[0001] The embodiments of this specification relate to the technical field of rail transit, and particularly to a train management method, system, device, equipment, medium and program product. Background Art

[0002] With the continuous development of urban rail transit, the technology of train automatic driving has made great progress, bringing great convenience to human production and life. The Guaranteed Emergency Brake Rate (GEBR) that a train can ensure under the most adverse conditions, hereinafter referred to as GEBR, refers to the lowest emergency brake rate that a train can achieve on a straight track under a series of environmental conditions and potential brake equipment failure modes that may exist in the worst case. GEBR can directly affect the braking distance and braking time of a train in an emergency braking situation, and is the basis for safety interval protection and safety speed protection.

[0003] Under normal circumstances, by pre-configuring GEBR, it is possible to ensure that a train has a sufficient safety braking distance when encountering danger. However, in some special environments, such as rainy and snowy weather, due to the easy wetting, snow accumulation and icing of the track surface, the friction between the train and the track will be reduced, which will in turn affect the traction and braking performance of the train, resulting in insufficient safety braking distance and thus posing a greater safety hazard. Summary of the Invention In view of this, the embodiments of this specification provide a train management method applied to a ground protection system. One or more embodiments of this specification also relate to a train management method applied to an on-vehicle protection system, a train management method applied to an on-vehicle driving system, a train management device configured in a ground protection system, a train management device configured in an on-vehicle protection system, a train management device configured in an on-vehicle driving system, a train management system, a computing device, a computer-readable storage medium, and a computer program product to solve the technical defects existing in the prior art.

[0004] According to the first aspect of the embodiments of this specification, a train management method applied to a ground protection system is provided, including: Responding to a request for entering the rain and snow mode, determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area; Determining each train within the rain and snow area, and determining the rain and snow reference information corresponding to each train according to the authorized rain and snow level; Sending the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency brake rate of the train in the rain and snow mode.

[0005] According to the second aspect of the embodiments of this specification, a train management method is provided, which is applied to an on-vehicle protection system and includes: Receiving rain and snow reference information sent by a ground protection system; Sending the rain and snow reference information to the corresponding on-vehicle driving system, so that the on-vehicle driving system performs a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode; Receiving the emergency braking rate returned by the on-vehicle driving system, and replacing the initial emergency braking rate in the braking model with the emergency braking rate, wherein the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

[0006] According to the third aspect of the embodiments of this specification, a train management method is provided, which is applied to an on-vehicle driving system and includes: Receiving rain and snow reference information sent by the on-vehicle protection system of the target train; Performing a train braking test based on the rain and snow reference information, and obtaining the emergency braking rate of the target train in the rain and snow mode according to the test result; Returning the emergency braking rate to the on-vehicle protection system, and controlling the target train to enter the rain and snow mode.

[0007] According to the fourth aspect of the embodiments of this specification, a train management system is provided, which includes an on-vehicle protection system, a ground protection system, a monitoring system, and an on-vehicle driving system; The ground protection system is configured to, in response to a request to enter the rain and snow mode, determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, wherein the authorized rain and snow level is obtained based on the authorization of the monitoring system; determine each train within the rain and snow area, and determine the rain and snow reference information corresponding to each train according to the authorized rain and snow level; send the rain and snow reference information to the on-vehicle protection system of each train; The on-vehicle protection system is configured to receive the rain and snow reference information sent by the ground protection system; send the rain and snow reference information to the corresponding on-vehicle driving system; The on-vehicle driving system is configured to receive the rain and snow reference information sent by the on-vehicle protection system; perform a train braking test based on the rain and snow reference information, and obtain the emergency braking rate in the rain and snow mode according to the test result; return the emergency braking rate to the on-vehicle protection system; The on-vehicle protection system is further configured to receive the emergency braking rate returned by the on-vehicle driving system, and replace the initial emergency braking rate in the braking model with the emergency braking rate, wherein the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

[0008] According to a fifth aspect of the embodiments of the present specification, a train management device is provided, which is configured in a ground protection system and includes: A first determination module, configured to determine a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area in response to a request to enter the rain and snow mode; A second determination module, configured to determine each train within the rain and snow area and determine rain and snow reference information corresponding to each train according to the authorized rain and snow level; A first sending module, configured to send the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0009] According to a sixth aspect of the embodiments of the present specification, a train management device is provided, which is configured in an on-vehicle protection system and includes: A first receiving module, configured to receive the rain and snow reference information sent by the ground protection system; A second sending module, configured to send the rain and snow reference information to the corresponding on-vehicle driving system, so that the on-vehicle driving system performs a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode; A replacement module, configured to receive the emergency braking rate returned by the on-vehicle driving system and replace the initial emergency braking rate in the braking model with the emergency braking rate, wherein the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

[0010] According to a seventh aspect of the embodiments of the present specification, a train management device is provided, which is configured in an on-vehicle driving system and includes: A second receiving module, configured to receive the rain and snow reference information sent by the on-vehicle protection system of the target train; A test module, configured to perform a train braking test based on the rain and snow reference information and obtain the emergency braking rate of the target train in the rain and snow mode according to the test result; A control module, configured to return the emergency braking rate to the on-vehicle protection system and control the target train to enter the rain and snow mode.

[0011] According to an eighth aspect of the embodiments of the present specification, a computing device is provided, including: A memory and a processor; The memory is used to store computer-executable instructions, and the processor is used to execute the computer-executable instructions. When the computer-executable instructions are executed by the processor, the steps of the above-mentioned train management method are implemented.

[0012] According to a ninth aspect of the embodiments of the present specification, a computer-readable storage medium is provided, which stores computer-executable instructions that, when executed by a processor, implement the steps of the above train management method.

[0013] According to a tenth aspect of the embodiments of the present specification, a computer program product is provided, including a computer program / instructions that, when executed by a processor, implement the steps of the above train management method.

[0014] An embodiment of the present specification realizes that in response to a request to enter the rain and snow mode, it determines the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area; determines each train within the rain and snow area, and according to the authorized rain and snow level, determines the rain and snow reference information corresponding to each train; sends the rain and snow reference information to the on-vehicle protection system of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0015] In this way, by responding to the request to enter the rain and snow mode and determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, it is possible to determine each train within the rain and snow area and the rain and snow reference information corresponding to the authorized rain and snow level during the train operation process, thereby realizing the real-time calculation of the rain and snow area and the rain and snow reference information and improving the accuracy of the rain and snow area and the rain and snow reference information; by sending the rain and snow reference information to the on-vehicle protection system of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, it is possible to realize the test of the rain and snow reference information through the on-vehicle driving system during the train operation process, which is beneficial to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 is an architecture diagram of a train management system 100 provided by an embodiment of the present specification; Figure 2 is an architecture diagram of a train management system 200 provided by an embodiment of the present specification; Figure 3 is a flowchart of a train management method provided by an embodiment of the present specification, where the method is applied to a ground protection system; Figure 4 is a flowchart of a train management method provided by an embodiment of the present specification, where the method is applied to an on-vehicle protection system; Figure 5 is a flowchart of a train management method provided by an embodiment of the present specification, where the method is applied to an on-vehicle driving system; Figure 6It is a schematic structural diagram of a train management device provided by an embodiment of this specification. Among them, the device is configured in a ground protection system; Figure 7 It is a schematic structural diagram of a train management device provided by an embodiment of this specification. Among them, the device is configured in an on-vehicle protection system; Figure 8 It is a schematic structural diagram of a train management device provided by an embodiment of this specification. Among them, the device is configured in an on-vehicle driving system; Figure 9 It is a block diagram of the structure of a computing device provided by an embodiment of this specification. Specific implementation manners

[0017] Many specific details are set forth in the following description in order to provide a thorough understanding of this specification. However, this specification can be implemented in many other ways different from those described herein, and those skilled in the art can make similar generalizations without departing from the connotation of this specification. Therefore, this specification is not limited by the specific implementations disclosed below.

