Train safe operation control method and train

Abstract

The invention provides a train safe operation control method and a train, which can be applied to the technical field of rail vehicle control, and the method comprises the following steps: in response to a front obstacle signal detected during the operation of the train, obtaining the operation state information of the train and a front obstacle, the running state information comprises the real-time distance between the train and the front obstacle, the train speed, the speed of the front obstacle and the train position; determining a braking strategy type according to the train speed and the train position under the condition that the train speed is greater than the front obstacle speed; under the condition that the real-time distance is not within the safe distance range of the initial braking level corresponding to the braking strategy type, the initial braking level is adjusted according to the real-time distance and the distance upper limit and the distance lower limit corresponding to the safe distance range, and the target braking level is determined; and determining a safety control strategy based on the target braking level, and controlling safe operation of the train based on the safety control strategy.

Description

Technical Field

[0001] The present disclosure relates to the field of rail vehicle control technology, and more particularly to a train safe operation control method and a train. Background Art

[0002] Signaling systems are generally responsible for protecting trains from one another. When a signaling system fails or is isolated, such as in the event of a foreign object intrusion or a natural disaster, it significantly impacts the train signaling system and the train will operate at the speed limit. Furthermore, urban rail transit trains commonly use cameras and radar for obstacle detection, but these systems are generally poorly correlated with the train's operational scenarios and operational control measures. When obstacles are detected, they only issue alarms or warnings, leading to blind braking. They fail to determine the optimal braking control strategy based on multiple factors, resulting in low train efficiency. Summary of the Invention

[0003] In view of the above problems, the present disclosure provides a train safe operation control method and a train.

[0004] According to a first aspect of the present disclosure, a method for controlling safe operation of a train is provided, comprising: in response to a front obstacle signal detected during train operation, obtaining operating status information of the train and the front obstacle, wherein the operating status information includes the real-time distance between the train and the front obstacle, the train speed, the front obstacle speed, and the train position; when the train speed is greater than the front obstacle speed, determining a braking strategy type based on the train speed and the train position; when the real-time distance is not within a safe distance range of an initial braking level corresponding to the braking strategy type, adjusting the initial braking level based on the real-time distance, an upper distance limit, and a lower distance limit corresponding to the safe distance range, and determining a target braking level; determining a safety control strategy based on the target braking level, and controlling safe operation of the train based on the safety control strategy.

[0005] According to an embodiment of the present disclosure, determining the braking strategy type based on the train speed and the train position includes: determining a conservative braking strategy when the train speed is greater than a preset speed threshold or the train position is located in a first area; determining a non-conservative braking strategy when the train speed is less than or equal to the preset speed threshold and the train position is located in a second area, wherein the train running speed specified in the first area is higher than the train running speed specified in the second area, and the deceleration of the initial braking level corresponding to the conservative braking strategy is greater than the deceleration of the initial braking level corresponding to the non-conservative braking strategy.

[0006] According to an embodiment of the present disclosure, the initial braking level is adjusted according to the real-time distance, the upper and lower distance limits corresponding to the safety distance range, and the target braking level is determined, including: when the real-time distance is less than the lower distance limit, the initial braking level is upgraded and adjusted to obtain a first adjustment level, wherein the first adjustment level is higher than the initial braking level, and the deceleration of the first adjustment level is greater than the deceleration of the initial braking level; when the real-time distance is within the safety distance range corresponding to the first adjustment level, the first adjustment level is determined as the target braking level; when the real-time distance is not within the safety distance range corresponding to the first adjustment level, the first adjustment level is upgraded and adjusted to determine the target braking level.

[0007] According to an embodiment of the present disclosure, the initial braking level is adjusted according to the real-time distance, the upper and lower distance limits corresponding to the safety distance range, and determining the target braking level also includes: when the real-time distance is greater than the upper limit of the distance, the initial braking level is downgraded to obtain a second adjustment level, wherein the second adjustment level is lower than the initial braking level, and the deceleration of the second adjustment level is less than the deceleration of the initial braking level; when the real-time distance is within the safety distance range corresponding to the second adjustment level, the second adjustment level is determined as the target braking level; when the real-time distance is not within the safety distance range corresponding to the second adjustment level, the second adjustment level is downgraded to determine the target braking level.

[0008] According to an embodiment of the present disclosure, the safety distance range corresponding to the initial braking level is determined based on the following operations: determining the braking distance according to the deceleration corresponding to the initial braking level, the train speed and the speed of the obstacle ahead; determining the lower limit of the distance according to the braking distance, the reaction distance, the reserved safety distance and the train length; determining the upper limit of the distance according to the initial braking level, the train speed and the status of the train protection system; determining the safety distance range corresponding to the initial braking level according to the lower limit and the upper limit of the distance.

[0009] According to an embodiment of the present disclosure, the upper limit of the distance is determined according to the initial braking level, the train speed and the status of the train protection system, including: when the initial braking level is greater than the first braking level, the initial braking level is downgraded to obtain a second adjustment level; the upper limit of the distance is determined according to the deceleration, reaction distance, reserved safety distance and train length corresponding to the second adjustment level; when the initial braking level is equal to the first braking level and the status of the train protection system is an abnormal state, the upper limit of the distance is determined according to the train speed, the preset speed threshold and the train speed.

[0010] According to an embodiment of the present disclosure, determining the upper limit of distance based on the train speed, the preset speed threshold, and the train speed includes: when the train speed is less than or equal to the preset speed threshold, determining the upper limit of distance based on the deceleration of the first braking level, the deceleration of the second adjustment level, the reaction distance, the reserved safety distance, and the train length; when the train speed is greater than the preset speed threshold, determining the preset train running distance as the upper limit of distance.

[0011] According to an embodiment of the present disclosure, the reaction distance is determined based on the following operations: the reaction distance is determined according to the monitoring delay time, the decision response time, and the train speed.

[0012] According to an embodiment of the present disclosure, the train safe operation control method also includes: in the event of a train failure, detecting the fault type; adjusting the train speed according to the emergency braking strategy corresponding to the fault type to obtain the train adjusted speed; determining the target braking level according to the train adjusted speed, real-time distance, speed of the obstacle ahead, and train position; and sending the fault type to the rear train on the track where the train is located so that the rear train can adjust its operating speed.

