Anti-slip control method and device for train

Abstract

The invention discloses an anti-slip control method and device for a train, and relates to the technical field of railway transportation safety and train automatic control. According to the main technical scheme, different anti-slip triggering conditions are adapted according to different train types of a target train to be monitored, and when the target train is converted from a moving state to a static state, first-stage anti-slip monitoring is started and used for recognizing the immediate slip risk after the target train is converted from the moving state to the static state, and the anti-slip risk is determined according to the immediate slip risk. When it is determined that the target train is in a parking safety state according to the first-stage anti-slip monitoring, second-stage anti-slip monitoring is started and used for monitoring the potential slip risk existing in long-term parking of the target train after the first-stage anti-slip monitoring is relieved, and in each stage of anti-slip monitoring, the second-stage anti-slip monitoring is started; according to the method, when the target train meets the anti-slip triggering condition to trigger anti-slip risk early warning, corresponding control operation can be executed to deal with train runaway through information instruction interaction between the driver man-machine interaction interface and an operator.

Description

Technical Field

[0001] This application relates to the field of railway transportation safety and automatic train control technology, and in particular to a method and device for preventing train runaway. Background Technology

[0002] Train anti-runaway is a crucial aspect of railway transportation safety. Its core purpose is to prevent parked locomotives, rolling stock, or train sets from moving unexpectedly due to gravity, wind, or other external forces (i.e., "runaway"). Once runaway occurs, it can lead to major safety accidents such as train collisions, derailments, overturning, and even casualties.

[0003] Currently, traditional anti-runaway technologies mainly include using wheel chocks (which create frictional resistance between the wheel and the rail to achieve parking) and manual brakes (where the brake shoes are gripped by the handbrake to generate braking force). However, these traditional methods rely on manual operation, are labor-intensive, and their reliability depends heavily on the on-site personnel's adherence to relevant procedures, posing significant human risks.

[0004] Currently, instead of the traditional anti-runaway technology mentioned above, the runaway prevention mechanism adopted by the current Automatic Train Protection (ATP) system is mainly based on the following two judgment logics: (1) Detecting whether the direction of train movement is consistent with the direction set by the direction handle. If they are inconsistent and the movement distance exceeds the specified value, it is judged as runaway; (2) If the train starts to move from a stopped state when the traction handle is not in the traction position, and the movement distance exceeds the set threshold, it is also judged as runaway. Once the ATP system recognizes the runaway situation, it will immediately output an emergency braking command to force the train to stop and prevent it from continuing to move.

[0005] However, the runaway protection mechanism adopted by the aforementioned ATP system, although providing an active protection method against "train runaway", is actually activated only after the runaway has already occurred. Therefore, it is essentially a "delayed safety intervention" method, which cannot provide early warning to the driver before the runaway occurs, making it difficult for the driver to correct abnormal operations in time. Furthermore, once the ATP determines that a runaway has occurred, it will directly apply emergency braking, which can effectively prevent the danger from escalating, but may also affect the efficiency of railway operations and cause unnecessary delays. Summary of the Invention

[0006] This application provides a train anti-runaway control method and device, the main purpose of which is to provide a "preventive safety intervention" method, which realizes timely intervention before runaway is about to occur, avoiding the situation where emergency braking after runaway occurs will affect the efficiency of railway operation, thereby fully meeting the dual requirements of safety and efficiency.

[0007] To achieve the above objectives, this application mainly provides the following technical solutions: The first aspect of this application provides a method for preventing train runaway, the method comprising: Identify the target train to be monitored; According to the train type of the target train, the corresponding anti-runaway triggering conditions are obtained. The anti-runaway triggering conditions include: determining whether to trigger the anti-runaway risk warning based on whether the train pipe pressure reduction meets the standard, or determining whether to trigger the anti-runaway risk warning based on whether the brake cylinder pressure meets the standard. When the target train changes from a moving state to a stationary state, the first stage of anti-runaway monitoring is activated. The first stage of anti-runaway monitoring is used to identify the immediate risk of runaway after the target train changes from a moving state to a stationary state. In the first stage of anti-runaway monitoring, when the target train is detected to meet the anti-runaway triggering conditions to trigger an anti-runaway risk warning, the first control operation is executed to deal with the train runaway by using the information command interaction between the driver's human-machine interface and the operator. When the target train is determined to be in a safe parking state based on the first stage of anti-runaway monitoring, the second stage of anti-runaway monitoring is activated. The second stage of anti-runaway monitoring is used to monitor the potential runaway risk of the target train during long-term parking when the target train is in a safe parking state. In the second stage of anti-runaway monitoring, when the target train is detected to meet the anti-runaway triggering conditions to trigger an anti-runaway risk warning, the driver interacts with the operator through the human-machine interface to execute a second control operation to deal with the train runaway.

