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

Abstract

Embodiments of this specification provide a train management method, system, apparatus, device, medium, and program product, wherein the method includes: determining 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 a rain and snow mode; determining each train within the rain and snow area and, based on the authorized rain and snow level, determining rain and snow reference information corresponding to each train; transmitting the rain and snow reference information to the onboard protection system of each train, so that the onboard protection system controls the corresponding onboard 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 train's emergency braking rate in rain and snow mode. By determining the rain and snow area and the authorized rain and snow level, the rain and snow area and rain and snow reference information can be calculated in real time, improving their accuracy; testing the rain and snow reference information by the onboard driving system can improve the accuracy and reliability of the emergency braking rate, thereby ensuring train operation safety.

Description

Technical Field

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

[0002] With the continuous development of urban rail transit, autonomous train technology has made significant progress, bringing significant convenience to people's production and daily lives. The guaranteed emergency brake rate (GEBR) of a train under the most adverse conditions (hereinafter referred to as GEBR) refers to the minimum emergency braking rate that a train can achieve on straight track under a range of environmental conditions and the worst-case potential brake equipment failure mode. The GEBR directly affects the braking distance and time of a train in an emergency braking situation and is the basis for safe separation and safe speed protection.

[0003] Under normal circumstances, pre-configured GEBRs ensure a sufficiently long safe braking distance when a train encounters danger. However, in some special environments, such as rainy and snowy weather, the track surface is prone to being slippery, snowy, and icy, which can reduce friction between the train and the track. This in turn affects the train's traction and braking performance, resulting in an insufficient safe braking distance and a significant safety hazard. Summary of the Invention

[0004] In view of this, 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 onboard protection system, a train management method applied to an onboard driving system, a train management device configured for a ground protection system, a train management device configured for an onboard protection system, a train management device configured for an onboard driving system, a train management system, a computing device, a computer-readable storage medium, and a computer program product to address technical deficiencies in the prior art.

[0005] According to a first aspect of an embodiment of this specification, a train management method is provided, which is applied to a ground protection system, comprising:

[0006] In response to a request to enter a rain / snow mode, determining a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area;

[0007] Identify each train in the rain and snow area, and determine the rain and snow reference information corresponding to each train based on the authorized rain and snow level;

[0008] The rain and snow reference information is sent to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board 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 second aspect of the embodiments of this specification, a train management method is provided, which is applied to an onboard protection system, comprising:

[0010] Receive rain and snow reference information sent by the ground protection system;

[0011] Sending the rain and snow reference information to a corresponding onboard driving system so that the onboard driving system performs a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine an emergency braking rate of a target train in a rain and snow mode;

[0012] The emergency braking rate returned by the on-board driving system is received, and the initial emergency braking rate in the braking model is replaced 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.

[0013] According to a third aspect of the embodiments of this specification, a train management method is provided, which is applied to an onboard driving system, comprising:

[0014] Receive rain and snow reference information sent by the onboard protection system of the target train;

[0015] Conduct train braking tests based on rain and snow reference information, and obtain the emergency braking rate of the target train in rain and snow mode based on the test results;

[0016] Return the emergency braking rate to the onboard protection system and control the target train to enter rain and snow mode.

[0017] According to a fourth aspect of an embodiment of this specification, there is provided a train management system comprising an onboard protection system, a ground protection system, a monitoring system, and an onboard driving system;

[0018] The ground protection system is configured to, in response to a request to enter a rain / snow mode, determine a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area, wherein the authorized rain / snow level is obtained based on authorization by the monitoring system; determine each train within the rain / snow area, and determine rain / snow reference information corresponding to each train based on the authorized rain / snow level; and transmit the rain / snow reference information to an onboard protection system of each train;

[0019] The vehicle protection system is used to receive the rain and snow reference information sent by the ground protection system; and send the rain and snow reference information to the corresponding vehicle driving system;

[0020] The onboard driving system is configured to receive rain and snow reference information sent by the onboard protection system; perform a train braking test based on the rain and snow reference information, and obtain an emergency braking rate in the rain and snow mode based on the test results; and return the emergency braking rate to the onboard protection system;

[0021] The on-board protection system is also used to receive the emergency braking rate returned by the on-board 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 rain and snow mode based on the emergency braking rate.

[0022] According to a fifth aspect of the embodiments of this specification, a train management device is provided, configured in a ground protection system, comprising:

[0023] a first determining 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;

[0024] The second determination module is configured to determine each train in the rain and snow area and determine rain and snow reference information corresponding to each train according to the authorized rain and snow level;

[0025] The first sending module is configured to send rain and snow reference information to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board 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.

[0026] According to a sixth aspect of the embodiments of this specification, a train management device is provided, configured in an onboard protection system, comprising:

[0027] A first receiving module is configured to receive rain and snow reference information sent by the ground protection system;

[0028] a second sending module configured to send the rain and snow reference information to a corresponding on-board driving system, so that the on-board driving system performs a train braking test based on the rain and snow reference information, wherein the train braking test is used to determine an emergency braking rate of a target train in a rain and snow mode;

[0029] The replacement module is configured to receive the emergency braking rate returned by the on-board 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 rain and snow mode based on the emergency braking rate.

[0030] According to a seventh aspect of the embodiments of this specification, a train management device is provided, configured in an onboard driving system, comprising:

[0031] a second receiving module configured to receive rain and snow reference information sent by an onboard protection system of a target train;

[0032] a test module configured to perform a train braking test based on rain and snow reference information, and obtain an emergency braking rate of a target train in a rain and snow mode according to the test result;

[0033] The control module is configured to return the emergency braking rate to the onboard protection system and control the target train to enter the rain and snow mode.

[0034] According to an eighth aspect of the embodiments of this specification, a computing device is provided, including:

[0035] memory and processor;

[0036] 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.

[0037] According to a ninth aspect of the embodiments of this specification, a computer-readable storage medium is provided, which stores computer-executable instructions, which implement the steps of the above-mentioned train management method when executed by a processor.

[0038] According to a tenth aspect of the embodiments of this specification, a computer program product is provided, comprising a computer program / instruction, which implements the steps of the above-mentioned train management method when executed by a processor.

[0039] One embodiment of the present specification implements determining a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area in response to an entry request for a rain and snow mode; determining each train within the rain and snow area, and determining rain and snow reference information corresponding to each train based on the authorized rain and snow level; and sending the rain and snow reference information to the onboard protection system of each train, so that the onboard protection system controls the corresponding onboard 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.