[0013] According to a first aspect of the present disclosure, a train is provided, comprising a train safety operation control device, which is configured as follows: a response module for acquiring operation status information of the train and the obstacle ahead in response to a front obstacle signal detected during train operation, wherein the operation status information includes the real-time distance between the train and the obstacle ahead, the train speed, the speed of the obstacle ahead, and the position of the train; a decision module for determining a braking strategy type based on the train speed and the train position when the train speed is greater than the speed of the obstacle ahead; a determination module for adjusting the initial braking level based on the real-time distance, an upper distance limit, and a lower distance limit corresponding to the safety distance range to determine a target braking level when the real-time distance is not within a safety distance range of the initial braking level corresponding to the braking strategy type; and a control module for determining a safety control strategy based on the target braking level, and controlling the safe operation of the train based on the safety control strategy.

[0014] According to the embodiments of the present disclosure, by linking the operating status information of the obstacle ahead detected by the equipment with the train operation control system, the initial braking level is comprehensively adjusted according to the train position, train speed, speed of the obstacle ahead, real-time distance and safety distance range, and the target braking level is determined. Then, the deceleration and safety control strategy corresponding to the target braking level are applied to ensure that the real-time distance between the train and the obstacle is within the safety distance range corresponding to the target braking level. This can ensure that the train stops in front of the obstacle and that the rationality of the braking level selection is ensured. Blind braking is avoided, excessive consumption of train resources is avoided, and train safety is improved while taking into account train operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] The above contents and other objects, features and advantages of the present disclosure will become more apparent through the following description of the embodiments of the present disclosure with reference to the accompanying drawings, in which:

[0016] Figure 1 The following is a diagram showing an application scenario of the train safety operation control method according to an embodiment of the present disclosure;

[0017] Figure 2 A flow chart of a train safety operation control method according to an embodiment of the present disclosure is shown;

[0018] Figure 3 A flowchart for determining a braking strategy type according to an embodiment of the present disclosure is shown;

[0019] Figure 4 A flowchart for determining a target braking level according to an embodiment of the present disclosure is shown;

[0020] Figure 5 A flowchart for determining a target braking level according to another embodiment of the present disclosure is shown;

[0021] Figure 6 A flowchart of controlling braking under train equipment failure according to an embodiment of the present disclosure is shown;

[0022] Figure 7 A block diagram of a train safety operation control device according to an embodiment of the present application is shown. DETAILED DESCRIPTION

[0023] Hereinafter, embodiments of the present disclosure will be described with reference to the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and are not intended to limit the scope of the present disclosure. In the detailed description below, for ease of explanation, many specific details are set forth to provide a comprehensive understanding of the embodiments of the present disclosure. However, it is apparent that one or more embodiments may also be implemented without these specific details. In addition, in the following description, descriptions of well-known structures and technologies are omitted to avoid unnecessary confusion of the concepts of the present disclosure.

[0024] The terms used herein are only for describing specific embodiments and are not intended to limit the present disclosure. The terms "comprise," "include," etc. used herein indicate the presence of features, steps, operations, and / or components, but do not exclude the presence or addition of one or more other features, steps, operations, or components.

[0025] All terms used herein (including technical and scientific terms) have the meanings commonly understood by those skilled in the art unless otherwise defined. It should be noted that the terms used herein should be interpreted as having a meaning consistent with the context of this specification and should not be interpreted in an idealized or overly rigid manner.

[0026] When expressions such as "at least one of A, B, and C, etc." are used, they should generally be interpreted in accordance with the meaning commonly understood by those skilled in the art (for example, "a system having at least one of A, B, and C" should include but is not limited to a system having A alone, B alone, C alone, A and B, A and C, B and C, and / or A, B, C, etc.).

[0027] In the technical solutions disclosed herein, the acquisition, storage, and application of user personal information involved all comply with relevant laws and regulations, employ necessary confidentiality measures, and do not violate public order and good morals. In the technical solutions disclosed herein, user authorization or consent is obtained before obtaining or collecting user personal information.

[0028] The inventors discovered that currently, signal systems are generally responsible for safety between trains. When signal systems fail or become isolated, such as in the event of a foreign object intrusion or a natural disaster, this significantly impacts the train signal system, forcing the train to operate at the speed limit. Furthermore, urban rail transit trains commonly use cameras and radar for obstacle detection, but these systems are generally poorly correlated with the train's operational scenarios and operational control measures. When obstacles are detected, they only issue alarms or warnings, leading to blind braking. They fail to integrate multiple factors to determine the optimal braking control strategy, resulting in low train efficiency.

[0029] To at least partially address the technical issues in the related art, the present disclosure provides a method for controlling safe train operation. The method comprises: in response to a forward obstacle signal detected during train operation, obtaining operating status information of the train and the forward obstacle, wherein the operating status information includes the real-time distance between the train and the forward obstacle, the train speed, the forward obstacle speed, and the train position; when the train speed exceeds the forward obstacle speed, determining a braking strategy type based on the train speed and the train position; when the real-time distance is not within a safe distance range of an initial braking level corresponding to the braking strategy type, adjusting the initial braking level based on the real-time distance, an upper distance limit, and a lower distance limit corresponding to the safe distance range to determine a target braking level; determining a safety control strategy based on the target braking level, and controlling safe train operation based on the safety control strategy.

[0030] In the technical solution of the present invention, the user information involved (including but not limited to user personal information, user image information, user device information, such as location information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) are all information and data authorized by the user or fully authorized by all parties, and the collection, storage, use, processing, transmission, provision, disclosure and application of the relevant data comply with relevant laws, regulations and standards, take necessary confidentiality measures, do not violate public order and good morals, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0031] Figure 1 An application scenario diagram of the train safe operation control method according to an embodiment of the present disclosure is shown.

[0032] like Figure 1 As shown, train operation data comes from the train environment perception system, which comprises an onboard system, existing vehicle systems, and a ground system. The onboard system includes an intelligent perception unit installed on the train, a train safety protection system, and a train control system. The train control system comprises a train operation control unit and a wireless communication unit, while the ground system comprises a ground perception unit, a ground data processing center, and a wireless communication unit. The wireless communication unit of the train control system communicates with the wireless communication unit on the ground system. The perception unit provides the train with out-of-line-of-sight train operation data. Ground data is uploaded to the train via wireless communication, and the train-ground data is integrated to generate comprehensive environmental data within the train's safe operating range on the onboard side (covering the safe range at all speed levels). The onboard system is equipped with various perception methods, such as video and radar, capable of detecting the type, distance, speed, and location of environmental hazards in the forward direction of the train.