[0008] A second aspect of this application provides a train anti-runaway control device, the device comprising: The determination unit is used to determine the target train to be monitored. The acquisition unit is used to acquire the corresponding anti-runaway triggering conditions according to the train type of the target train. The anti-runaway triggering conditions include: determining whether to trigger the anti-runaway risk warning based on whether the train pipe pressure reduction meets the standard, or determining whether to trigger the anti-runaway risk warning based on whether the brake cylinder pressure meets the standard. The activation unit is used to activate the first stage of anti-runaway monitoring when the target train changes from a moving state to a stationary state. The first stage of anti-runaway monitoring is used to identify the immediate risk of runaway after the target train changes from a moving state to a stationary state. The first control unit is used to perform a first control operation to deal with train runaway when the target train meets the anti-runaway triggering condition to trigger the anti-runaway risk warning during the first stage of anti-runaway monitoring. This is done by interacting with the information command implemented by the operator through the driver's human-machine interface. The activation unit is also used to activate the second stage of anti-runaway monitoring when the target train is determined to be in a safe parking state according to the first stage of anti-runaway monitoring. The second stage of anti-runaway monitoring is used to monitor the potential runaway risk of the target train during long-term parking when the target train is in a safe parking state. The second control unit is used in the second stage of anti-runaway monitoring to perform a second control operation to deal with train runaway when the target train meets the anti-runaway triggering conditions to trigger an anti-runaway risk warning. This is done by using the driver's human-machine interface to interact with the operator to exchange information and commands.

[0009] A third aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the train anti-runaway control method described above.

[0010] A fourth aspect of this application provides an electronic device, the device including at least one processor, and at least one memory and bus connected to the processor; The processor and the memory communicate with each other via the bus. The processor is used to call program instructions in the memory to execute the train anti-runaway control method described above.

[0011] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages: This application provides a train anti-runaway control method and device. Depending on the type of the target train to be monitored, different anti-runaway triggering conditions are adapted. When the target train changes from a moving state to a stationary state, a first-stage anti-runaway monitoring is activated to identify immediate runaway risks after the target train changes from a moving state to a stationary state. When the first-stage anti-runaway monitoring determines that the target train is in a safe stopping state, a second-stage anti-runaway monitoring is activated to monitor potential runaway risks during long-term stopping of the target train after the first-stage anti-runaway monitoring is deactivated. Furthermore, in each stage of anti-runaway monitoring, when the target train meets the anti-runaway triggering conditions to trigger an anti-runaway risk warning, this application can execute corresponding control operations to deal with train runaway by interacting with the operator through a driver's human-machine interface.

[0012] Compared to existing technologies that employ "delayed safety intervention" methods and cannot fully meet the dual requirements of safety and efficiency, this application uses "whether the train pipe pressure reduction meets the standard" or "whether the brake cylinder pressure meets the standard" as the conditions for triggering the anti-runaway risk warning in train anti-runaway measures. The active protection method provided is essentially a "preventive safety intervention" method, which enables timely intervention before a runaway is about to occur, avoiding the situation where emergency braking after a runaway occurs would affect the efficiency of railway operations, thereby fully meeting the dual requirements of safety and efficiency.

[0013] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0014] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart of a train anti-runaway control method provided in this application embodiment; Figure 2 A schematic diagram of a hardware-based anti-runaway monitoring scheme provided in an embodiment of this application; Figure 3 A block diagram of another train anti-runaway control device provided in this application embodiment; Figure 4 The electronic device provided in this application embodiment supports the implementation of a train anti-runaway control method. Detailed Implementation

[0015] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0016] Train runaway prevention is a core aspect of railway safety. The runaway prevention mechanism currently used by the Automatic Train Protection (ATP) system is mainly based on the following two judgment logics: (1) Detecting whether the direction of train movement is consistent with the direction set by the direction handle. If they are inconsistent and the movement distance exceeds the specified value, it is judged as runaway; (2) If the train starts moving from a stopped state when the traction handle is not in the traction position, and the movement distance exceeds the set threshold, it is also judged as runaway. Once the ATP system identifies a runaway situation, it will immediately output an emergency braking command to force the train to stop and prevent it from continuing to move.