[0040] In this way, by responding to the entry request for the rain and snow mode, the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area are determined, and during the operation of the train, the rain and snow reference information corresponding to each train in the rain and snow area and the authorized rain and snow level can be determined, thereby realizing 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-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to perform train braking test based on the rain and snow reference information, the rain and snow reference information can be tested by the on-board driving system during the operation of the train, which is conducive to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of the train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 This is an architecture diagram of a train management system 100 provided in one embodiment of this specification;

[0042] Figure 2 This is an architecture diagram of a train management system 200 provided in one embodiment of this specification;

[0043] Figure 3 is a flow chart of a train management method provided by one embodiment of this specification, wherein the method is applied to a ground protection system;

[0044] Figure 4 is a flow chart of a train management method provided by one embodiment of this specification, wherein the method is applied to an onboard protection system;

[0045] Figure 5 is a flow chart of a train management method provided by one embodiment of this specification, wherein the method is applied to an onboard driving system;

[0046] Figure 6 This is a schematic diagram of the structure of a train management device provided in one embodiment of this specification, wherein the device is configured in a ground protection system;

[0047] Figure 7 This is a schematic diagram of the structure of a train management device provided in one embodiment of this specification, wherein the device is configured in an onboard protection system;

[0048] Figure 8 This is a schematic diagram of the structure of a train management device provided in one embodiment of this specification, wherein the device is configured in an onboard driving system;

[0049] Figure 9 This is a structural block diagram of a computing device provided by one embodiment of this specification. DETAILED DESCRIPTION

[0050] The following description sets forth many specific details to facilitate a thorough understanding of this specification. However, this specification can be implemented in many other ways than those described herein, and those skilled in the art can make similar generalizations without violating the scope of this specification. Therefore, this specification is not limited to the specific implementations disclosed below.

[0051] The terms used in one or more embodiments of this specification are for the purpose of describing specific embodiments only and are not intended to limit one or more embodiments of this specification. The singular forms "a," "the," and "the" used in one or more embodiments of this specification and the appended claims are also intended to include 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 associated listed items.

[0052] It should be understood that although the terms first, second, etc. may be used to describe various information in one or more embodiments of this specification, 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 "at the time of" or "when" or "in response to determining".

[0053] 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 used for analysis, stored data, displayed data, etc.) involved in one or more embodiments of this specification are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0054] First, the terms involved in one or more embodiments of this specification are explained.

[0055] ATP (Automatic Train Protection): An onboard subsystem that directly ensures train safety and provides protection. The onboard ATP will be installed at the front and rear of each train. It uses speed sensors, speed radar, and odometers to achieve autonomous positioning, and uses a transponder to correct the train's position and speed information. It obtains the train's Movement Authorization (MA) through wireless communication (or variable data transponders), calculates and generates the train's control speed curve, and protects the train's position and speed to ensure operational safety. Ground-based ATP can be deployed in ground-based control systems to exchange data with each train's onboard ATP.

[0056] ATO (Automatic Train Operation): A subsystem of the Automatic Train Control (ATC) system, responsible for automated train operation. The ATO system uses ground-based information to control train driving and braking, including starting, accelerating, cruising, coasting, decelerating, and stopping.

[0057] ATS (Automatic Train Supervision): A distributed, real-time monitoring and control system that integrates modern data communications, computers, networks, and signaling technologies. The ATS subsystem coordinates with other subsystems to manage and control subway trains and signaling equipment. Its core equipment, located in the central layer of the signaling system, is used to automate the management and dispatch of high-density, high-volume urban rail transit. It is a comprehensive train command and dispatch control system.

[0058] GEBR (Guaranteed Emergency Brake Rate) is the minimum emergency braking rate a train can achieve on straight track under a range of environmental conditions and worst-case potential brake equipment failure modes. This parameter is central to system design, directly affecting the braking distance and time of a train in an emergency braking situation. It is the foundation of safe interval and safe speed protection.

[0059] EBI (Emergency Brake Initiation) is an important safety parameter in the field of rail transportation. It determines the speed at which the train needs to trigger emergency braking to ensure driving safety.

[0060] Rain and snow mode: It is a special operating mode adopted by the train control system when encountering severe weather conditions such as rain and snow. It can improve driving safety, stability and reliability under adverse weather conditions such as rain and snow.

[0061] During train operation, setting a reasonable EBI can improve train operation efficiency and shorten train running intervals while ensuring train safety. EBI is often calculated through the GEBR in the braking model.

[0062] However, in adverse weather conditions such as rain and snow, the tracks can become slippery due to accumulated water or ice, reducing the track's adhesion coefficient. This can easily lead to a decrease in GEBR, causing the EBI calculated based on the GEBR to be higher than the actual safe EBI, increasing braking distances and posing significant safety risks. For example, this can affect the train's traction, braking force, and stability, increasing the risk of slipping, skidding, and accidents.

[0063] In order to ensure the driving safety of trains under adverse weather conditions, an embodiment of the present specification provides a train management method, which determines the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to an entry request for the rain and snow mode; determines each train in the rain and snow area, and determines the rain and snow reference information corresponding to each train based on the authorized rain and snow level; sends the rain and snow reference information to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board 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.

[0064] In this way, by responding to the entry request for the rain and snow mode, the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area are determined, and during the operation of the train, the rain and snow reference information corresponding to each train in the rain and snow area and the authorized rain and snow level can be determined, thereby realizing 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-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to perform train braking test based on the rain and snow reference information, the rain and snow reference information can be tested by the on-board driving system during the operation of the train, which is conducive to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of the train operation.

[0065] This specification provides a train management method for use with a ground protection system. This specification also relates to a train management method for use with an onboard protection system, a train management method for use with an onboard driving system, a train management device for use with a ground protection system, a train management device for use with an onboard protection system, a train management device for use with an onboard driving system, a train management system, a computing device, a computer-readable storage medium, and a computer program product, each of which is described in detail in the following embodiments.

[0066] See also Figure 1 , Figure 1The following diagram illustrates the architecture of a train management system 100 according to one embodiment of this specification. Specifically, the train management system 100 includes an onboard ATP, a ground ATP, an ATS, and an onboard ATO. Determining the emergency braking rate of a train in rain and snow mode based on the train management system 100 may include the following steps S101-S110.

[0067] S101: Sending train slip information and full load rate.

[0068] In one or more optional embodiments of this specification, the on-board ATP may also be referred to as the on-board protection system; the ground ATP may also be referred to as the ground protection system; the ATS may also be referred to as the monitoring system; and the on-board ATO may also be referred to as the on-board driving system.

[0069] Specifically, the slip information can be understood as the slip braking rate calculated when the train slips. The full load rate can be understood as the train load, which can include empty, full, overloaded, etc.