[0033] The ground sensing unit consists of trackside data collection equipment and a data processing center. Trackside data collection equipment includes but is not limited to visual equipment, lidar, secondary radar, etc. installed in key areas such as track mainline sections, tunnel entrances, switches, and level crossings. It collects information such as construction information on the road, crossing intrusions, abnormal weather, etc., and sends it to the trackside processing equipment after comprehensive judgment. Trackside equipment also includes wireless transmission equipment. The ground positioning system can be implemented using various means such as electronic tags, radars, and transponders. Information exchange and ranging between trains can be completed by secondary radars or other equipment with wireless communication. On-board speed measurement and ranging can be completed by various means such as radar, video, and speed sensors.

[0034] The vehicle's existing systems include a traction unit, a braking unit, a door control unit, and other systems. The vehicle's existing systems feed back the train equipment status to the train operation control unit. The train control unit obtains train operation data and environmental data for data analysis and processing, determines the train operation control strategy, and sends the train operation control strategy to the vehicle's existing equipment. The vehicle's existing equipment is the operation control strategy execution agency, which controls the train operation or parking according to traction and braking commands.

[0035] Figure 2 A flow chart of a train safety operation control method according to an embodiment of the present disclosure is shown.

[0036] like Figure 2 As shown, the train safety operation control method of this embodiment includes operations S210 to S240.

[0037] In operation S210 , in response to a forward obstacle signal detected during train operation, operation status information of the train and the forward obstacle is acquired.

[0038] According to an embodiment of the present disclosure, the active train safety protection system includes a train operating environment sensing device, an information processing device, and an interface with the train operation control system. Before a train departs or while it is running, the train operating environment sensing device (such as a radar) detects obstacles ahead of the train in real time. Upon detecting an obstacle ahead of the train, it obtains information about the operating status of the train and the obstacle ahead.

[0039] According to an embodiment of the present disclosure, the running status information includes the real-time distance between the train and the obstacle ahead, the train speed, the speed of the obstacle ahead, and the train position. The train speed is the real-time running speed of the train, and the obstacle ahead speed is the real-time running speed of the obstacle ahead.

[0040] In operation S220 , when the train speed is greater than the speed of the obstacle ahead, a braking strategy type is determined according to the train speed and the train position.

[0041] According to an embodiment of the present disclosure, when the obstacle ahead is stationary and poses a danger to the train operation, the train active safety protection system calculates the braking distance required to apply various levels of braking to stop the train based on the real-time distance between the train and the obstacle ahead and the train speed, decides on the control measures that the train should take, and controls the train to stop in front of the obstacle ahead.

[0042] According to an embodiment of the present disclosure, when the train speed is less than or equal to the speed of the obstacle ahead, there is no collision risk, and the train is prompted to continue running without taking braking measures.

[0043] According to an embodiment of the present disclosure, when the train speed is greater than the speed of the obstacle ahead, there is a risk of collision between the train and the vehicle. The control algorithm of the train operation control system is activated to prevent the vehicle from colliding.

[0044] According to embodiments of the present disclosure, a braking strategy type is a control strategy designed to achieve safe operation during train deceleration or stopping. Examples include conservative and non-conservative braking strategies. The conservative braking strategy provides greater braking force, maximizing vehicle safety. For example, the preset speed threshold may be 60 km / h.

[0045] According to an embodiment of the present disclosure, during the operation of a train, a train operation control module is started to obtain the train position, and the train operation status is comprehensively judged based on the train speed and train position, thereby determining the braking strategy type.

[0046] For example, when the train speed is greater than 60 km / h or the train is located in a line area or a station area, a conservative braking strategy type is determined.

[0047] In operation S230 , if the real-time distance is not within the safety distance range of the initial braking level corresponding to the braking strategy type, the initial braking level is adjusted according to the real-time distance, the upper and lower distance limits corresponding to the safety distance range, and the target braking level is determined.

[0048] According to an embodiment of the present disclosure, a mapping relationship between braking strategy type and initial braking level is pre-constructed in the train system. For example, the initial braking level corresponding to the conservative braking strategy type is level seven common braking, and the initial braking level corresponding to the non-conservative braking strategy type is level four common braking.

[0049] According to an embodiment of the present disclosure, the braking level is a classification of the magnitude of the braking force applied by the train during braking. Different braking levels correspond to different braking forces, thereby achieving effective control of the train speed.

[0050] According to an embodiment of the present disclosure, an initial braking level is determined based on train speed and train location. For example, if the train speed is greater than 60 km / h or the train is located in a station area, an initial braking level of level 7, normal braking, may be employed. Higher braking levels indicate greater braking force.

[0051] According to an embodiment of the present disclosure, the braking levels can be divided from low to high into level one common braking, level two common braking, level three common braking, level four common braking, level five common braking, level six common braking, level seven common braking, and emergency braking.

[0052] According to an embodiment of the present disclosure, an initial braking level is determined in real time based on the braking strategy type and the mapping relationship. The initial braking level is a braking level that is initially estimated to be applied to the train based on the train speed, train position, and a preset speed threshold.

[0053] According to an embodiment of the present disclosure, a corresponding safety distance range is set for each braking level. If the real-time distance is within the safety distance range corresponding to the braking level, the braking measures corresponding to that braking level can be applied to the train. If the real-time distance is not within the safety distance range corresponding to the braking level, the braking measures corresponding to that braking level cannot ensure the safety of the train and the braking level needs to be adjusted.

[0054] According to an embodiment of the present disclosure, the safety distance range is composed of an upper distance limit and a lower distance limit. The upper distance limit is the maximum safety distance, and the lower distance limit is the minimum safety distance.

[0055] According to an embodiment of the present disclosure, the safety distance range of a high braking level is smaller than that of a low braking level. For example, the safety distance range of level six common braking is (300, 400), and the safety distance range of level seven common braking is (200, 300).

[0056] According to an embodiment of the present disclosure, when the real-time distance between the train and the obstacle ahead is not within the safety distance range corresponding to the initial braking level, the initial braking level is adjusted step by step according to the real-time distance, the upper limit of the distance corresponding to the safety distance range, and the lower limit of the distance to determine the target braking level.

[0057] According to an embodiment of the present disclosure, if the real-time distance is less than the lower limit of the distance corresponding to the safety distance range, the initial braking level is adjusted upward step by step; if the real-time distance is greater than the upper limit of the distance corresponding to the safety distance range, the initial braking level is adjusted downward step by step to determine the target braking level.

[0058] For example, the real-time distance is 350, which is not within the safety distance range corresponding to level 7 common braking. The real-time distance 350 is greater than the upper limit of 300 for level 7 common braking, so it is adjusted down one level to level 6 common braking. The real-time distance is within the safety distance range of level 6 common braking (300, 400). Therefore, the adjustment of the braking level is stopped and the target braking level is determined to be level 6 common braking.