[0018] The terms used in one or more embodiments of this specification are only for the purpose of describing specific embodiments, and are not intended to limit one or more embodiments of this specification. The singular forms "a", "the", and "said" used in one or more embodiments of this specification and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise. It should also be understood that the term "and / or" used in one or more embodiments of this specification refers to and includes any or all possible combinations of one or more of the associated listed items.

[0019] It should be understood that although the terms first, second, etc. may be used in one or more embodiments of this specification to describe various information, such information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of one or more embodiments of this specification, the first may also be referred to as the second, and similarly, the second may also be referred to as the first. Depending on the context, the word "if" as used herein may be interpreted as "when" or "while" or "in response to determining".

[0020] In addition, it should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data that have been authorized by the user or fully authorized by all parties, and the collection, use, and processing of relevant data need to comply with the relevant laws, regulations, and standards of relevant countries and regions, and corresponding operation entrances are provided for users to choose to authorize or refuse.

[0021] First, the noun terms involved in one or more embodiments of this specification are explained.

[0022] ATP (Automatic Train Protection): It is an on-vehicle subsystem that directly ensures the safety of trains and realizes the protection of train safety. Among them, on-vehicle ATP will be installed at the front and rear of each train, achieve autonomous positioning through speed sensors, speed measurement radars and odometers, and correct the position and speed information of the train with transponders. It obtains the Movement Authority (MA) of the train through wireless communication (or variable data transponders), calculates and generates the control speed curve of the train, and protects the position and speed of the train to ensure train operation safety. Ground ATP can be deployed in the ground control system to interact with the on-vehicle ATP of each train.

[0023] ATO (Automatic Train Operation): It is a subsystem of the Automatic Train Control (ATC) system, mainly responsible for realizing the automatic operation of trains. The ATO system controls the driving and braking of trains through ground information, including operations such as starting, accelerating, cruising, coasting, decelerating and stopping of trains.

[0024] ATS (Automatic Train Supervision): It is a distributed real-time supervision and control system integrating modern data communication, computer, network and signal technologies. The ATS subsystem, through coordination and cooperation with other subsystems, jointly completes the management and control of subway operation trains and signal equipment. Its core equipment is located in the central layer of the signal system, used to realize the automated management and scheduling of high-density and large-flow urban rail transit transportation, and is a comprehensive train operation command and dispatching control system.

[0025] GEBR (Guaranteed Emergency Brake Rate): It refers to the lowest emergency brake rate that a train can achieve on a straight track under a series of environmental conditions and potential brake equipment failure modes that may exist in the worst-case scenario. This parameter is the core of system design, directly affecting the braking distance and braking time of the train in case of emergency braking, and is the basis for safety interval protection and safety speed protection.

[0026] EBI (Emergency Brake Initiation): It is an important safety parameter in the field of rail transit, which determines at what speed the train needs to trigger emergency braking to ensure train operation safety.

[0027] Rain and snow mode: It is a special operation mode adopted by the train control system under adverse weather conditions such as rain and snow, which can improve the driving safety, stability and reliability under adverse weather conditions such as rain and snow.

[0028] During the train operation, by setting a reasonable EBI, the train operation efficiency can be improved and the train operation interval can be shortened while ensuring the train operation safety. EBI is often obtained through the GEBR calculation in the braking model.

[0029] However, under adverse weather conditions such as rain and snow, due to the influence of weather conditions, the track may become slippery due to water accumulation or icing, and the adhesion coefficient of the track will decrease. Therefore, it is easy to cause the reduction of GEBR, resulting in the EBI calculated according to GEBR being higher than the actually safe EBI, increasing the braking distance and causing great potential safety hazards. For example, it affects the traction force, braking force and stability of the train, and increases the risks of train sliding, skidding and accidents.

[0030] To ensure the train operation safety under adverse weather conditions, the embodiments of this specification provide a train management method. In response to the entry request for the rain and snow mode, determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area; determine each train in the rain and snow area, and according to the authorized rain and snow level, determine the rain and snow reference information corresponding to each train; send the rain and snow reference information to the on-vehicle protection system of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0031] In this way, by responding to the entry request for the rain and snow mode and determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, it is possible to determine each train in the rain and snow area and the rain and snow reference information corresponding to the authorized rain and snow level during the train operation, so as to realize the real-time calculation of the rain and snow area and the rain and snow reference information and improve the accuracy of the rain and snow area and the rain and snow reference information; by sending the rain and snow reference information to the on-vehicle protection system of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, it is possible to realize the test of the rain and snow reference information through the on-vehicle driving system during the train operation, which is beneficial to improving the accuracy and reliability of the emergency braking rate and ensuring the train operation safety.

[0032] In this specification, a train management method is provided, which is applied to a ground protection system. This specification also relates to a train management method applied to an on-vehicle protection system, a train management method applied to an on-vehicle driving system, a train management device configured in a ground protection system, a train management device configured in an on-vehicle protection system, a train management device configured in an on-vehicle driving system, a train management system, a computing device, a computer-readable storage medium, and a computer program product, which will be described in detail one by one in the following embodiments.

[0033] See Figure 1 , Figure 1 FIG. shows an architecture diagram of a train management system 100 provided according to an embodiment of this specification. Specifically, the train management system 100 includes on-vehicle ATP, ground ATP, ATS, and on-vehicle ATO. Based on the train management system 100, the determination of the emergency braking rate of the train in the rain and snow mode can include the following S101-S110.

[0034] S101: Send the skid information and full load rate of the train.

[0035] In one or more alternative embodiments of this specification, on-vehicle ATP can also be referred to as an on-vehicle protection system; ground ATP can also be referred to as a ground protection system; ATS can also be referred to as a monitoring system; on-vehicle ATO can also be referred to as an on-vehicle driving system.

[0036] Specifically, the skid information can be understood as the skid braking rate calculated when the train skids. The full load rate can be understood as the train load, which can include no load, full load, over load, etc.

[0037] Optionally, on-vehicle ATP can monitor the speed sensor and the mass sensor in real time. In the case of the train skidding, obtain the running speed of the train when skidding through the speed sensor, and calculate and obtain the skid braking rate based on the running speed of the train when skidding; and obtain the full load rate of the train in the case of skidding through the mass sensor.

[0038] In practical applications, on-vehicle ATP can send the skid information and full load rate of the train to ground ATP in the case of the train skidding.