[0070] Optionally, the on-board ATP can monitor the speed sensor and mass sensor in real time. In the event of a train slip, the speed sensor can be used to obtain the train's running speed at the time of the slip, and the slip braking rate can be calculated based on the train's running speed at the time of the slip; and the mass sensor can be used to obtain the full load rate of the train in the event of a slip.

[0071] In actual applications, the on-board ATP can send the train's slip information and load rate to the ground ATP when the train slips.

[0072] S102: Calculate the rain and snow area and the rain and snow level.

[0073] Specifically, the rain and snow area can be understood as the track section affected by severe weather conditions such as rain and snow. The rain and snow level is a value interval divided according to the value range of GEBR in the rain and snow mode.

[0074] Optionally, the rain and snow levels may be divided into multiple levels according to dry track GEBR (which may also be understood as the GEBR in the best case) and wet track GEBR (which may also be understood as the GEBR in the worst case).

[0075] For example, the rain and snow level is divided into 4 levels according to the range of values ​​between the dry rail GEBR and the wet rail GEBR. Among them, the dry rail GEBR is 1.05m / s 2 , the GEBR of wet rail is 0.75m / s 2 , then the value range of GEBR in rain and snow mode is 1.05m / s 2 -0.75m / s 2 . According to 0.075m / s 2The gradient is divided into four levels, and four value ranges can be obtained: 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 Each of these four value ranges can correspond to a level of rain or snow.

[0076] According to one or more optional embodiments of this specification, the ground ATP can calculate the rain and snow level corresponding to the slip braking rate based on the slip information and full load factor transmitted by the vehicle-mounted ATP. Furthermore, the rain and snow level corresponding to the slip braking rate can be determined based on the GEBR value range within which the slip braking rate falls.

[0077] In actual applications, since there may be multiple trains sending slip information to the ground ATP, in an optional embodiment of this specification, it is possible to determine whether the track section where the train is running is a rainy or snowy area based on the train slip rate corresponding to the track section where the train is running.

[0078] For example, if there are currently 10 trains running in the track section where the train is located, and 9 of them have sent slip information, it means that slippage is common among trains in the section, and the section can be determined as a rain and snow area.

[0079] In another optional embodiment of the present specification, the track section corresponding to the train that sent the slip information can also be directly determined as a rain and snow area.

[0080] S103: Send a rain and snow mode application request and report the rain and snow area and rain and snow level.

[0081] In actual applications, after the ground ATP calculates the rain and snow area and rain and snow level, it can report the rain and snow area and rain and snow level to the ATS through a rain and snow mode application request.

[0082] S104: Issue a rain and snow mode authorization instruction to authorize the rain and snow level.

[0083] In actual applications, ATS can authorize the rain and snow mode based on the rain and snow area and rain and snow level reported by the ground ATP, and send the rain and snow mode authorization instruction to the ground ATP.

[0084] 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.

[0085] S105: Determine rain and snow reference information according to the authorized rain and snow level.

[0086] During the actual implementation process, the ground ATP can determine the rain and snow area and the corresponding authorized rain and snow level based on the rain and snow mode authorization instructions sent by the ATS; and then determine the rain and snow reference information corresponding to the authorized rain and snow level.

[0087] Specifically, the rain and snow reference information may include a reference braking rate and a reference maximum speed limit value.

[0088] Optionally, the reference braking rate may be the minimum value within the GEBR value range corresponding to the authorized rain or snow level.

[0089] For example, assuming 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 .

[0090] Optionally, the reference maximum speed limit value may be obtained based on a ratio of the maximum speed limit value in the normal mode to that in the rain or snow mode.

[0091] For example, the ratio corresponding to the rain and snow mode may be 60%. Assuming that the maximum speed limit value in the normal mode is 30 m / s, the reference maximum speed limit value may be 18 m / s.

[0092] S106: Sending a command to enter the rain and snow mode and rain and snow reference information.

[0093] In actual applications, after determining the rain and snow reference information corresponding to the authorized rain and snow level, the ground ATP can send a command to enter the rain and snow mode and the rain and snow reference information to the on-board ATP.

[0094] S107: Send rain and snow reference information to control the vehicle's ATO to perform a brake test.

[0095] In the actual implementation process, when the on-board 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-board ATO to control the on-board ATO to perform braking tests based on the rain and snow reference information.

[0096] S108: Perform a brake test according to the rain and snow reference information, and determine the GEBR based on the test results.

[0097] In one or more optional embodiments of the present specification, upon receiving the rain and snow reference information sent by the on-board ATP, the on-board ATO can perform a braking test based on the rain and snow reference information when the on-board ATO is in the cruising or deceleration stage, and determine the GEBR based on the test results.

[0098] According to an optional embodiment of the present specification, the onboard ATO controls the train to run according to a reference braking rate. If the train does not slip while running according to the reference braking rate, the reference braking rate can be determined as GEBR.

[0099] According to another optional embodiment of the present specification, the onboard automatic braking control (ATO) controls the train to operate according to a reference braking rate. If the train slips while operating according to the reference braking rate, the train can be controlled to perform braking and releasing operations, and the recovery braking rate of the train after the braking and releasing operations can be obtained. Furthermore, it can be detected 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, emergency braking is performed, and an alarm is issued. If the recovery braking rate is not lower than the preset threshold and the train does not slip while operating according to the recovery braking rate, the recovery braking rate is determined to be GEBR. If the train cannot recover, it is determined that safety cannot be guaranteed, emergency braking is performed, and an alarm is issued.

[0100] For example, the preset threshold value may be 0.75 m / s 2 When the recovery braking rate is lower than 0.75m / s 2 In this case, it is determined that safety cannot be guaranteed.

[0101] S109: Control the train to enter rain and snow mode and send GEBR to the onboard ATP.

[0102] In actual applications, when the on-board ATO obtains GEBR based on braking tests, it can control the train to enter rain and snow mode and send the GEBR to the on-board ATP.

[0103] S110: Switching the GEBR in the braking model.

[0104] According to one or more optional embodiments of the present specification, when the on-board ATP receives the GEBR sent by the on-board ATO, the GEBR in the braking model may be switched to the GEBR sent by the on-board ATO.

[0105] Furthermore, based on the switched GEBR in the braking model, the corresponding EBI can be calculated. This EBI can be understood as an EBI that can ensure the safety of train operation and can ensure that the train has a sufficient safe braking distance when emergency braking is triggered.

[0106] In actual applications, the EBI corresponding to the rain and snow mode can be switched when the train stops running.