[0059] In operation S240 , a safety control strategy is determined based on the target braking level, and the train is controlled to operate safely based on the safety control strategy.

[0060] According to the embodiments of the present disclosure, a train's sensor systems (such as radar and cameras) monitor the train's operating status in real time. The train controller determines the target braking level based on this operating status information. The controller generates control instructions based on the train's braking system characteristics (such as the braking torque range and braking system response characteristics) and the train's current state (such as load and tire-ground adhesion), thereby precisely controlling the brake force output.

[0061] According to an embodiment of the present disclosure, a safety control strategy is determined to ensure the safety of the train during braking and subsequent operation stages. For example, the safety control strategy may include braking instructions and different levels of sound and light alarm instructions.

[0062] According to the embodiments of the present disclosure, the safety control strategy covers multiple links from the issuance of braking commands, the response of the braking system, the adjustment of train dynamics, etc., with the aim of ensuring the safe operation of the train to the greatest extent while meeting the target braking level requirements.

[0063] According to the embodiments of the present disclosure, by linking the operating status information of the obstacle ahead detected by the equipment with the train operation control system, the initial braking level is comprehensively adjusted according to the train position, train speed, speed of the obstacle ahead, real-time distance and safe distance range, and the target braking level is determined, and then the deceleration and safety control strategy corresponding to the target braking level are applied to ensure that the real-time distance between the train and the obstacle is within the safe distance range corresponding to the target braking level. This can ensure that the train stops in front of the obstacle and that the rationality of the braking level selection is ensured, without blind braking, thus avoiding excessive consumption of train resources, improving train safety and taking into account train operation efficiency.

[0064] According to an embodiment of the present disclosure, determining the braking strategy type based on the train speed and the train position includes: determining a conservative braking strategy when the train speed is greater than a preset speed threshold or the train position is located in a first area; determining a non-conservative braking strategy when the train speed is less than or equal to the preset speed threshold and the train position is located in a second area, wherein the train running speed specified in the first area is higher than the train running speed specified in the second area, and the deceleration of the initial braking level corresponding to the conservative braking strategy is greater than the deceleration of the initial braking level corresponding to the non-conservative braking strategy.

[0065] According to an embodiment of the present disclosure, the first area is an area that carries high-speed trains and connects stations and hubs, for example, a main line area or a station area.

[0066] According to an embodiment of the present disclosure, the second area is an area where trains undergo static maintenance or strategic reserves, such as a yard area, a section area, or a depot area.

[0067] According to an embodiment of the present disclosure, the speed defined for train operation in the first area is greater than the speed defined for train operation in the second area.

[0068] According to an embodiment of the present disclosure, the train speed is greater than the preset speed threshold or the train position is in the first area, which means that the train speed is relatively high. When an obstacle appears ahead, a conservative braking strategy can be preliminarily determined to perform a higher level of braking.

[0069] According to an embodiment of the present disclosure, the train speed is less than or equal to the preset speed threshold or the train position is in the second area, which means that the train is running slowly. When an obstacle appears ahead, a non-conservative braking strategy can be preliminarily determined to perform a lower level of braking.

[0070] According to an embodiment of the present disclosure, the deceleration of the initial braking level corresponding to the conservative braking strategy is greater than the deceleration of the initial braking level corresponding to the non-conservative braking strategy, indicating that the braking force of the initial braking level corresponding to the conservative braking strategy is greater.

[0071] According to an embodiment of the present disclosure, the initial braking level is adjusted according to the real-time distance, the upper and lower distance limits corresponding to the safety distance range, and the target braking level is determined, including: when the real-time distance is less than the lower distance limit, the initial braking level is upgraded and adjusted to obtain a first adjustment level, wherein the first adjustment level is higher than the initial braking level, and the deceleration of the first adjustment level is greater than the deceleration of the initial braking level; when the real-time distance is within the safety distance range corresponding to the first adjustment level, the first adjustment level is determined as the target braking level; when the real-time distance is not within the safety distance range corresponding to the first adjustment level, the first adjustment level is upgraded and adjusted to determine the target braking level.

[0072] According to an embodiment of the present disclosure, the safety distance range corresponding to the initial braking level is composed of an upper distance limit and a lower distance limit. The upper distance limit is the maximum safety distance within the safety distance range, and the lower distance limit is the minimum safety distance within the safety distance range.

[0073] For example, if the initial braking level is level 7 common braking and the safety distance range of level 7 common braking is (200, 300), the upper limit of the distance is 300 and the lower limit of the distance is 200.

[0074] According to an embodiment of the present disclosure, the real-time distance between the train and the obstacle is less than the lower limit of the distance, which means that the real-time distance between the train and the obstacle is less than the minimum safety distance within the safety distance range. If the initial braking level is implemented on the train according to the initial plan, the safety of the train cannot be guaranteed. It is necessary to implement a braking level higher than the initial braking level on the train, and then adopt a greater braking force for braking.

[0075] For example, if the initial braking level is level 4 common braking, when the real-time distance is less than the lower limit of the distance and is close to the lower limit of the distance, the initial braking level can be upgraded and adjusted step by step, and the first adjustment level is level 5 common braking. If the real-time distance is within the safety distance range corresponding to level 5 common braking, level 5 common braking is determined as the target braking level, and level 5 common braking is applied to the train.

[0076] For example, if the real-time distance is not within the safety distance range corresponding to level 5 service braking, the level 5 service braking is upgraded and adjusted to level 6 service braking, and then a determination is made as to whether the real-time distance is within the safety distance range corresponding to level 6 service braking. If the real-time distance is within the safety distance range corresponding to level 6 service braking, level 6 service braking is determined as the target braking level; otherwise, the upgrade and adjustment continues.

[0077] For example, if the initial braking level is Level 4 Service Braking and the real-time distance is significantly less than the lower distance limit, to improve efficiency, the initial braking level can be directly upgraded to a higher level, such as Level 6 Service Braking, as the first adjustment level. A determination is then made as to whether the real-time distance is within the safety distance range corresponding to Level 6 Service Braking. If so, Level 6 Service Braking is determined as the target braking level; otherwise, the upgrade adjustment continues.

[0078] According to an embodiment of the present disclosure, the deceleration of the first adjustment level is greater than the deceleration of the initial braking level, which means that the braking force applied to the train at the first adjustment level is greater than the braking force applied at the initial braking level.