[0039] S102: Calculate the rain and snow area and the rain and snow level.

[0040] Specifically, the rain and snow area can be understood as the track section affected by bad weather conditions such as rain and snow. The rain and snow level is the value range divided according to the value range of GEBR in the rain and snow mode.

[0041] Optionally, the rain and snow levels can be divided into multiple levels according to the dry track GEBR (which can also be understood as the GEBR in the best case) and the wet track GEBR (which can also be understood as the GEBR in the worst case).

[0042] Exemplarily, the rain and snow levels are divided into 4 levels according to the value range between the dry track GEBR and the wet track GEBR. Among them, the GEBR of the dry track is 1.05 m / s 2 , and the GEBR of the wet track is 0.75 m / s 2 , then the value range of GEBR in the rain and snow mode is 1.05 m / s 2 - 0.75 m / s 2 . Divided into four levels according to the gradient of 0.075 m / s 2 , four value intervals can be obtained: 1.05 m / s 2 - 0.975 m / s 2 ; 0.975 m / s 2 - 0.9 m / s 2 ; 0.9 m / s 2 - 0.825 m / s 2 ; 0.825 m / s 2 - 0.75 m / s 2 . Each of these four value intervals can correspond to a rain and snow level.

[0043] According to one or more optional embodiments of this specification, the ground ATP can calculate the rain and snow level corresponding to the skid braking rate based on the skid information and the full load rate sent by the on - vehicle ATP. Further, the rain and snow level corresponding to the skid braking rate can be determined according to the GEBR value interval where the skid braking rate is located.

[0044] In practical applications, since there may be multiple trains sending skid information to the ground ATP, therefore, in an optional embodiment of this specification, it is possible to determine whether the track section is a rain and snow area according to the train skid rate corresponding to the track section where the train is running.

[0045] Exemplarily, if there are 10 trains currently running in the track section where the train is located, and 9 of them have sent skid information, it indicates that trains in this section generally skid, and this section can be determined as a rain and snow area.

[0046] In another optional embodiment of this specification, it is also possible to directly determine the track section corresponding to the train that has sent skid information as a rain and snow area.

[0047] S103: Send a rain and snow mode application request, reporting the rain and snow area and the rain and snow level.

[0048] In practical applications, when the ground ATP calculates the rain and snow area and the rain and snow level, it can send a request for the rain and snow mode application to report the rain and snow area and the rain and snow level to the ATS.

[0049] S104: Send a rain and snow mode authorization instruction to authorize the rain and snow level.

[0050] In practical applications, the ATS can authorize the rain and snow mode based on the rain and snow area and the rain and snow level reported by the ground ATP, and send the rain and snow mode authorization instruction to the ground ATP.

[0051] Specifically, the rain and snow mode authorization instruction can be used to instruct each train in the rain and snow area to enter the rain and snow mode, and at the same time authorize the rain and snow level corresponding to the rain and snow area.

[0052] S105: Determine the rain and snow reference information according to the authorized rain and snow level.

[0053] In the actual implementation process, the ground ATP can determine the rain and snow area and the corresponding authorized rain and snow level according to the rain and snow mode authorization instruction sent by the ATS; then determine the rain and snow reference information corresponding to the authorized rain and snow level.

[0054] Specifically, the rain and snow reference information can include the reference braking rate and the reference maximum speed limit value.

[0055] Optionally, the reference braking rate can be the minimum value within the GEBR value range corresponding to the authorized rain and snow level.

[0056] Exemplarily, assume that the GEBR value range corresponding to the authorized rain and snow level is 1.05m / s 2 -0.975m / s 2 , then the reference braking rate is 0.975m / s 2 .

[0057] Optionally, the reference maximum speed limit value can be obtained based on the maximum speed limit value in the normal mode and the ratio corresponding to the rain and snow mode.

[0058] Exemplarily, the ratio corresponding to the rain and snow mode can be 60%. Assume that the maximum speed limit value in the normal mode is 30m / s, then the reference maximum speed limit value can be 18m / s.

[0059] S106: Send a command to enter the rain and snow mode and the rain and snow reference information.

[0060] In practical applications, when the ground ATP determines the rain and snow reference information corresponding to the authorized rain and snow level, it can send a command to enter the rain and snow mode and the rain and snow reference information to the on-vehicle ATP.

[0061] S107: Send the rain and snow reference information to control the on-vehicle ATO to perform a braking test.

[0062] In the actual implementation process, when the on-vehicle ATP receives the rain and snow reference information sent by the ground ATP, it can send the rain and snow reference information to the corresponding on-vehicle ATO to control the on-vehicle ATO to perform a braking test based on the rain and snow reference information.

[0063] S108: Perform a braking test according to the rain and snow reference information, and determine the GEBR based on the test results.

[0064] In one or more alternative embodiments of this specification, when the on-vehicle ATO receives the rain and snow reference information sent by the on-vehicle ATP, it can perform a braking test based on the rain and snow reference information when the on-vehicle ATO is in the cruise or deceleration stage, and determine the GEBR based on the test results.

[0065] According to an alternative embodiment of this specification, the on-vehicle ATO controls the train to run according to the reference braking rate. If the train does not slip during the process of running according to the reference braking rate, the reference braking rate can be determined as the GEBR.

[0066] According to another alternative embodiment of this specification, the on-vehicle ATO controls the train to run according to the reference braking rate. If the train slips during the process of running according to the reference braking rate, it can control the train to perform brake application and brake release operations to obtain the recovery braking rate after the train performs the brake application and brake release operations. Further, it can detect whether the recovery braking rate is lower than a preset threshold. If the recovery braking rate is lower than the preset threshold, it is determined that safety cannot be guaranteed, and emergency braking treatment and alarm are performed; if the recovery braking rate is not lower than the preset threshold and the train does not slip during the process of running according to the recovery braking rate, the recovery braking rate is determined as the GEBR; if the train cannot recover all the time, it is determined that safety cannot be guaranteed, and emergency braking treatment and alarm are performed.

[0067] Exemplarily, the preset threshold can be 0.75m / s 2 . When the recovery braking rate is lower than 0.75m / s 2 , it is determined that safety cannot be guaranteed.

[0068] S109: Control the train to enter the rain and snow mode and send the GEBR to the on-vehicle ATP.

[0069] In practical applications, when the on-vehicle ATO obtains the GEBR based on the braking test, it can control the train to enter the rain and snow mode and send the GEBR to the on-vehicle ATP.

[0070] S110: Switch the GEBR in the braking model.

[0071] According to one or more optional embodiments of this specification, when the on-vehicle ATP receives the GEBR sent by the on-vehicle ATO, the GEBR in the braking model can be switched to the GEBR sent by the on-vehicle ATO.

[0072] Furthermore, based on the switched GEBR in the braking model, the corresponding EBI can be calculated. This EBI can be understood as the EBI that can ensure the safe operation of the train, and can ensure that the train has sufficient safety braking distance in the case of triggering emergency braking.

[0073] In practical applications, the EBI corresponding to the rain and snow mode can be switched when the train stops running.