[0107] In this embodiment, the onboard ATP monitors train slippage. In the event of a train slip, the train's slip braking rate can be calculated and the train's load factor can be determined. The onboard ATP transmits the slip braking rate and load factor to the ground ATP, enabling the ground ATP to calculate the rain and snow area and, based on the slip braking rate and load factor, the rain and snow level. The ground ATP reports the rain and snow area and level to the ATS, obtaining the rain and snow mode authorization instruction and authorized rain and snow level issued by the ATS. This allows the reference braking rate and reference maximum speed limit for each train in the rain and snow area to be determined based on the authorized rain and snow level, thereby improving the accuracy and timeliness of the reference braking rate. The ground ATP transmits the reference braking rate and reference maximum speed limit to the onboard ATP, enabling the onboard ATP to control the onboard ATO to perform a braking test to determine the EBR, improving the accuracy and reliability of the EBR. This allows the EBR in the braking model to be switched, and a more accurate EBI to be obtained based on the switched EBR, ensuring safe operation of the train in rain and snow mode and sufficient safe braking distance for the train in emergency braking situations.

[0108] See also Figure 2 , Figure 2 The following diagram illustrates the architecture of a train management system 200 according to one embodiment of this specification. Specifically, the train management system 200 includes an onboard ATP, a ground ATP, an ATS, and an onboard ATO. Determining the emergency braking rate of a train in rain and snow mode based on the train management system 200 may include the following steps S201-S208.

[0109] S201: Determine the rain and snow area and predict the corresponding rain and snow level based on the weather conditions.

[0110] According to one or more optional embodiments of the present specification, the ATS may determine rain and snow areas based on weather conditions, and predict rain and snow levels corresponding to the rain and snow areas.

[0111] S202: Issue a rain and snow mode authorization instruction to authorize the rain and snow level.

[0112] In actual applications, when ATS determines the rain and snow area based on weather conditions and predicts the corresponding rain and snow level in the rain and snow area, it can directly send rain and snow mode authorization instructions to the ground ATP to authorize the rain and snow level.

[0113] S203: Determine rain and snow reference information according to the authorized rain and snow level.

[0114] S204: Sending a command to enter the rain and snow mode and rain and snow reference information.

[0115] S205: Send rain and snow reference information to control the vehicle's ATO to perform a brake test.

[0116] S206: Perform a brake test according to the rain and snow reference information, and determine the GEBR based on the test results.

[0117] S207: Control the train to enter the rain and snow mode and send GEBR to the onboard ATP.

[0118] S208: Switching the GEBR in the braking model.

[0119] It should be noted that the specific implementation of S203-S208 can refer to the implementation process of S105-S110 above, and will not be described in detail in this specification.

[0120] By applying this embodiment, the ATS determines the rain and snow area according to the weather conditions and predicts the rain and snow level corresponding to the rain and snow area. The rain and snow mode authorization instruction can be directly issued to the ground ATP to authorize the rain and snow level, thereby improving the efficiency of determining the rain and snow level; based on the authorized rain and snow level, the reference braking rate and reference maximum speed limit value of each train in the rain and snow area during real-time operation are determined, which can improve the accuracy and timeliness of the reference braking rate; the reference braking rate and reference maximum speed limit value are sent to the on-board ATP through the ground ATP, which can enable the on-board ATP to control the on-board 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, and obtain a more accurate EBI based on the switched GEBR, thereby ensuring the driving safety of the train in the rain and snow mode and ensuring that the train has sufficient safe braking distance in the event of emergency braking.

[0121] See also Figure 3 , Figure 3 A flow chart of a train management method provided according to an embodiment of the present specification is shown, wherein the method is applied to a ground protection system and specifically includes the following steps.

[0122] Step 302: In response to a request to enter the rain / snow mode, determine a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area.

[0123] In actual applications, in response to a request to enter the rain and snow mode, a rain and snow area and an authorized rain and snow level corresponding to the rain and snow area may be determined.

[0124] In an optional embodiment of the present specification, 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.

[0125] In response to a request to enter a rain / snow mode, determining a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area may include the following steps:

[0126] In response to an entry request for a rain / snow mode, a rain / snow area in the entry request and an authorized rain / snow level corresponding to the rain / snow area are obtained.

[0127] In practical applications, the monitoring system can determine rain and snow areas based on weather conditions and predict the corresponding rain and snow levels. In this case, the monitoring system can send the rain and snow areas and the corresponding authorized rain and snow levels to the ground protection system via an entry request for rain and snow mode.

[0128] Furthermore, upon receiving an entry request, the ground protection system may directly read the rain and snow area and the corresponding authorized rain and snow level from the entry request.

[0129] By applying this embodiment, by responding to an entry request for the rain and snow mode, obtaining the rain and snow area in the entry request and the authorized rain and snow level corresponding to the rain and snow area, 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 directly issued by the monitoring system and the authorized rain and snow level corresponding to the rain and snow area, thereby realizing real-time acquisition of the rain and snow level and improving the accuracy and effectiveness of the rain and snow level.

[0130] In another optional embodiment of the present specification, the entry request carries the operation information of the first train, and the entry request is sent by the onboard protection system of the first train. The first train is a train that slips during operation.

[0131] In response to a request to enter a rain / snow mode, determining a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area may include the following steps:

[0132] Determine the rain and snow area based on the operation information and calculate the initial rain and snow level corresponding to the first train;

[0133] Send rain and snow areas and initial rain and snow levels to the monitoring system;

[0134] 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 in 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.

[0135] Specifically, the operation information may include the operation area of ​​the train, the slip braking rate and the full load rate of the train. The first train may be understood as a train that slips during operation.

[0136] By applying this embodiment, the rain and snow area is determined based on the operation information, and the initial rain and snow level corresponding to the first train is calculated; the rain and snow area and the initial rain and snow level are sent to the monitoring system; and the rain and snow mode authorization instruction returned by the monitoring system is received. This can determine the rain and snow area and the corresponding authorized rain and snow level based on the train's slippage during real-time operation of the train, thereby improving the accuracy and reliability of the rain and snow area and the authorized rain and snow level.

[0137] In an optional embodiment of the present specification, the operation information includes the operation area of ​​the first train, the slip braking rate and the full load rate of the first train.

[0138] Determining the rain and snow area based on the operation information and calculating the initial rain and snow level corresponding to the first train may include the following steps:

[0139] Determine a train slip rate corresponding to the operating area, and determine that the operating area is a rainy or snowy area when the train slip rate exceeds a preset threshold;

[0140] Calculate the initial rain and snow level corresponding to the first train based on the slip braking rate and full load rate.

[0141] By applying this embodiment, the train slip rate corresponding to the operating area is determined. When the train slip rate exceeds a preset threshold, the operating area is determined to be a rain and snow area; based on the slip braking rate and the full load rate, the initial rain and snow level corresponding to the first train is calculated. Based on the equipment and systems deployed on the train, the rain and snow area and rain and snow level during the real-time operation of the train can be calculated, which can reduce the cost of external equipment and improve the accuracy of the rain and snow area and rain and snow level.