[0079] According to an embodiment of the present disclosure, the initial braking level is adjusted according to the real-time distance, the upper and lower distance limits corresponding to the safety distance range, and determining the target braking level also includes: when the real-time distance is greater than the upper limit of the distance, the initial braking level is downgraded to obtain a second adjustment level, wherein the second adjustment level is lower than the initial braking level, and the deceleration of the second adjustment level is less than the deceleration of the initial braking level; when the real-time distance is within the safety distance range corresponding to the second adjustment level, the second adjustment level is determined as the target braking level; when the real-time distance is not within the safety distance range corresponding to the second adjustment level, the second adjustment level is downgraded to determine the target braking level.

[0080] According to an embodiment of the present disclosure, the real-time distance between the train and the obstacle is greater than or equal to the upper limit of the distance, which means that the real-time distance between the train and the obstacle is greater than or equal to the maximum safety distance within the safety distance range. Implementing the initial braking level of the train according to the initial plan can ensure the safety of the train, but the application of excessive braking force will cause waste of train resources. Therefore, it is necessary to implement a braking level lower than the initial braking level on the train, and then adopt a smaller braking force for braking.

[0081] For example, if the initial braking level is level 4 common braking, when the real-time distance is greater than or equal to the distance upper limit and is close to the distance upper limit, the initial braking level can be downgraded step by step to obtain the second adjustment level of level 3 common braking. If the real-time distance is within the safety distance range corresponding to level 3 common braking, level 3 common braking will be determined as the target braking level, and level 3 common braking will be applied to the train.

[0082] For example, if the real-time distance is not within the safety distance range corresponding to level 3 service braking, the level 3 service braking is downgraded to level 2 service braking, and a determination is made as to whether the real-time distance is within the safety distance range corresponding to level 2 service braking. If the real-time distance is within the safety distance range corresponding to level 2 service braking, level 2 service braking is determined as the target braking level; otherwise, the downgrade adjustment continues.

[0083] For example, if the initial braking level is Level 4 Service Braking and the real-time distance is significantly greater than the upper limit, the initial braking level can be downgraded to improve efficiency, such as to Level 2 Service Braking. A determination is then made as to whether the real-time distance is within the safety distance range corresponding to Level 2 Service Braking. If so, Level 2 Service Braking is set as the target braking level; otherwise, the downgrade adjustment continues.

[0084] According to an embodiment of the present disclosure, the deceleration at the second adjustment level is smaller than the deceleration at the initial braking level, which means that the braking force applied to the train at the second adjustment level is smaller than the braking force applied at the initial braking level.

[0085] According to an embodiment of the present disclosure, the real-time distance is within the safe distance range corresponding to the normal braking after the adjustment level, which means that the normal braking after the adjustment level is applied to the train, which can not only ensure the safe operation of the train, but also avoid the waste of resources caused by blind braking.

[0086] Figure 3 A flowchart for determining an initial braking level according to an embodiment of the present disclosure is shown.

[0087] like Figure 3 As shown, the process of determining the braking strategy type in this embodiment includes operations S301 to S311 .

[0088] In operation S301 , an obstacle is detected.

[0089] In operation S302, it is determined whether the obstacle will affect the train based on its type and size. If there is an impact, the process proceeds to operation S304; otherwise, the process proceeds to operation S303.

[0090] In operation S303, the normal operation of the train is maintained. Then, the process proceeds to operation S301.

[0091] In operation S304, it is determined whether the speed of the obstacle ahead is less than the speed of the train. If yes, the process proceeds to operation S305, otherwise, the process proceeds to operation S303.

[0092] In operation S305 , the train operation control unit is started, and the process proceeds to operation S307 .

[0093] In operation S306 , train position determination is initiated, and the process proceeds to operation S308 .

[0094] In operation S307, it is determined whether the train speed is greater than 60 km / h. If yes, the process proceeds to operation S309, otherwise, the process proceeds to operation S308.

[0095] In operation S308, it is determined whether the train is in the main line and station area. If yes, the process proceeds to operation S309, otherwise the process proceeds to operation S310.

[0096] In operation S309 , a conservative braking strategy is determined.

[0097] In operation S310, it is determined whether the train is in the yard, section, or depot area. If yes, the process proceeds to operation S311, otherwise the process proceeds to operation S306.

[0098] In operation S311 , a non-conservative braking strategy is determined.

[0099] According to the embodiments of the present disclosure, the braking strategy type is determined according to the train speed, train position and preset speed threshold; the initial braking level is determined based on the braking strategy type, and then the initial braking level is adjusted in combination with the real-time distance and the safe distance range of the initial braking level. This can not only ensure that the train stops in front of an obstacle, but also ensure the rationality of the braking level selection, avoid blind braking, ensure the safety of the train while taking into account the train operation efficiency.

[0100] According to an embodiment of the present disclosure, the safety distance range corresponding to the initial braking level is determined based on the following operations: determining the braking distance according to the deceleration corresponding to the initial braking level, the train speed and the speed of the obstacle ahead; determining the lower limit of the distance according to the braking distance, the reaction distance, the reserved safety distance and the train length; determining the upper limit of the distance according to the initial braking level, the train speed and the status of the train protection system; determining the safety distance range corresponding to the initial braking level according to the lower limit and the upper limit of the distance.

[0101] According to an embodiment of the present disclosure, the braking distance is the distance traveled by the train when it decelerates to the same speed as the obstacle.

[0102] In one embodiment, the braking distance corresponding to the initial braking level As shown in formula (1):

[0103] (1);

[0104] in, Represents the speed of the obstacle ahead, Represents the train speed, Indicates the deceleration corresponding to the initial braking level.

[0105] According to an embodiment of the present disclosure, the reaction distance is the distance traveled by the train during the control system response period and the system monitoring delay period.

[0106] In one embodiment, the lower limit of the distance corresponding to the safe braking range of the initial braking level is As shown in formula (2):

[0107] (2);

[0108] in, Characterizes the braking distance corresponding to the initial braking level, Characterize the reaction distance, Represents the reserved safety distance, Represents the length of the train.

[0109] According to an embodiment of the present disclosure, the reserved safety distance is a safety distance reserved for a train from an obstacle when the train stops, and is determined according to actual needs, such as 110m.

[0110] According to an embodiment of the present disclosure, the train protection system status is a working status of the Automatic Train Protection (ATP) system, such as a normal or isolated state.

[0111] According to an embodiment of the present disclosure, an upper distance limit is determined based on the initial braking level, the train speed, and the state of the train protection system. The lower distance limit and the upper distance limit constitute a safe distance range.