[0074] Applying this embodiment, by monitoring the skidding situation of the train through the on-vehicle ATP, the skidding braking rate of the train can be calculated and the full load rate of the train can be determined when the train skids; by sending the skidding braking rate and the full load rate to the ground ATP through the on-vehicle ATP, the ground ATP can calculate the rain and snow area and calculate the rain and snow grade based on the skidding braking rate and the full load rate; by reporting the rain and snow area and the rain and snow grade to the ATS through the ground ATP, the rain and snow mode authorization instruction and the authorized rain and snow grade issued by the ATS can be obtained, so that the reference braking rate and the reference maximum speed limit value of each train in the rain and snow area during real-time operation can be determined based on the authorized rain and snow grade, improving the accuracy and timeliness of the reference braking rate; by sending the reference braking rate and the reference maximum speed limit value to the on-vehicle ATP through the ground ATP, the on-vehicle ATP can control the on-vehicle ATO to perform a braking test, thereby determining the GEBR, improving the accuracy and reliability of the GEBR, so that the GEBR in the braking model can be switched, and a more accurate EBI can be obtained based on the switched GEBR, ensuring the driving safety of the train in the rain and snow mode and ensuring that the train has sufficient safety braking distance in the case of emergency braking.

[0075] See Figure 2 , Figure 2 shows an architecture diagram of a train management system 200 provided according to an embodiment of this specification. Specifically, the train management system 200 includes an on-vehicle ATP, a ground ATP, an ATS, and an on-vehicle ATO. Based on the train management system 200, the determination of the emergency braking rate of the train in the rain and snow mode can include the following S201-S208.

[0076] S201: Determine the rain and snow area according to the weather condition and predict the corresponding rain and snow grade.

[0077] According to one or more optional embodiments of this specification, the ATS can determine the rain and snow area according to the weather condition and predict the rain and snow grade corresponding to the rain and snow area.

[0078] S202: Send a rain and snow mode authorization instruction to authorize the rain and snow level.

[0079] In practical applications, when the ATS determines the rain and snow area based on the weather conditions and predicts the corresponding rain and snow level of the rain and snow area, it can directly send a rain and snow mode authorization instruction to the ground ATP to authorize the rain and snow level.

[0080] S203: Determine the rain and snow reference information according to the authorized rain and snow level.

[0081] S204: Send a command to enter the rain and snow mode and the rain and snow reference information.

[0082] S205: Send the rain and snow reference information to control the on-vehicle ATO to perform a braking test.

[0083] S206: Conduct a braking test according to the rain and snow reference information, and determine the GEBR based on the test results.

[0084] S207: Control the train to enter the rain and snow mode and send the GEBR to the on-vehicle ATP.

[0085] S208: Switch the GEBR in the braking model.

[0086] It should be noted that for the specific implementation methods of S203 - S208, the implementation processes of the above S105 - S110 can be referred to. This manual will not elaborate here.

[0087] Applying this embodiment, by the ATS determining the rain and snow area according to the weather conditions and predicting the corresponding rain and snow level of the rain and snow area, it can directly send a rain and snow mode authorization instruction to the ground ATP to authorize the rain and snow level, improving the determination efficiency of the rain and snow level; determining the reference braking rate and the reference maximum speed limit value of each train in the rain and snow area during the real-time operation based on the authorized rain and snow level can improve the accuracy and timeliness of the reference braking rate; by the ground ATP sending the reference braking rate and the reference maximum speed limit value to the on-vehicle ATP, the on-vehicle ATP can control the on-vehicle ATO to perform a braking test, thereby determining the GEBR, improving the accuracy and reliability of the GEBR, and thus being able to switch the GEBR in the braking model, obtaining a more accurate EBI based on the switched GEBR, ensuring the train operation safety in the rain and snow mode, and ensuring that the train has sufficient safety braking distance in the case of emergency braking.

[0088] See Figure 3 , Figure 3 shows a flowchart of a train management method provided according to an embodiment of this manual. Among them, the method is applied to the ground protection system and specifically includes the following steps.

[0089] Step 302: In response to a request to enter the rain and snow mode, determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area.

[0090] In practical applications, in response to a request to enter the rain and snow mode, the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area can be determined.

[0091] In an alternative embodiment of the present specification, the entry request is sent by a monitoring system, and the entry request carries the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area.

[0092] Determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to a request to enter the rain and snow mode may include the following steps: In response to a request to enter the rain and snow mode, obtain the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in the entry request.

[0093] In practical applications, the monitoring system can determine the rain and snow area according to the weather conditions and predict the rain and snow level corresponding to the rain and snow area. In this case, the monitoring system can send the rain and snow area and the corresponding authorized rain and snow level to the ground protection system through the request to enter the rain and snow mode.

[0094] Furthermore, the ground protection system can directly read the rain and snow area and the corresponding authorized rain and snow level from the entry request when receiving the entry request.

[0095] Applying this embodiment, by responding to a request to enter the rain and snow mode and obtaining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in the entry request, it is possible to receive the rain and snow mode entry instruction sent by the monitoring system according to the actual weather conditions and obtain the rain and snow area and the authorized rain and snow level directly issued by the monitoring system, realizing the real-time acquisition of the rain and snow level and improving the accuracy and effectiveness of the rain and snow level.

[0096] In another alternative embodiment of the present specification, the entry request carries the operation information of the first train, and the entry request is sent by the on-vehicle protection system of the first train, and the first train is a train that slips during operation.

[0097] Determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to a request to enter the rain and snow mode may include the following steps: Determine the rain and snow area according to the operation information and calculate the initial rain and snow level corresponding to the first train; Send the rain and snow area and the initial rain and snow level to the monitoring system; Receive the rain and snow mode authorization instruction returned by the monitoring system, where the rain and snow mode authorization instruction is used to indicate that each train within the rain and snow area is authorized to enter the rain and snow mode, and the rain and snow mode authorization instruction carries the authorized rain and snow level corresponding to the rain and snow area.

[0098] Specifically, the operation information may include the operation area of the train, the skid braking rate of the train, and the full load rate. The first train can be understood as the train that skids during operation.

[0099] Applying this embodiment, by determining the rain and snow area according to the operation information and calculating the initial rain and snow level corresponding to the first train; sending the rain and snow area and the initial rain and snow level to the monitoring system; receiving the rain and snow mode authorization instruction returned by the monitoring system, it is possible to determine the rain and snow area and the corresponding authorized rain and snow level based on the skid situation of the train during the real-time operation of the train, improving the accuracy and reliability of the rain and snow area and the authorized rain and snow level.

[0100] In an alternative embodiment of this specification, the operation information includes the operation area of the first train, the skid braking rate of the first train, and the full load rate.

[0101] Determining the rain and snow area according to the operation information and calculating the initial rain and snow level corresponding to the first train may include the following steps: Determine the train skid rate corresponding to the operation area. If the train skid rate exceeds the preset threshold, determine the operation area as the rain and snow area; Calculate the initial rain and snow level corresponding to the first train according to the skid braking rate and the full load rate.