[0142] In an optional embodiment of the present specification, calculating the initial rain and snow level corresponding to the first train according to the slip braking rate and the full load rate may include the following steps:

[0143] Based on the full load rate, the skid braking rate is weighted to obtain a weighted skid braking rate;

[0144] According to the value range of the weighted slip braking rate, the initial rain and snow level corresponding to the first train is obtained.

[0145] Specifically, the rain and snow level is a value interval 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 interval of the weighted skidding brake rate.

[0146] Optionally, the rain and snow levels may be divided into multiple levels according to dry track GEBR (which may also be understood as the GEBR in the best case) and wet track GEBR (which may also be understood as the GEBR in the worst case).

[0147] For example, the rain and snow level is divided into 4 levels according to the range of values ​​between the dry rail GEBR and the wet rail GEBR. Among them, the dry rail GEBR is 1.05m / s 2 , the GEBR of wet rail is 0.75m / s 2 , then the value range of GEBR in rain and snow mode is 1.05m / s 2 -0.75m / s 2 . According to 0.075m / s 2 The gradient is divided into four levels, and four value ranges can be obtained: 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 Each of these four value ranges can correspond to a level of rain or snow.

[0148] It should be noted that when the weighted slip braking rate is lower than the preset braking rate threshold, it can be determined that the safety of the train cannot be guaranteed, and the train will be emergency braked and an alarm will be issued.

[0149] For example, if the wet rail GEBR (which can also be understood as the worst-case GEBR) is 0.75 m / s 2 , the preset braking rate threshold can be set to 0.75m / s 2 The weighted skid braking rate is less than 0.75m / s 2 In this case, the train can be emergency braked and the alarm can be sounded.

[0150] By applying this embodiment, the slip braking rate is weighted based on the full load rate to obtain a weighted slip braking rate; according to the value range of the weighted slip braking rate, 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.

[0151] Step 304: 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.

[0152] In actual applications, when the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area are determined, each train in the rain and snow area can be determined, and the rain and snow reference information corresponding to each train can be determined according to the authorized rain and snow level.

[0153] According to one or more optional embodiments of the present specification, determining rain and snow reference information corresponding to each train according to the authorized rain and snow level may include the following steps:

[0154] Determining a preset maximum speed limit value, and determining a reference maximum speed limit value corresponding to a rain and snow mode based on the preset maximum speed limit value;

[0155] Obtain a reference braking rate based on the value range corresponding to the authorized rain and snow level;

[0156] The reference maximum speed limit value and the reference braking rate are determined as the rain and snow reference information corresponding to each train.

[0157] Specifically, the preset maximum speed limit value can be understood as the maximum speed limit value in normal mode. For example, based on the preset maximum speed limit value, determining the reference maximum speed limit value corresponding to the rain and snow mode can be as follows: taking 60% of the preset maximum speed limit value to obtain the reference maximum speed limit value corresponding to the rain and snow mode.

[0158] Optionally, obtaining the reference braking rate according to the value interval corresponding to the authorized rain and snow level may include: determining the minimum value in the value interval as the reference braking rate.

[0159] For example, four value intervals: 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 , then the corresponding reference braking rate can be 0.75m / s 2 .

[0160] By applying this embodiment, the reference braking rate is obtained according to the value range corresponding to the authorized rain and snow level, which can improve the accuracy of the reference braking rate. This makes it easier to control the vehicle driving system to perform braking tests based on the reference braking rate and the reference maximum speed limit value, which is beneficial to improving the accuracy of GEBR and avoiding the GEBR being affected by the reduction of the track adhesion coefficient.

[0161] Step 306: Send the rain and snow reference information to the onboard protection system of each train, so that the onboard protection system controls the corresponding onboard 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.

[0162] In actual applications, when the rain and snow reference information corresponding to each train is determined according to the authorized rain and snow level, the rain and snow reference information can be sent to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to perform train braking tests based on the rain and snow reference information.

[0163] Specifically, the emergency braking rate can be understood as GEBR, which is obtained based on the test results of the train braking test.

[0164] The train management method provided in the embodiments of this specification is applied to determine the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area in response to an entry request for the rain and snow mode; determine each train in the rain and snow area, and determine the rain and snow reference information corresponding to each train based on the authorized rain and snow level; send the rain and snow reference information to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board 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.

[0165] In this way, by responding to the entry request for the rain and snow mode, the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area are determined, and during the operation of the train, the rain and snow reference information corresponding to each train in the rain and snow area and the authorized rain and snow level can be determined, thereby realizing 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-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to perform train braking test based on the rain and snow reference information, the rain and snow reference information can be tested by the on-board driving system during the operation of the train, which is conducive to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of the train operation.

[0166] See also Figure 4 , Figure 4A flow chart of a train management method provided according to one embodiment of the present specification is shown, wherein the method is applied to an on-board protection system and specifically includes the following steps.

[0167] Step 402: Receive rain and snow reference information sent by the ground protection system.

[0168] Step 404: Send the rain and snow reference information to the corresponding on-board driving system, so that the on-board 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.

[0169] Step 406: Receive the emergency braking rate returned by the onboard 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.

[0170] By 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-board driving system, it is possible to control the on-board 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 that the operating parameters (GEBR, EBI, etc.) can be adjusted according to the actual situation of the train, thereby ensuring the safety of train operation on the basis of improving operational efficiency.

[0171] See also Figure 5 , Figure 5 A flow chart of a train management method provided according to one embodiment of the present specification is shown, wherein the method is applied to an on-board driving system and specifically includes the following steps.

[0172] Step 502: Receive rain and snow reference information sent by the onboard protection system of the target train.

[0173] Step 504: 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 results.

[0174] Step 506: Return the emergency braking rate to the onboard protection system, and control the target train to enter the rain and snow mode.

[0175] By applying this embodiment, a train braking test is performed based on rain and snow reference information, and the emergency braking rate of the target train in the rain and snow mode is obtained according to the test results. The operating parameters can be adjusted according to the actual situation of the train, thereby reducing the cost of external equipment and improving operational efficiency. In addition, it can also identify uncontrollable scenarios and trigger an alarm in time when the braking rate of the train is lower than the GEBR under the most unfavorable conditions, thereby ensuring the safety of train operation.

[0176] According to one or more optional embodiments of the present disclosure, the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate.

[0177] Performing a train brake test based on rain and snow reference information may include the following steps:

[0178] Control the target train to run at the reference maximum speed limit and according to the reference braking rate;

[0179] Determine whether the target train is skidding;

[0180] If not, the reference braking rate is determined as the emergency braking rate.