[0112] According to an embodiment of the present disclosure, the upper limit of the distance is determined according to the initial braking level, the train speed and the status of the train protection system, including: when the initial braking level is greater than the first braking level, the initial braking level is downgraded to obtain a second adjustment level; the upper limit of the distance is determined according to the deceleration, reaction distance, reserved safety distance and train length corresponding to the second adjustment level; when the initial braking level is equal to the first braking level and the status of the train protection system is an abnormal state, the upper limit of the distance is determined according to the train speed, the preset speed threshold and the train speed.

[0113] According to an embodiment of the present disclosure, the first braking level is level one service braking.

[0114] For example, the initial braking level is the second-level common braking. The initial braking level is downgraded to the second adjustment level of the first-level common braking. The upper limit of the distance of the safe braking range of the initial braking level is determined based on the deceleration, reaction distance, reserved safety distance and train length corresponding to the first-level common braking.

[0115] According to an embodiment of the present disclosure, when the initial braking level is equal to the first braking level, if the train protection system is in an abnormal state, it means that after the ATP system fault is isolated, ATP no longer protects the train from overspeeding. The train system now takes into account the safety protection of the train, and the upper limit of the distance from the safe braking range of the first-level common braking can be determined according to the train speed and train position.

[0116] According to an embodiment of the present disclosure, when the initial braking level is equal to the first braking level, if the train protection system is in normal status and is not isolated, ATP can perform train safety and overspeed protection. The default distance between trains will not be less than the running interval between trains. At this time, the upper limit of the distance from the safe braking range of the first-level common braking can be infinite.

[0117] According to an embodiment of the present disclosure, determining the upper limit of distance based on the train speed, the preset speed threshold, and the train speed includes: when the train speed is less than or equal to the preset speed threshold, determining the upper limit of distance based on the deceleration of the first braking level, the deceleration of the second adjustment level, the reaction distance, the reserved safety distance, and the train length; when the train speed is greater than the preset speed threshold, determining the preset train running distance as the upper limit of distance.

[0118] According to an embodiment of the present disclosure, the preset speed threshold is 60km / h. When the train speed is less than or equal to 60km / h, or when the train is located in a depot, section, station, etc., the distance upper limit is determined based on the deceleration of the first braking level, the deceleration of the second adjustment level, the reaction distance, the reserved safety distance, and the train length.

[0119] According to an embodiment of the present disclosure, the braking distance is calculated based on the deceleration of the first-level common braking, and the lower limit of the distance corresponding to the safe braking range of the first-level common braking is determined based on the braking distance, reaction distance, reserved safety distance, and train length; the braking distance is calculated based on the deceleration of the second-level common braking, and the lower limit of the distance corresponding to the safe braking range of the second-level common braking is determined based on the braking distance, reaction distance, reserved safety distance, and train length.

[0120] According to an embodiment of the present disclosure, the upper limit of the distance corresponding to the safe braking range of the first-level common braking is determined based on the lower limit of the distance corresponding to the safe braking range of the second-level common braking, the deceleration of the first braking level, and the deceleration of the second adjustment level.

[0121] In one embodiment, the upper limit L of the distance corresponding to the first level of service braking is as shown in formula (3):

[0122] + × (3);

[0123] in, Indicates the lower limit of the distance corresponding to the safe braking range of the first level of common braking. Indicates the lower limit of the distance corresponding to the safe braking range of the secondary normal braking. Characterizes the deceleration with secondary service braking, Characterizes the deceleration of the first-level common braking, , .

[0124] According to embodiments of the present disclosure, the preset train running distance is determined based on the signal system headway. When the train speed exceeds 60 km / h, or the train is located on the mainline, the upper limit of the distance can be determined based on the actual operating scenario, and the preset train running distance is no greater than the signal system headway. For example, L is fixed at 20,000 m.

[0125] For example, the safe braking range of the first-level common brake is ); The safe braking range of the secondary common brake is ); The safe braking range of the third-level common braking is ); The safe braking range of the fourth level common braking is ); The safe braking range of the five-level common braking is ); The safe braking range of the sixth level common braking is ); The safe braking range of the seventh level of common braking is ); The safe braking range of emergency braking is ).

[0126] Figure 4 A flowchart for determining a target braking level according to an embodiment of the present disclosure is shown.

[0127] like Figure 4 As shown, the process of determining the target braking level in this embodiment includes operations S401 to S412 .

[0128] In operation S401 , a conservative braking strategy is determined.

[0129] In operation S402 , the seventh-level service brake is applied.

[0130] In operation S403, it is determined whether the real-time distance is within the safe braking range corresponding to the seventh level of common braking. If yes, the process proceeds to operation S404; otherwise, the process proceeds to operation S405.

[0131] In operation S404 , the seventh level of service braking is maintained.

[0132] In operation S405, it is determined whether the real-time distance is within the safe braking range corresponding to emergency braking. If yes, the process proceeds to operation S406; otherwise, the process proceeds to operation S407.

[0133] In operation S406 , emergency braking is immediately applied.

[0134] In operation S407, it is determined step by step whether the real-time distance is within the safe braking range corresponding to the second to sixth levels of common braking. If yes, the process proceeds to operation S408, otherwise, the process proceeds to operation S409.

[0135] In operation S408 , a target braking level corresponding to a safe braking range within which the real-time distance is located is applied.

[0136] In operation S409 , the first level service brake is applied.

[0137] In operation S410, it is determined whether the upper limit of the distance corresponding to the safe braking range of the first level common braking is less than the signal system driving interval. If so, the process proceeds to operation S411, otherwise, the process proceeds to operation S412.

[0138] In operation S411 , the first level service brake is maintained and an audible and visual alarm is activated.

[0139] In operation S412 , the train is kept running normally.

[0140] Figure 5 A flowchart for determining a target braking level according to another embodiment of the present disclosure is shown.

[0141] like Figure 5 As shown, the process of determining the target braking level in this embodiment includes operations S501 to S514 .

[0142] In operation S501 , a non-conservative braking strategy is determined.

[0143] In operation S502 , the fourth level service brake is applied.

[0144] In operation S503, it is determined step by step whether the real-time distance is within the safe braking range corresponding to the fourth to sixth levels of common braking. If yes, the process proceeds to operation S504; otherwise, the process proceeds to operation S505.

[0145] In operation S504 , a target braking level corresponding to a safe braking range within which the real-time distance is located is adjusted and applied.