[0102] Applying this embodiment, by determining the train skid rate corresponding to the operation area and determining the operation area as the rain and snow area if the train skid rate exceeds the preset threshold; calculating the initial rain and snow level corresponding to the first train according to the skid braking rate and the full load rate, it is possible to calculate the rain and snow area and the rain and snow level during the real-time operation of the train according to the deployed equipment and systems of the train, reducing the cost of external equipment and improving the accuracy of the rain and snow area and the rain and snow level.

[0103] In an alternative embodiment of this specification, calculating the initial rain and snow level corresponding to the first train according to the skid braking rate and the full load rate may include the following steps: Based on the full load rate, perform a weighted process on the skid braking rate to obtain the weighted skid braking rate; Obtain the initial rain and snow level corresponding to the first train according to the value range where the weighted skid braking rate is located.

[0104] Specifically, the rain and snow level is a value range divided according to the value range of GEBR in the rain and snow mode. The initial rain and snow level can be determined according to the value range where the weighted skid braking rate is located.

[0105] Optionally, the rain and snow levels can be divided into multiple levels according to the dry rail GEBR (which can also be understood as the GEBR in the best case) and the wet rail GEBR (which can also be understood as the GEBR in the worst case).

[0106] Exemplarily, the rain and snow levels are divided into 4 levels according to the value range between the dry rail GEBR and the wet rail GEBR. Among them, the GEBR of the dry rail is 1.05 m / s 2 , and the GEBR of the wet rail is 0.75 m / s 2 , then the value range of GEBR in the rain and snow mode is 1.05 m / s 2 -0.75 m / s 2 . Divided into four levels according to the gradient of 0.075 m / s 2 , four value intervals can be obtained: 1.05 m / s 2 -0.975 m / s 2 ; 0.975 m / s 2 -0.9 m / s 2 ; 0.9 m / s 2 -0.825 m / s 2 ; 0.825 m / s 2 -0.75 m / s 2 . Each of these four value intervals can correspond to a rain and snow level.

[0107] It should be noted that in the case where the weighted skid braking rate is lower than the preset braking rate threshold, it can be determined that the train safety cannot be guaranteed, and the train is subjected to emergency braking treatment and an alarm is given.

[0108] Exemplarily, if the wet rail GEBR (which can also be understood as the GEBR in the worst case) is 0.75 m / s 2 , then the preset braking rate threshold can be set to 0.75 m / s 2 . In the case where the weighted skid braking rate is lower than 0.75 m / s 2 , the train can be subjected to emergency braking treatment and an alarm is given.

[0109] Applying this embodiment, by weighting the skid braking rate based on the full load rate, the weighted skid braking rate is obtained; according to the value interval where the weighted skid braking rate is located, the initial rain and snow level corresponding to the first train is obtained, which can improve the accuracy of the initial rain and snow level.

[0110] Step 304: Determine each train within the rain and snow area, and determine the rain and snow reference information corresponding to each train according to the authorized rain and snow level.

[0111] In practical applications, in the case of determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, each train within the rain and snow area can be determined, and according to the authorized rain and snow level, the rain and snow reference information corresponding to each train can be determined.

[0112] According to one or more optional embodiments of this specification, determining the rain and snow reference information corresponding to each train according to the authorized rain and snow level may include the following steps: Determine the preset maximum speed limit value, and based on the preset maximum speed limit value, determine the reference maximum speed limit value corresponding to the rain and snow mode; Obtain the reference braking rate according to the value range corresponding to the authorized rain and snow level; Determine the reference maximum speed limit value and the reference braking rate as the rain and snow reference information corresponding to each train.

[0113] Specifically, the preset maximum speed limit value can be understood as the maximum speed limit value in the normal mode. Exemplarily, based on the preset maximum speed limit value, determining the reference maximum speed limit value corresponding to the rain and snow mode can be: take 60% of the preset maximum speed limit value to obtain the reference maximum speed limit value corresponding to the rain and snow mode.

[0114] Optionally, obtaining the reference braking rate according to the value range corresponding to the authorized rain and snow level may include: determining the minimum value within the value range as the reference braking rate.

[0115] Exemplarily, four value ranges: 1.05m / s 2 -0.975m / s 2 ; 0.975m / s 2 -0.9m / s 2 ; 0.9m / s 2 -0.825m / s 2 ; 0.825m / s 2 -0.75m / s 2 . If the authorized rain and snow level is 1.05m / s 2 -0.975m / s 2 , then the corresponding reference braking rate can be 0.975m / s 2 . If the authorized rain and snow level is 0.975m / s 2 -0.9m / s 2 , then the corresponding reference braking rate can be 0.9m / s 2 . If the authorized rain and snow level is 0.9m / s 2 -0.825m / s 2 , then the corresponding reference braking rate can be 0.825m / s 2 . If the authorized rain and snow level is 0.825m / s 2 -0.75m / s 2, the corresponding reference braking rate can be 0.75 m / s 2 .

[0116] Applying this embodiment, by obtaining the reference braking rate according to the value range corresponding to the authorized rain and snow level, the accuracy of the reference braking rate can be improved, so as to facilitate controlling the on-vehicle driving system to perform a braking test according to the reference braking rate and the reference maximum speed limit value, which is beneficial to improving the accuracy of GEBR and avoiding the influence of GEBR due to the reduction of the track adhesion coefficient.

[0117] Step 306: Send the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0118] In practical applications, when determining the rain and snow reference information corresponding to each train according to the authorized rain and snow level, the rain and snow reference information can be sent to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information.

[0119] Specifically, the emergency braking rate can be understood as GEBR. The emergency braking rate is obtained based on the test results of the train braking test.

[0120] Applying the train management method provided by the embodiments of this specification, in response to a request to enter the rain and snow mode, determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area; determine each train in the rain and snow area, and according to the authorized rain and snow level, determine the rain and snow reference information corresponding to each train; send the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0121] In this way, by responding to the request to enter the rain and snow mode and determining the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, it is possible to determine each train in the rain and snow area and the rain and snow reference information corresponding to the authorized rain and snow level during the train operation process, so as to realize the real-time calculation of the rain and snow area and the rain and snow reference information and improve the accuracy of the rain and snow area and the rain and snow reference information; by sending the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, it is possible to realize the test of the rain and snow reference information through the on-vehicle driving system during the train operation process, which is beneficial to improving the accuracy and reliability of the emergency braking rate and ensuring the safe operation of the train.

[0122] See Figure 4 ,Figure 4 The flowchart of a train management method provided according to an embodiment of this specification is shown. Among them, the method is applied to an on-vehicle protection system and specifically includes the following steps.

[0123] Step 402: Receive the rain and snow reference information sent by the ground protection system.

[0124] Step 404: Send the rain and snow reference information to the corresponding on-vehicle driving system so that the on-vehicle driving system conducts a train braking test based on the rain and snow reference information. Among them, the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode.

[0125] Step 406: Receive the emergency braking rate returned by the on-vehicle driving system and replace the initial emergency braking rate in the braking model with the emergency braking rate. The braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

[0126] Applying this embodiment, by receiving the rain and snow reference information sent by the ground protection system and sending the rain and snow reference information to the corresponding on-vehicle driving system, it is possible to control the on-vehicle driving system to conduct a train braking test based on the rain and snow reference information when the rain and snow reference information is received, so as to be able to adjust the operation parameters (such as GEBR, EBI, etc.) according to the actual situation of the train, and ensure the train operation safety while improving the operation efficiency.