[0181] By applying this embodiment, by controlling the target train to run according to the reference braking rate, when the target train runs according to the reference braking rate without slipping, the reference braking rate is determined as the emergency braking rate, so that the GEBR in the rain and snow mode can be determined, the accuracy of the GEBR can be improved, and the safety of train operation can be ensured.

[0182] In an optional embodiment of the present invention, after determining whether the target train has skidded, the following steps may be further included:

[0183] If yes, the target train is controlled to perform brake operation and brake release operation;

[0184] Determine the recovery braking rate of the target train after the brake operation and release operation;

[0185] The target train is controlled to run according to the recovery braking rate under the reference maximum speed limit value, and when the target train meets the preset conditions, the recovery braking rate is determined as the emergency braking rate.

[0186] By applying this embodiment, the target train is controlled to run according to the reference braking rate. When the target train slips when running according to the reference braking rate, the target train is controlled to perform braking operations and releasing operations to obtain the recovery braking rate. When the target train does not slip when running according to the recovery braking rate, the recovery braking rate is determined as the emergency braking rate. The GEBR in the rain and snow mode can be adjusted according to the actual operation conditions of the train, thereby improving the accuracy of the GEBR. At the same time, it can also identify uncontrollable scenarios, trigger alarms in time, and ensure the safety of train operation.

[0187] Corresponding to the above method embodiment, this specification also provides a train management device embodiment, Figure 6 FIG1 shows a structural diagram of a train management device provided by an embodiment of this specification, wherein the device is configured in a ground protection system. Figure 6 As shown, the device includes:

[0188] The first determining module 602 is 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.

[0189] The second determining module 604 is configured to 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.

[0190] The first sending module 606 is configured to send the rain and snow reference information to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board 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.

[0191] Optionally, the entry request carries operation information of the first train, and the entry request is sent by an onboard protection system of the first train, where the first train is a train that has slipped during operation; the first determining module 602 is further configured to:

[0192] Determine the rain and snow area based on the operation information and calculate the initial rain and snow level corresponding to the first train;

[0193] Send rain and snow areas and initial rain and snow levels to the monitoring system;

[0194] 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 in 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.

[0195] Optionally, the operation information includes an operation area of ​​the first train, a slip braking rate, and a full load rate of the first train; and the first determining module 602 is further configured to:

[0196] Determine a train slip rate corresponding to the operating area, and determine that the operating area is a rainy or snowy area when the train slip rate exceeds a preset threshold;

[0197] Calculate the initial rain and snow level corresponding to the first train based on the slip braking rate and full load rate.

[0198] Optionally, the first determining module 602 is further configured to:

[0199] Based on the full load rate, the skid braking rate is weighted to obtain a weighted skid braking rate;

[0200] According to the value range of the weighted slip braking rate, the initial rain and snow level corresponding to the first train is obtained.

[0201] 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:

[0202] In response to an entry request for a rain / snow mode, a rain / snow area in the entry request and an authorized rain / snow level corresponding to the rain / snow area are obtained.

[0203] Optionally, the second determining module 604 is further configured to:

[0204] Determining a preset maximum speed limit value, and determining a reference maximum speed limit value corresponding to a rain and snow mode based on the preset maximum speed limit value;

[0205] Obtain a reference braking rate based on the value range corresponding to the authorized rain and snow level;

[0206] The reference maximum speed limit value and the reference braking rate are determined as the rain and snow reference information corresponding to each train.

[0207] By applying this embodiment, by responding to an entry request for the rain and snow mode, the rain and snow area and the authorized rain and snow level corresponding to the rain and snow area are determined. During the operation of the train, the rain and snow reference information corresponding to each train in the rain and snow area and the authorized rain and snow level can be determined, thereby realizing 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-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to perform a train braking test based on the rain and snow reference information, the rain and snow reference information can be tested by the on-board driving system during the operation of the train, which is beneficial to improving the accuracy and reliability of the emergency braking rate and ensuring the safety of the train operation.

[0208] The above is a schematic diagram of a train management device according to this embodiment. It should be noted that the technical solution of the train management device and the technical solution of the aforementioned train management method are of the same concept. For details not described in detail in the technical solution of the train management device, please refer to the description of the technical solution of the aforementioned train management method.

[0209] Corresponding to the above method embodiment, this specification also provides a train management device embodiment, Figure 7 FIG1 shows a schematic diagram of the structure of a train management device provided by an embodiment of this specification, wherein the device is configured in a vehicle-mounted protection system. Figure 7 As shown, the device includes:

[0210] The first receiving module 702 is configured to receive rain and snow reference information sent by the ground protection system.

[0211] The second sending module 704 is configured to send the rain and snow reference information to the corresponding on-board driving system, so that the on-board 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.

[0212] Replacement module 706: is configured to receive the emergency braking rate returned by the on-board 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.

[0213] By 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-board driving system, it is possible to control the on-board 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 that the operating parameters (GEBR, EBI, etc.) can be adjusted according to the actual situation of the train, thereby ensuring the safety of train operation on the basis of improving operational efficiency.

[0214] The above is a schematic diagram of a train management device according to this embodiment. It should be noted that the technical solution of the train management device and the technical solution of the aforementioned train management method are of the same concept. For details not described in detail in the technical solution of the train management device, please refer to the description of the technical solution of the aforementioned train management method.

[0215] Corresponding to the above method embodiment, this specification also provides a train management device embodiment, Figure 8 FIG1 shows a structural diagram of a train management device provided by an embodiment of this specification, wherein the device is configured in a vehicle driving system. Figure 8 As shown, the device includes:

[0216] The second receiving module 802 is configured to receive rain and snow reference information sent by the onboard protection system of the target train.

[0217] The testing module 804 is 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 results.

[0218] The control module 806 is configured to return the emergency braking rate to the onboard protection system and control the target train to enter the rain and snow mode.

[0219] Optionally, the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate; the testing module 804 is further configured to:

[0220] Control the target train to run at the reference maximum speed limit and according to the reference braking rate;

[0221] Determine whether the target train is skidding;

[0222] If not, the reference braking rate is determined as the emergency braking rate.

[0223] Optionally, the testing module 804 is further configured to:

[0224] If yes, the target train is controlled to perform brake operation and brake release operation;

[0225] Determine the recovery braking rate of the target train after the brake operation and release operation;

[0226] The target train is controlled to run according to the recovery braking rate under the reference maximum speed limit value, and when the target train meets the preset conditions, the recovery braking rate is determined as the emergency braking rate.