[0146] In operation S505, it is determined whether the real-time distance is within the safe braking range corresponding to the seventh level of common braking. If yes, the process proceeds to operation S506; otherwise, the process proceeds to operation S507.

[0147] In operation S506 , the seventh-level service brake is immediately applied.

[0148] In operation S507, it is determined whether the real-time distance is within the safe braking range corresponding to emergency braking. If yes, the process proceeds to operation S508; otherwise, the process proceeds to operation S509.

[0149] In operation S508 , emergency braking is immediately applied.

[0150] In operation S509, it is determined step by step whether the real-time distance is within the safe braking range corresponding to the second to third level common braking. If yes, the process proceeds to operation S510, otherwise, the process proceeds to operation S511.

[0151] In operation S510 , a target braking level corresponding to a safe braking range within which the real-time distance is located is adjusted and applied.

[0152] In operation S511 , the first level service brake is applied.

[0153] In operation S512, it is determined whether the upper limit of the distance corresponding to the safe braking range of the first level common braking is less than the signal system driving interval. If so, the process proceeds to operation S513, otherwise, the process proceeds to operation S514.

[0154] In operation S513 , the first level service brake is maintained and an audible and visual alarm is activated.

[0155] In operation S514 , the train is kept running normally.

[0156] According to an embodiment of the present disclosure, the reaction distance is determined based on the following operations: the reaction distance is determined according to the monitoring delay time, the decision response time, and the train speed.

[0157] In one embodiment, the reaction distance As shown in formula (4):

[0158] (4);

[0159] in, Characterizes the decision response time, Characterize the monitoring delay time, Indicates the train speed.

[0160] According to an embodiment of the present disclosure, the reaction distance is the distance the train travels from the time the system detects an obstacle to the time braking begins.

[0161] According to an embodiment of the present disclosure, the train safe operation control method also includes: in the event of a train failure, detecting the fault type; adjusting the train speed according to the emergency braking strategy corresponding to the fault type to obtain the train adjusted speed; determining the target braking level according to the train adjusted speed, real-time distance, speed of the obstacle ahead, and train position; and sending the fault type to the rear train on the track where the train is located so that the rear train can adjust its operating speed.

[0162] According to an embodiment of the present disclosure, in the event of a train failure, it is simultaneously detected whether the train equipment has a failure. If the train equipment does not have a failure, the normal equipment process is entered; otherwise, the failure type is detected.

[0163] According to the disclosed embodiments, the train adjusts its operating speed and emergency braking strategy in real time based on the fault type. It also comprehensively determines whether obstacle control measures are necessary at the current speed, taking into account the obstacle situation, and adopts the most stringent approach. The train also transmits the fault type to the following train on the same track, which then adjusts its operating speed based on the preceding train's fault condition.

[0164] According to an embodiment of the present disclosure, the train re-determines the target braking level for braking based on the train adjustment speed, real-time distance, speed of the obstacle ahead, and train position.

[0165] According to the embodiments of the present disclosure, when the on-board equipment of the vehicle fails, the operation control measures of the vehicle and the following vehicle are adjusted in real time according to the fault handling (speed limit, braking, etc.) and fault recovery status, so as to realize the fault information transmission between vehicles and remind the following vehicle to adjust the operation control measures in time, so as to avoid compensation of driving control measures in situations such as limited scheduling information.

[0166] Figure 6 A flow chart of controlling braking under train equipment failure according to an embodiment of the present disclosure is shown.

[0167] like Figure 6 As shown, the controlled braking under train equipment failure in this embodiment includes operations S601 to S614.

[0168] In operation S601 , an obstacle is detected.

[0169] In operation S602, it is determined whether the train equipment has a fault. If so, the process proceeds to operation S603, otherwise, the process proceeds to operation S604.

[0170] In operation S603, the current fault type is identified, and the process proceeds to operations S605 and S610 simultaneously.

[0171] In operation S604 , the device enters a normal process.

[0172] In operation S605 , the following vehicle on the same track receives the fault information of the preceding vehicle.

[0173] In operation S606 , the current speed is adjusted according to the preceding vehicle failure condition.

[0174] In operation S607, it is determined whether the operation control needs to be started according to the current speed. If yes, the process proceeds to operation S608, otherwise the process proceeds to operation S609.

[0175] In operation S608 , the operation control strategy is immediately entered.

[0176] In operation S609 , data collection ends.

[0177] In operation S610, it is determined whether speed-limited operation is required. If yes, the process proceeds to operation S611; otherwise, the process proceeds to operation S616.

[0178] In operation S611 , a speed limit value and a current speed value of the train are identified.

[0179] In operation S612, speed limiting is immediately performed.

[0180] In operation S613, it is determined whether the operation control needs to be started. If yes, the process proceeds to operation S614; otherwise, the process proceeds to operation S615.

[0181] In operation S614 , the normal process of the train equipment is entered.

[0182] In operation S615 , normal operation is performed.

[0183] In operation S616, it is determined whether the brake needs to be applied to stop the vehicle. If yes, the process proceeds to operation S617, otherwise, the process proceeds to operation S620.

[0184] In operation S617 , the brakes are immediately applied according to the fault handling.

[0185] In operation S618 , the obstacle operation control measure is initiated and executed according to level 7 service braking.

[0186] In operation S619, it is determined whether the fault is recovered. If so, the process proceeds to operation S620; otherwise, the process proceeds to operation S617.

[0187] In operation S620, the normal process of the train equipment is entered.

[0188] According to an embodiment of the present application, a train includes a train safety operation control device.

[0189] Figure 7 A block diagram of a train safety operation control device according to an embodiment of the present application is shown.

[0190] like Figure 7 As shown, the train safety operation control device 700 includes a response module 710, a decision module 720, a determination module 730, and a control module 740.

[0191] Response module 710 is configured to obtain operational status information of the train and the obstacle ahead in response to a forward obstacle signal detected during train operation. The operational status information includes the real-time distance between the train and the obstacle ahead, the train speed, the forward obstacle speed, and the train position. In one embodiment, response module 710 may be configured to perform operation S210 described above, which will not be further described here.

[0192] The decision module 720 is used to determine the braking strategy type according to the train speed and train position when the train speed is greater than the speed of the obstacle ahead. In one embodiment, the decision module 720 can be used to perform the operation S220 described above, which will not be repeated here.

[0193] Determination module 730 is configured to adjust the initial braking level based on the real-time distance and the upper and lower distance limits corresponding to the safety distance range to determine the target braking level if the real-time distance is not within the safety distance range of the initial braking level corresponding to the braking strategy type. In one embodiment, determination module 730 may be configured to perform operation S230 described above and will not be further described herein.