[0127] See Figure 5 , Figure 5 The flowchart of a train management method provided according to an embodiment of this specification is shown. Among them, the method is applied to an on-vehicle driving system and specifically includes the following steps.

[0128] Step 502: Receive the rain and snow reference information sent by the on-vehicle protection system of the target train.

[0129] Step 504: Conduct a train braking test based on the rain and snow reference information and obtain the emergency braking rate of the target train in the rain and snow mode according to the test result.

[0130] Step 506: Return the emergency braking rate to the on-vehicle protection system and control the target train to enter the rain and snow mode.

[0131] Applying this embodiment, by conducting a train braking test based on the rain and snow reference information and obtaining the emergency braking rate of the target train in the rain and snow mode according to the test result, it is possible to adjust the operation parameters according to the actual situation of the train, reduce the external equipment cost, and improve the operation efficiency. Moreover, it can also identify uncontrollable scenarios and trigger an alarm in time when the braking rate of the train is lower than the GEBR in the most unfavorable situation, ensuring the train operation safety.

[0132] According to one or more optional embodiments of the present specification, the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate.

[0133] Performing a train braking test based on the rain and snow reference information may include the following steps: Controlling the target train to run at the reference maximum speed limit value according to the reference braking rate; Judging whether the target train slips; If not, determining the reference braking rate as the emergency braking rate.

[0134] Applying this embodiment, by controlling the target train to run according to the reference braking rate, when the target train does not slip while running according to the reference braking rate, determining the reference braking rate as the emergency braking rate can determine the GEBR in the rain and snow mode, improve the accuracy of the GEBR, and ensure the safety of train operation.

[0135] In an optional embodiment of the present specification, after judging whether the target train slips, the following steps may further be included: If so, controlling the target train to perform a braking operation and a brake release operation; Determining the recovery braking rate of the target train after performing the braking operation and the brake release operation; Controlling the target train to run at the reference maximum speed limit value according to the recovery braking rate, and when the target train meets the preset conditions, determining the recovery braking rate as the emergency braking rate.

[0136] Applying this embodiment, by controlling the target train to run according to the reference braking rate, when the target train slips while running according to the reference braking rate, controlling the target train to perform a braking operation and a brake release operation to obtain the recovery braking rate; when the target train does not slip while running according to the recovery braking rate, determining the recovery braking rate as the emergency braking rate can adjust the GEBR in the rain and snow mode according to the actual running situation of the train, improve the accuracy of the GEBR; at the same time, it can also identify uncontrollable scenarios and trigger an alarm in time to ensure the safety of train operation.

[0137] Corresponding to the above method embodiment, the present specification also provides an embodiment of a train management device. Figure 6 The structural schematic diagram of a train management device provided by an embodiment of the present specification is shown, wherein the device is configured in the ground protection system. As Figure 6 shown, the device includes: The first determination module 602: configured to determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to a request for entering the rain and snow mode.

[0138] The second determination module 604: configured to determine each train within the rain and snow area, and determine the rain and snow reference information corresponding to each train according to the authorized rain and snow level.

[0139] The first sending module 606: configured to send the rain and snow reference information to the on-vehicle protection systems of each train, so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

[0140] Optionally, the entry request carries the operation information of the first train, and the entry request is sent by the on-vehicle protection system of the first train, and the first train is the train that slips during operation; the first determination module 602 is further configured to: Determine the rain and snow area according to the operation information, and calculate the initial rain and snow level corresponding to the first train; Send the rain and snow area and the initial rain and snow level to the monitoring system; Receive the rain and snow mode authorization instruction returned by the monitoring system, wherein the rain and snow mode authorization instruction is used to instruct each train within the rain and snow area to be authorized to enter the rain and snow mode, and the rain and snow mode authorization instruction carries the authorized rain and snow level corresponding to the rain and snow area.

[0141] Optionally, the operation information includes the operation area of the first train, the skid braking rate of the first train, and the full load rate; the first determination module 602 is further configured to: Determine the train skid rate corresponding to the operation area, and determine the operation area as the rain and snow area when the train skid rate exceeds the preset threshold; Calculate the initial rain and snow level corresponding to the first train according to the skid braking rate and the full load rate.

[0142] Optionally, the first determination module 602 is further configured to: Perform a weighted process on the skid braking rate based on the full load rate to obtain a weighted skid braking rate; Obtain the initial rain and snow level corresponding to the first train according to the value range where the weighted skid braking rate is located.

[0143] Optionally, the entry request is sent by the monitoring system, and the entry request carries the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area; the first determination module 602 is further configured to: In response to the entry request for the rain and snow mode, obtain the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in the entry request.

[0144] Optionally, the second determination module 604 is further configured to: Determine the preset maximum speed limit value, and determine the reference maximum speed limit value corresponding to the rain and snow mode based on the preset maximum speed limit value; Obtain a reference braking rate according to the value range corresponding to the authorized rain and snow levels; Determine the reference maximum speed limit value and the reference braking rate as the rain and snow reference information corresponding to each train.

[0145] Applying this embodiment, by responding to a request to enter the rain and snow mode to determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, it is possible to determine each train within the rain and snow area and the rain and snow reference information corresponding to the authorized rain and snow level during the train operation, thereby realizing the real-time calculation of the rain and snow area and the rain and snow reference information and improving the accuracy of the rain and snow area and the rain and snow reference information; by sending the rain and snow reference information to the on-vehicle protection system of each train so that the on-vehicle protection system controls the corresponding on-vehicle driving system to perform a train braking test based on the rain and snow reference information, it is possible to perform a test on the rain and snow reference information through the on-vehicle driving system during the train operation, which is beneficial to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of train operation.

[0146] The above is a schematic solution of a train management device according to this embodiment. It should be noted that the technical solution of this train management device and the technical solution of the above train management method belong to the same concept. For the details not described in the technical solution of this train management device, reference can be made to the description of the technical solution of the above train management method.

[0147] Corresponding to the above method embodiment, this specification also provides an embodiment of a train management device. Figure 7 It shows a schematic structural diagram of a train management device provided by an embodiment of this specification, where the device is configured in an on-vehicle protection system. As Figure 7 shown, the device includes: The first receiving module 702: configured to receive the rain and snow reference information sent by the ground protection system.

[0148] The second sending module 704: configured to send the rain and snow reference information to the corresponding on-vehicle driving system so that the on-vehicle driving system performs a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode.

[0149] The replacement module 706: configured to receive the emergency braking rate returned by the on-vehicle driving system and replace the initial emergency braking rate in the braking model with the emergency braking rate, where the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

[0150] Applying this embodiment, by receiving the rain and snow reference information sent by the ground protection system and sending the rain and snow reference information to the corresponding on-vehicle driving system, it is possible to control the on-vehicle driving system to perform a train braking test based on the rain and snow reference information when the rain and snow reference information is received, so as to adjust the operation parameters (such as GEBR, EBI, etc.) according to the actual situation of the train, ensuring the train operation safety while improving the operation efficiency.