[0227] By applying this embodiment, a train braking test is performed based on rain and snow reference information, and the emergency braking rate of the target train in the rain and snow mode is obtained according to the test results. The operating parameters can be adjusted according to the actual situation of the train, thereby reducing the cost of external equipment and improving operational efficiency. In addition, it can also identify uncontrollable scenarios and trigger an alarm in time when the braking rate of the train is lower than the GEBR under the most unfavorable conditions, thereby ensuring the safety of train operation.

[0228] The above is a schematic diagram of a train management device according to this embodiment. It should be noted that the technical solution of the train management device and the technical solution of the aforementioned train management method are of the same concept. For details not described in detail in the technical solution of the train management device, please refer to the description of the technical solution of the aforementioned train management method.

[0229] Figure 9 The block diagram of a computing device 900 according to one embodiment of the present disclosure is shown. 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 via a bus 930, and a database 950 is used to store data.

[0230] The computing device 900 also includes an access device 940 that enables the computing device 900 to communicate via one or more networks 960. Examples of such networks include a public switched telephone network (PSTN), a local area network (LAN), a wide area network (WAN), a 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 network interface (e.g., a network interface card (NIC)) whether wired or wireless, such as an IEEE 802.11 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, or a near field communication (NFC) interface.

[0231] In one embodiment of the present specification, the above components of the computing device 900 and Figure 9 Other components not shown in the figure may also be connected to each other, for example, via a bus. Figure 9 The computing device structure block diagram shown is for illustrative purposes only and is not intended to limit the scope of this specification. Those skilled in the art may add or replace other components as needed.

[0232] 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, personal digital assistant, laptop computer, notebook computer, netbook computer, 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 personal computer (PC). Computing device 900 can also be a mobile or stationary server.

[0233] The processor 920 is configured to execute the following computer-executable instructions, which, when executed by the processor, implement the steps of the above-mentioned train management method.

[0234] The above is a schematic diagram of a computing device according to this embodiment. It should be noted that the technical solution of the computing device and the technical solution of the train management method described above are of the same concept. For details not described in detail in the technical solution of the computing device, please refer to the description of the technical solution of the train management method described above.

[0235] An embodiment of the present specification further provides a computer-readable storage medium storing computer-executable instructions, which implement the steps of the above-mentioned train management method when executed by a processor.

[0236] The above is a schematic scheme of a computer-readable storage medium of this embodiment. It should be noted that the technical scheme of the storage medium and the technical scheme of the above-mentioned train management method are based on the same concept. For details not described in detail in the technical scheme of the storage medium, please refer to the description of the technical scheme of the above-mentioned train management method.

[0237] An embodiment of the present specification further provides a computer program product, comprising a computer program / instruction, which implements the steps of the above-mentioned train management method when executed by a processor.

[0238] The above is a schematic diagram of a computer program product according to this embodiment. It should be noted that the technical solution of this computer program product and the technical solution of the aforementioned train management method are based on the same concept. For details not described in detail in the technical solution of the computer program product, please refer to the description of the technical solution of the aforementioned train management method.

[0239] The foregoing description of this specification describes specific embodiments. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims can be performed in an order different from that described in the embodiments and still achieve the desired results. Furthermore, the processes depicted in the accompanying drawings do not necessarily require the specific order shown or the sequential order to achieve the desired results. In certain embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0240] The computer instructions include computer program code, which may be in source code form, object code form, executable file, or some intermediate form. The computer-readable medium may include any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard drive, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal, and software distribution medium. It should be noted that the content of the computer-readable medium may be appropriately increased or decreased based on the requirements of patent practice. For example, in some regions, according to patent practice, computer-readable media does not include electric carrier signals and telecommunication signals.

[0241] It should be noted that for the aforementioned method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations, but those skilled in the art should be aware that the embodiments of this specification are not limited by the order of the actions described, because according to the embodiments of this specification, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the embodiments of this specification.

[0242] In the above embodiments, the description of each embodiment has its own focus. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0243] The preferred embodiments disclosed above are intended only to help illustrate this specification. The optional embodiments do not exhaustively describe all details, nor do they limit the invention to the specific embodiments described. Obviously, many modifications and variations can be made based on the content of the embodiments of this specification. This specification selects and specifically describes these embodiments in order to better explain the principles and practical applications of the embodiments of this specification, so that those skilled in the art can better understand and utilize this specification. This specification is limited only 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 comprises: In response to a request to enter a rain / snow mode, determining a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area, wherein the authorized rain / snow level is configured with a corresponding value range of an emergency braking rate; Determine each train within the rain and snow area, obtain a reference braking rate based on a value range of the emergency braking rate corresponding to the authorized rain and snow level, and determine the reference maximum speed limit value corresponding to the rain and snow mode and the reference braking rate as rain and snow reference information corresponding to each train, wherein the reference maximum speed limit value corresponding to the rain and snow mode is obtained based on a ratio of the maximum speed limit value in the normal mode to the rain and snow mode; The rain and snow reference information is sent to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to control the corresponding target train to operate at the reference maximum speed limit value according to the reference braking rate. If the target train does not slip during operation, the reference braking rate is determined as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, the target train is controlled to perform braking and releasing operations to obtain a recovery braking rate, and the target train is controlled to operate at the reference maximum speed limit value according to the recovery braking rate. When the target train meets the preset conditions, the recovery braking rate is determined as the emergency braking rate of the target train in the rain and snow mode.

2. The method according to claim 1, characterized in that The entry request carries operation information of a first train, and the entry request is sent by an onboard protection system of the first train, where the first train is a train that has skidded during operation; The determining, in response to the entry request for the rain / snow mode, a rain / snow area and an authorized rain / snow level corresponding to the rain / 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; 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 in 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, characterized in that The operation information includes the operation area of ​​the first train, the slip braking rate and the full load rate of the first train; The determining of the rain and snow area according to the operation information and calculating the initial rain and snow level corresponding to the first train includes: determining a train slip rate corresponding to the operating area, and determining that the operating area is a rainy or snowy area when the train slip rate exceeds a preset threshold; An initial rain and snow level corresponding to the first train is calculated according to the slip braking rate and the full load rate.

4. The method according to claim 3, characterized in that The calculating, according to the slip braking rate and the full load rate, the initial rain and snow level corresponding to the first train includes: performing weighted processing on the skidding braking rate based on the full load rate to obtain a weighted skidding braking rate; An initial rain and snow level corresponding to the first train is obtained according to a value range of the weighted slip braking rate.

5. The method according to claim 1, wherein 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 determining, in response to the entry request for the rain / snow mode, a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area includes: In response to an entry request for a rain / snow mode, a rain / snow area in the entry request and an authorized rain / snow level corresponding to the rain / snow area are obtained.