[0017] However, the inventors discovered through research that the current escape protection mechanism used by ATP, although an active protection method, is essentially a "delayed safety intervention" method, which still has significant shortcomings, such as protection lag and efficiency interference. The explanations are as follows: (1) Delayed protection: The brakes are only triggered after the slippage has occurred slightly, which cannot provide early warning and leaves the driver with little time to correct the situation; (2) Efficiency interference: Once the slippage is determined, emergency braking is applied directly, and frequent braking will affect the normal operation rhythm of the railway.

[0018] In short, the current runaway protection mechanism used by the ATP cannot fully meet the dual requirements of safety and efficiency.

[0019] Based on the above considerations, this application provides a train anti-runaway control method. This method is also an active protection method, but its essence is a "preventive safety intervention" method, fully meeting the dual requirements of safety and efficiency. Figure 1 As shown, the following specific steps are provided in this embodiment of the invention: 101. Identify the target train to be monitored.

[0020] In this embodiment of the application, after the target train changes from a moving state to a stationary state, anti-runaway monitoring is immediately carried out on the target train to prevent the parked target train from moving unexpectedly (i.e., "runaway") due to gravity, wind or other external forces.

[0021] 102. Based on the train type of the target train, obtain the corresponding anti-runaway trigger conditions. The anti-runaway trigger conditions include: determining whether to trigger the anti-runaway risk warning based on whether the train pipe pressure reduction meets the standard, or determining whether to trigger the anti-runaway risk warning based on whether the brake cylinder pressure meets the standard.

[0022] Train pipes and brake cylinders are key components in a locomotive air braking system that have different functions but are closely related. Train pipes and brake cylinders do not work independently, but form a strict linkage relationship through "pressure signal transmission-execution". This linkage is the core operating mechanism of the locomotive air braking system. The specific process is explained using the following simplified scenario examples (including A1-A4).

[0023] A1. Command Initiation (Driver Operation): When the driver needs the train to slow down or stop, he operates the brake valve to exhaust air from the train pipe, and the train pipe pressure starts to decrease from the "rated air pressure" (usually 500kPa or 600kPa).

[0024] A2. Signal Transmission: The pressure reduction signal in the train pipe is synchronously transmitted to the braking system of the entire train (including the braking control unit of each car) through the pipeline.

[0025] A3. Brake cylinder response: After the brake control unit detects a drop in train pipe pressure, it will inject compressed air into the brake cylinder to increase the brake cylinder pressure.

[0026] A4. Braking force generation: The increased pressure in the brake cylinder pushes the piston to move, which in turn drives the brake shoes to press against the wheel through the transmission mechanism, generating friction to achieve braking.

[0027] As shown in A1-A4, the train pipe is the "command sending end," and the brake cylinder is the "command executing end." When the train pipe is vented (i.e., the pressure inside the pipe decreases), the braking system triggers the braking action, the brake shoes grip the wheels, and the train decelerates or stops. Pressure changes in the train pipe (especially "pressure reduction") are a prerequisite for pressure changes in the brake cylinder ("pressure increase"). The two form a closed-loop linkage of "pressure reduction → pressure increase," jointly determining the working state of the braking system. Furthermore, practice shows that insufficient pressure reduction in the train pipe directly leads to insufficient brake cylinder pressure, which is a significant contributing factor to train runaway.

[0028] Furthermore, in this embodiment of the application, "whether the train pipe pressure reduction meets the standard" or "whether the brake cylinder pressure meets the standard" is used as the condition for triggering the anti-runaway risk warning, i.e., the anti-runaway triggering condition.