[0151] The above is a schematic solution of a train management device according to this embodiment. It should be noted that the technical solution of this train management device and the technical solution of the above train management method belong to the same concept. For the details not described in detail in the technical solution of the train management device, reference can be made to the description of the technical solution of the above train management method.

[0152] Corresponding to the above method embodiment, this specification also provides an embodiment of a train management device. Figure 8 Fig. shows a schematic structural diagram of a train management device provided by an embodiment of this specification, where the device is configured in an on-vehicle driving system. As Figure 8 shown, the device includes: The second receiving module 802: configured to receive the rain and snow reference information sent by the on-vehicle protection system of the target train.

[0153] The test module 804: configured to perform a train braking test based on the rain and snow reference information and obtain the emergency braking rate of the target train in the rain and snow mode according to the test result.

[0154] The control module 806: configured to return the emergency braking rate to the on-vehicle protection system and control the target train to enter the rain and snow mode.

[0155] Optionally, the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate; the test module 804 is further configured to: Control the target train to run at the reference maximum speed limit value according to the reference braking rate; Determine whether the target train slips; If not, determine the reference braking rate as the emergency braking rate.

[0156] Optionally, the test module 804 is further configured to: If so, control the target train to perform a brake application operation and a brake release operation; Determine the recovery braking rate of the target train after performing the brake application operation and the brake release operation; Control the target train to run at the reference maximum speed limit value according to the recovery braking rate, and determine the recovery braking rate as the emergency braking rate when the target train meets the preset conditions.

[0157] Applying this embodiment, by performing train braking tests based on rain and snow reference information and obtaining the emergency braking rate of the target train in the rain and snow mode according to the test results, the operating parameters can be adjusted according to the actual situation of the train, reducing the cost of external equipment and improving the operation efficiency. Moreover, it can also identify uncontrollable scenarios and trigger an alarm in a timely manner when the braking rate of the train is lower than the GEBR in the most unfavorable situation, ensuring the safety of train operation.

[0158] The above is a schematic solution of a train management device according to this embodiment. It should be noted that the technical solution of this train management device and the technical solution of the above train management method belong to the same concept. For the details not described in detail in the technical solution of the train management device, reference can be made to the description of the technical solution of the above train management method.

[0159] Figure 9 The structural block diagram of a computing device 900 provided according to an embodiment of this specification is shown. The components of the computing device 900 include but are not limited to a memory 910 and a processor 920. The processor 920 is connected to the memory 910 through a bus 930, and a database 950 is used to store data.

[0160] The computing device 900 further includes an access device 940, which enables the computing device 900 to communicate via one or more networks 960. Examples of these networks include the Public Switched Telephone Network (PSTN), Local Area Network (LAN), Wide Area Network (WAN), Personal Area Network (PAN), or a combination of communication networks such as the Internet. The access device 940 may include one or more of any type of wired or wireless network interfaces (for example, a network interface card (NIC)), such as an IEEE802.11 Wireless Local Area Network (WLAN) wireless interface, a Worldwide Interoperability for Microwave Access (Wi-MAX) interface, an Ethernet interface, a Universal Serial Bus (USB) interface, a cellular network interface, a Bluetooth interface, a Near Field Communication (NFC).

[0161] In an embodiment of this specification, the above components of the computing device 900 and Figure 9Other components not shown may also be connected to each other, for example, via a bus. It should be understood that Figure 9 The block diagram of the computing device shown is for illustrative purposes only and is not a limitation on the scope of this specification. Those skilled in the art can add or replace other components as needed.

[0162] The computing device 900 can be any type of stationary or mobile computing device, including a mobile computer or mobile computing device (e.g., a tablet computer, a personal digital assistant, a laptop computer, a notebook computer, a netbook, etc.), a mobile phone (e.g., a smartphone), a wearable computing device (e.g., a smartwatch, smart glasses, etc.) or other types of mobile devices, or a stationary computing device such as a desktop computer or a personal computer (PC). The computing device 900 can also be a mobile or stationary server.

[0163] Among them, the processor 920 is used to execute the following computer-executable instructions, and when the computer-executable instructions are executed by the processor, the steps of the above train management method are implemented.

[0164] The above is a schematic solution of a computing device in this embodiment. It should be noted that the technical solution of this computing device and the technical solution of the above train management method belong to the same concept. For the details not described in detail in the technical solution of the computing device, reference can be made to the description of the technical solution of the above train management method.

[0165] An embodiment of this specification also provides a computer-readable storage medium, which stores computer-executable instructions, and when the computer-executable instructions are executed by a processor, the steps of the above train management method are implemented.

[0166] The above is a schematic solution of a computer-readable storage medium in this embodiment. It should be noted that the technical solution of this storage medium and the technical solution of the above train management method belong to the same concept. For the details not described in detail in the technical solution of the storage medium, reference can be made to the description of the technical solution of the above train management method.

[0167] An embodiment of this specification also provides a computer program product, including a computer program / instructions, and when the computer program / instructions are executed by a processor, the steps of the above train management method are implemented.

[0168] The above is a schematic solution of a computer program product in this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the above train management method belong to the same concept. For the details not described in detail in the technical solution of the computer program product, reference can be made to the description of the technical solution of the above train management method.

[0169] The above description has been made of specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the acts or steps recited in the claims may be performed in a different order than in the embodiments and still achieve the desired result. Additionally, the processes depicted in the figures do not necessarily require the particular order or sequential order shown to achieve the desired result. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0170] The computer instructions include computer program code, which may be in the form of source code, object code, an executable file, or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, a recording medium, a USB flash drive, a portable hard disk, a magnetic disk, an optical disk, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunications signal, and a software distribution medium, etc. It should be noted that the content included in the computer-readable medium may be appropriately increased or decreased according to the requirements of patent practice. For example, in some regions, according to patent practice, the computer-readable medium does not include electrical carrier signals and telecommunications signals.

[0171] It should be noted that for the foregoing method embodiments, for the sake of simplicity of description, they are all expressed as a series of combinations of actions. However, those skilled in the art should know that the embodiments of this specification are not limited by the described order of actions, because according to the embodiments of this specification, certain steps may be performed in other orders or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the embodiments of this specification.

[0172] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference may be made to the relevant descriptions of other embodiments.

[0173] The preferred embodiments of this specification disclosed above are only used to help explain this specification. The alternative embodiments do not elaborate on all the details and do not limit the invention to only the specific embodiments described. Obviously, many modifications and variations can be made according to the content of the embodiments of this specification. This specification selects and specifically describes these embodiments to better explain the principles and practical applications of the embodiments of this specification, so that those skilled in the art can well understand and utilize this specification. This specification is only limited by the claims and their full scope and equivalents.