6. A train management method, characterized in that: The onboard protection system applied to a target train comprises: receiving rain and snow reference information sent by a ground protection system, wherein the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate corresponding to a rain and snow mode; The rain and snow reference information is sent to a corresponding on-board driving system, so that the on-board driving system controls the corresponding target train to operate at the reference maximum speed limit value according to the reference braking rate. If the target train does not slip during operation, the reference braking rate is determined as the emergency braking rate of the target train in the rain and snow mode. If the target train slips during operation, the target train is controlled to perform brake engagement and release operations to obtain a recovery braking rate. The target train is controlled to operate at the reference maximum speed limit value according to the recovery braking rate. If the target train meets a preset condition, the recovery braking rate is determined as the emergency braking rate of the target train in the rain and snow mode. Receive the emergency braking rate returned by the on-board 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.

7. A train management method, characterized in that: The method applied to the onboard driving system of the target train includes: Receiving rain and snow reference information sent by the onboard protection system of the target train, wherein the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate corresponding to a rain and snow mode; controlling the target train to operate at the reference maximum speed limit according to the reference braking rate; if the target train does not slip during operation, determining the reference braking rate as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, controlling the target train to perform brake engagement and brake release operations to obtain a recovery braking rate, controlling the target train to operate at the reference maximum speed limit according to the recovery braking rate, and determining the recovery braking rate as the emergency braking rate of the target train in the rain and snow mode if the target train meets a preset condition; The emergency braking rate is returned to the onboard protection system, and the target train is controlled to enter a rain and snow mode.

8. A train management system, characterized in that: Including vehicle protection system, ground protection system, monitoring system and vehicle driving system; The ground protection system is configured to, in response to a request to enter a rain / snow mode, determine a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area, wherein the authorized rain / snow level is configured with a corresponding value range of an emergency braking rate, and the authorized rain / snow level is obtained based on authorization by the monitoring system; determine each train within the rain / snow area, obtain a reference braking rate based on the value range of the emergency braking rate corresponding to the authorized rain / snow level, determine a reference maximum speed limit value corresponding to the rain / snow mode and the reference braking rate as rain / snow reference information corresponding to each train, wherein the reference maximum speed limit value corresponding to the rain / snow mode is obtained based on the maximum speed limit value in the normal mode and the ratio corresponding to the rain / snow mode; and send the rain / snow reference information to the onboard protection system of each train; The vehicle-mounted protection system is configured to receive rain and snow reference information sent by the ground protection system; and send the rain and snow reference information to the corresponding vehicle-mounted driving system; The on-board driving system is used to receive the rain and snow reference information sent by the on-board protection system; control the corresponding target train to operate at the reference maximum speed limit value according to the reference braking rate; if the target train does not slip during operation, the reference braking rate is determined as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, the target train is controlled to perform braking and releasing operations to obtain a recovery braking rate, control the target train to operate at the reference maximum speed limit value according to the recovery braking rate, and if the target train meets a preset condition, determine the recovery braking rate as the emergency braking rate of the target train in the rain and snow mode; and return the emergency braking rate to the on-board protection system; The on-board protection system is also used to receive the emergency braking rate returned by the on-board 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.

9. A train management device, characterized in that: Configured in a ground protection system, the device includes: a first determining module configured to, in response to a request to enter a rain / snow mode, determine a rain / snow area and an authorized rain / snow level corresponding to the rain / snow area, wherein the authorized rain / snow level is configured with a corresponding value range of an emergency braking rate; The second determining module is configured to determine, for each train in the rain and snow area, obtain a reference braking rate based on a value range of the emergency braking rate corresponding to the authorized rain and snow level, and determine the reference maximum speed limit value corresponding to the rain and snow mode and the reference braking rate as rain and snow reference information corresponding to each train, wherein the reference maximum speed limit value corresponding to the rain and snow mode is obtained based on a ratio of the maximum speed limit value in the normal mode to the rain and snow mode; The first sending module is configured to send the rain and snow reference information to the on-board protection system of each train, so that the on-board protection system controls the corresponding on-board driving system to control the corresponding target train to operate at the reference maximum speed limit value according to the reference braking rate. If the target train does not slip during operation, the reference braking rate is determined as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, the target train is controlled to perform braking and releasing operations to obtain a recovery braking rate, and the target train is controlled to operate at the reference maximum speed limit value according to the recovery braking rate. When the target train meets the preset conditions, the recovery braking rate is determined as the emergency braking rate of the target train in the rain and snow mode.

10. A train management device, characterized in that: An onboard protection system configured on a target train, the device comprising: A first receiving module is configured to receive rain and snow reference information sent by a ground protection system, wherein the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate corresponding to a rain and snow mode; a second sending module configured to send the rain and snow reference information to a corresponding on-board driving system, so that the on-board driving system controls the corresponding target train to operate at the reference maximum speed limit value according to the reference braking rate; if the target train does not slip during operation, the reference braking rate is determined as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, the target train is controlled to perform braking and releasing operations to obtain a recovery braking rate, and the target train is controlled to operate at the reference maximum speed limit value according to the recovery braking rate; and if the target train meets a preset condition, the recovery braking rate is determined as the emergency braking rate of the target train in the rain and snow mode; A replacement module is configured to receive the emergency braking rate returned by the on-board 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.

11. A train management device, characterized in that: An onboard driving system configured on a target train, the device comprising: a second receiving module configured to receive rain and snow reference information sent by the onboard protection system of the target train, wherein the rain and snow reference information includes a reference maximum speed limit value and a reference braking rate corresponding to the rain and snow mode; a test module configured to control the target train to operate at the reference maximum speed limit according to the reference braking rate; if the target train does not slip during operation, determine the reference braking rate as the emergency braking rate of the target train in the rain and snow mode; if the target train slips during operation, control the target train to perform brake engagement and release operations to obtain a recovery braking rate, control the target train to operate at the reference maximum speed limit according to the recovery braking rate, and determine the recovery braking rate as the emergency braking rate of the target train in the rain and snow mode if the target train meets a preset condition; The control module is configured to return the emergency braking rate to the onboard protection system and control the target train to enter a rain and snow mode.

12. A computing device, characterized in that include: memory and processor; The memory is used to store computer programs / instructions, and the processor is used to execute the computer programs / instructions. When the computer program / instructions are executed by the processor, the steps of the train management method according to any one of claims 1 to 7 are implemented.

13. A computer-readable storage medium, characterized in that It stores a computer program / instruction, which, when executed by a processor, implements the steps of the train management method according to any one of claims 1 to 7.

14. A computer program product, characterized in that The method comprises a computer program / instruction, which, when executed by a processor, implements the steps of the train management method according to any one of claims 1 to 7.

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