[0194] The control module 740 is configured to determine a safety control strategy based on the target braking level and control the safe operation of the train based on the safety control strategy. In one embodiment, the control module 740 may be configured to execute the operation S240 described above, which will not be described in detail herein.

[0195] The flowcharts and block diagrams in the accompanying drawings illustrate the possible architectures, functions, and operations of the systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, program segment, or part of the code, which contains one or more executable instructions for implementing the specified logical functions. It should also be noted that in some alternative implementations, the functions marked in the boxes can also occur in an order different from that marked in the accompanying drawings. For example, two boxes shown in succession can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram or flowchart, as well as the combination of boxes in the block diagram or flowchart, can be implemented using a dedicated hardware-based system that performs the specified functions or operations, or can be implemented using a combination of dedicated hardware and computer instructions. It will be understood by those skilled in the art that the features described in the various embodiments of the present disclosure can be combined and / or combined in various ways, even if such combinations or combinations are not explicitly described in the present disclosure. In particular, the features described in the various embodiments of the present disclosure may be variously combined and / or coupled without departing from the spirit and teachings of the present disclosure.

Claims

1. A train safety operation control method, characterized in that: The method comprises: In response to a forward obstacle signal detected during train operation, obtaining operation status information of the train and the forward obstacle, wherein the operation status information includes a real-time distance between the train and the forward obstacle, a train speed, a forward obstacle speed, and a train position; When the train speed is greater than the speed of the obstacle ahead, determining a braking strategy type according to the train speed and the train position; If the real-time distance is not within a safe distance range of the initial braking level corresponding to the braking strategy type, adjusting the initial braking level according to the real-time distance and an upper distance limit and a lower distance limit corresponding to the safe distance range to determine a target braking level; A safety control strategy is determined based on the target braking level, and the train is controlled to operate safely based on the safety control strategy.

2. The method according to claim 1, characterized in that The determining of the braking strategy type according to the train speed and the train position includes: determining a conservative braking strategy when the train speed is greater than a preset speed threshold or the train position is located in a first area; When the train speed is less than or equal to the preset speed threshold and the train position is in the second area, a non-conservative braking strategy is determined, wherein the train running speed specified in the first area is higher than the train running speed specified in the second area, and the deceleration of the initial braking level corresponding to the conservative braking strategy is greater than the deceleration of the initial braking level corresponding to the non-conservative braking strategy.

3. The method according to claim 1, characterized in that The adjusting the initial braking level according to the real-time distance and the upper and lower distance limits corresponding to the safety distance range to determine the target braking level includes: When the real-time distance is less than the lower distance limit, the initial braking level is upgraded and adjusted to obtain a first adjustment level, wherein the first adjustment level is higher than the initial braking level, and the deceleration of the first adjustment level is greater than the deceleration of the initial braking level; When the real-time distance is within a safety distance range corresponding to the first adjustment level, determining the first adjustment level as the target braking level; When the real-time distance is not within the safety distance range corresponding to the first adjustment level, the first adjustment level is upgraded and adjusted to determine a target braking level.

4. The method according to claim 1, wherein The adjusting the initial braking level according to the real-time distance and the upper and lower distance limits corresponding to the safety distance range to determine the target braking level further comprises: When the real-time distance is greater than the upper distance limit, the initial braking level is downgraded to obtain a second adjustment level, wherein the second adjustment level is lower than the initial braking level, and the deceleration of the second adjustment level is less than the deceleration of the initial braking level; determining the second adjustment level as the target braking level when the real-time distance is within a safety distance range corresponding to the second adjustment level; When the real-time distance is not within the safety distance range corresponding to the second adjustment level, the second adjustment level is downgraded to determine a target braking level.

5. The method according to claim 1, wherein The safety distance range corresponding to the initial braking level is determined based on the following operations: determining a braking distance based on a deceleration corresponding to the initial braking level, the train speed, and the speed of the obstacle ahead; Determining the lower limit of the distance based on the braking distance, reaction distance, reserved safety distance, and train length; determining the upper distance limit according to the initial braking level, the train speed, and the state of the train protection system; The safety distance range corresponding to the initial braking level is determined according to the distance lower limit and the distance upper limit.

6. The method according to claim 5, characterized in that The determining the upper limit of the distance according to the initial braking level, the train speed, and the state of the train protection system includes: When the initial braking level is greater than the first braking level, downgrading the initial braking level to obtain a second adjustment level; determining the distance upper limit according to the deceleration corresponding to the second adjustment level, the reaction distance, the reserved safety distance, and the train length; When the initial braking level is equal to the first braking level and the train protection system is in an abnormal state, the distance upper limit is determined according to the train speed, a preset speed threshold, and the train speed.

7. The method according to claim 6, characterized in that The determining the upper limit of the distance according to the train speed, the preset speed threshold, and the train speed includes: When the train speed is less than or equal to a preset speed threshold, determining the distance upper limit according to the deceleration of the first braking level, the deceleration of the second adjustment level, the reaction distance, the reserved safety distance, and the train length; When the train speed is greater than the preset speed threshold, a preset train running distance is determined as the distance upper limit.

8. The method according to claim 5, characterized in that The reaction distance is determined based on the following operations: The reaction distance is determined according to the monitoring delay time, the decision response time, and the train speed.

9. The method according to claim 1, characterized in that The method further comprises: In the event that a fault occurs on the train, detecting the type of the fault; adjusting the train speed according to the emergency braking strategy corresponding to the fault type to obtain a train adjusted speed; determining a target braking level according to the adjusted train speed, the real-time distance, the speed of the obstacle ahead, and the train position; The fault type is sent to a rear train on the track where the train is located, so that the rear train adjusts its running speed.

10. A train comprising a train safety operation control device, wherein the train safety operation control device is configured to: A response module is used to obtain the running status information of the train and the obstacle ahead in response to the obstacle signal detected during the train operation, wherein: The running status information includes the real-time distance between the train and the obstacle ahead, the train speed, the speed of the obstacle ahead, and the train position; a decision module, configured to determine a braking strategy type according to the train speed and the train position when the train speed is greater than the speed of the obstacle ahead; a determination module, configured to adjust the initial braking level according to the real-time distance, an upper distance limit, and a lower distance limit corresponding to the safety distance range, and determine a target braking level when the real-time distance is not within a safety distance range of the initial braking level corresponding to the braking strategy type; A control module is used to determine a safety control strategy based on the target braking level, and control the safe operation of the train based on the safety control strategy.

Images