Claims

1. A train management method, characterized in that, Applied to a ground protection system, the method includes: In response to an entry request for a rain and snow mode, determining a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area; Determining each train within the rain and snow area, and determining rain and snow reference information corresponding to each train according to the authorized rain and snow level; Sending the rain and snow reference information to the on-vehicle protection systems of the respective trains, so that the on-vehicle protection systems control the corresponding on-vehicle driving systems to perform a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

2. The method according to claim 1, wherein The entry request carries the operation information of the first train, and the entry request is sent by the on-vehicle protection system of the first train, and the first train is a train that slips during operation; The step of, in response to an entry request for a rain and snow mode, determining a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area includes: Determining a rain and snow area according to the operation information, and calculating an initial rain and snow level corresponding to the first train; Sending the rain and snow area and the initial rain and snow level to a monitoring system; Receiving a rain and snow mode authorization instruction returned by the monitoring system, wherein the rain and snow mode authorization instruction is used to instruct each train within the rain and snow area to be authorized to enter the rain and snow mode, and the rain and snow mode authorization instruction carries the authorized rain and snow level corresponding to the rain and snow area.

3. The method according to claim 2, wherein The operation information includes the operation area of the first train, the skid braking rate of the first train, and the full load rate; The step of, according to the operation information, determining a rain and snow area and calculating an initial rain and snow level corresponding to the first train includes: Determining the train skid rate corresponding to the operation area, and determining the operation area as a rain and snow area when the train skid rate exceeds a preset threshold; Calculating an initial rain and snow level corresponding to the first train according to the skid braking rate and the full load rate.

4. The method according to claim 3, wherein The step of, according to the skid braking rate and the full load rate, calculating an initial rain and snow level corresponding to the first train includes: Performing a weighted process on the skid braking rate based on the full load rate to obtain a weighted skid braking rate; Obtaining an initial rain and snow level corresponding to the first train according to the value range where the weighted skid braking rate is located.

5. The method according to claim 1, wherein The entry request is sent by a monitoring system, and the entry request carries a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area; The step of, in response to an entry request for a rain and snow mode, determining a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area includes: In response to an entry request for a rain and snow mode, obtaining the rain and snow area and the authorized rain and snow level in the entry request.

6. The method according to any one of claims 1-5, characterized in that, The step of, according to the authorized rain and snow level, determining rain and snow reference information corresponding to each train includes: Determining a preset maximum speed limit value, and determining a reference maximum speed limit value corresponding to the rain and snow mode based on the preset maximum speed limit value; Obtaining a reference braking rate according to the value range corresponding to the authorized rain and snow level; Determining the reference maximum speed limit value and the reference braking rate as the rain and snow reference information corresponding to each train.

7. A train management method, characterized in that, An on-vehicle protection system applied to a target train, the method includes: Receiving rain and snow reference information sent by a ground protection system; Sending the rain and snow reference information to the corresponding on-vehicle driving system, so that the on-vehicle driving system conducts a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode; Receiving the emergency braking rate returned by the on-vehicle driving system, and replacing the initial emergency braking rate in the braking model with the emergency braking rate, wherein the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

8. A train management method, characterized in that An on-vehicle driving system applied to a target train, the method includes: Receiving rain and snow reference information sent by the on-vehicle protection system of the target train; Conducting a train braking test based on the rain and snow reference information, and obtaining the emergency braking rate of the target train in the rain and snow mode according to the test result; Returning the emergency braking rate to the on-vehicle protection system, and controlling the target train to enter the rain and snow mode.

9. The method according to claim 8, wherein The rain and snow reference information includes a reference maximum speed limit value and a reference braking rate; The conducting a train braking test based on the rain and snow reference information includes: Controlling the target train to run at the reference maximum speed limit value according to the reference braking rate; Judging whether the target train slips; If not, determining the reference braking rate as the emergency braking rate.

10. The method according to claim 9, characterized in that, After judging whether the target train slips, it further includes: If so, controlling the target train to perform a braking operation and a brake release operation; Determining the recovery braking rate of the target train after performing the braking operation and the brake release operation; Controlling the target train to run at the reference maximum speed limit value according to the recovery braking rate, and determining the recovery braking rate as the emergency braking rate when the target train meets a preset condition.

11. A train management system, characterized in that, Including an on-vehicle protection system, a ground protection system, a monitoring system and an on-vehicle driving system; The ground protection system is used to, in response to a request to enter the rain and snow mode, determine a rain and snow area and the authorized rain and snow level corresponding to the rain and snow area, wherein the authorized rain and snow level is obtained based on the authorization of the monitoring system; determine each train in the rain and snow area, and determine the rain and snow reference information corresponding to each train according to the authorized rain and snow level; send the rain and snow reference information to the on-vehicle protection systems of the respective trains; The on-vehicle protection system is used to receive the rain and snow reference information sent by the ground protection system; send the rain and snow reference information to the corresponding on-vehicle driving system; The on-vehicle driving system is used to receive the rain and snow reference information sent by the on-vehicle protection system; conduct a train braking test based on the rain and snow reference information, and obtain the emergency braking rate in the rain and snow mode according to the test result; return the emergency braking rate to the on-vehicle protection system; The in-vehicle protection system is further configured to receive the emergency braking rate returned by the in-vehicle driving system, and replace the initial emergency braking rate in the braking model with the emergency braking rate, where the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

12. A train management device, characterized in that, Configured in the ground protection system, the device includes: A first determination module, configured to determine a rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to a request to enter the rain and snow mode; A second determination module, configured to determine each train within the rain and snow area, and determine the rain and snow reference information corresponding to each train according to the authorized rain and snow level; A first sending module, configured to send the rain and snow reference information to the in-vehicle protection systems of the respective trains, so that the in-vehicle protection systems control the corresponding in-vehicle driving systems to perform a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the train in the rain and snow mode.

13. A train management device, characterized in that, Configured in the in-vehicle protection system of the target train, the device includes: A first receiving module, configured to receive the rain and snow reference information sent by the ground protection system; A second sending module, configured to send the rain and snow reference information to the corresponding in-vehicle driving system, so that the in-vehicle driving system performs a train braking test based on the rain and snow reference information, where the train braking test is used to determine the emergency braking rate of the target train in the rain and snow mode; A replacement module, configured to receive the emergency braking rate returned by the in-vehicle driving system, and replace the initial emergency braking rate in the braking model with the emergency braking rate, where the braking model is used to calculate the maximum speed limit value of the target train in the rain and snow mode based on the emergency braking rate.

14. A train management device, characterized in that, Configured in the in-vehicle driving system of the target train, the device includes: A second receiving module, configured to receive the rain and snow reference information sent by the in-vehicle protection system of the target train; A test module, configured to perform a train braking test based on the rain and snow reference information, and obtain the emergency braking rate of the target train in the rain and snow mode according to the test result; A control module, configured to return the emergency braking rate to the in-vehicle protection system and control the target train to enter the rain and snow mode.

15. A computing device, characterized in that, Includes: A memory and a processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer programs / instructions are executed by the processor, the steps of the train management method according to any one of claims 1-10 are implemented.

16. A computer-readable storage medium, characterized in that, It stores computer programs / instructions, and when the computer programs / instructions are executed by the processor, the steps of the train management method according to any one of claims 1-10 are implemented.

17. A computer program product, characterized in that, Includes computer programs / instructions, and when the computer programs / instructions are executed by the processor, the steps of the train management method according to any one of claims 1-10 are implemented.

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