[0029] In some embodiments, to reduce the cost of judging "train runaway," make the anti-runaway triggering conditions more scientific and accurate, reduce the possibility of misjudgment or omission, and improve the reliability and safety of the anti-runaway logic, this application's embodiments tend to adapt corresponding anti-runaway triggering conditions for different types of trains based on the differences in braking system structure and braking control logic between "non-single-unit" and "single-unit" trains (including shunting modes, which are usually also classified as such). Specific details are as follows: For "non-single-unit trains" (such as passenger cars, freight cars, or multi-car trains with two locomotives running in tandem), the braking system typically uses a train pipe system to uniformly transmit control commands. In these trains, the driver's operation of the brake valves primarily affects the train pipe pressure at the locomotive end. Pressure changes are transmitted through the train pipe system running throughout the entire train to the brake control units of each car, which then autonomously adjust the brake cylinder pressure based on the train pipe pressure reduction (generally, the greater the pressure reduction, the higher the brake cylinder pressure). Therefore, in these trains, the train pipe pressure reduction is often considered a critical source parameter. Insufficient pressure reduction may lead to insufficient braking force throughout the train; conversely, if the pressure reduction reaches a certain threshold, it usually ensures that the brake cylinder pressure of the entire train meets the requirements.

[0030] Based on this, the embodiments of this application tend to use "whether the pressure reduction of the train pipe meets the standard" as the main basis for determining whether a non-single-unit train has triggered an anti-runaway risk warning. This ensures the effectiveness of the judgment while avoiding the need to monitor the pressure of each brake cylinder of each car individually, which helps to improve efficiency and reduce costs. For locomotives in "single-locomotive trains" (containing only one locomotive and no attached wagons) or locomotives in shunting mode (where the formation is unstable and often operates as a single locomotive), their braking system structure is usually more direct. The brake cylinder and brake valve are tightly connected, eliminating the need to rely on the train pipe to transmit control signals to multiple wagons. In this case, the driver's operation of the brake valve directly affects the charging and deflating process of the brake cylinder, and the brake cylinder pressure more directly reflects the actual braking force, while the correlation with the decompression amount in the train pipe is relatively weaker.

[0031] Therefore, this application's embodiments tend to use "whether the brake cylinder pressure meets the standard" as the basis for determining whether an anti-runaway risk warning is triggered under such operating conditions. For example, when the brake cylinder pressure is below a certain threshold (such as 100 kPa), it may mean that the brake shoe clamping force is insufficient, and there is a risk of runaway.

[0032] Furthermore, in some instances, to achieve "divisional monitoring" of different train types, in terms of hardware configuration, this application embodiment pre-deploys two digital wind pressure sensors, configures each digital wind pressure sensor with a relay added by ATP, and implements the corresponding safety and connection relationships, including: Digital wind pressure sensor No. 1 is installed in the "train tube" to collect real-time pressure inside the train tube, and this sensor is directly connected to the "relay 1" added by ATP; Digital wind pressure sensor No. 2 is installed in the "brake cylinder" to collect real-time pressure inside the brake cylinder, and this sensor is directly connected to the "relay 2" added by ATP.

[0033] For example, to more clearly demonstrate the "hardware configuration" and its implemented "data application division of labor," embodiments of this application provide, as follows: Figure 2The schematic diagram of the anti-slip monitoring scheme shown illustrates how independent sensors collect pressure data from individual components, preventing monitoring failures caused by single-sensor malfunctions. Simultaneously, relays facilitate the conversion of "pressure signal → switch signal," ensuring that the ATP can quickly identify pressure status (without processing complex analog signals). Furthermore, it is evident that the relay's trigger threshold is the key criterion for determining "whether the pressure meets the standard," directly impacting subsequent anti-slip logic. Specifically, if "pressure does not meet the standard," an anti-slip risk warning is triggered; conversely, if "pressure meets the standard," no anti-slip risk warning is needed.

[0034] Furthermore, in some instances, the signal purpose of the two relays is clearly defined based on the differences in train type to ensure targeted monitoring and achieve "data application division of labor." Specific explanations include the following: Relay 1 signal: Used only for the parking anti-runaway control logic of "non-single-unit" trains (passenger cars, freight cars, double-unit trains). These trains have complex formations and need to determine the effectiveness of braking by checking the pressure reduction of the train pipe.

[0035] For example: Relay 1 (corresponding to train pipe pressure) has a trigger threshold of "train pipe rated air pressure - 100kPa". If the train pipe rated air pressure is 600kPa, when the train pipe pressure drops below 500kPa (i.e., the pressure reduction is > 100kPa), relay 1 will trigger and send a "train pipe pressure reduction meets the standard" signal to the ATP. Conversely, if the pressure reduction is < 100kPa (the pressure has not dropped to 500kPa), relay 1 will not trigger and will send a "pressure reduction is insufficient" signal. In other words, "pressure does not meet the standard" will trigger the anti-runaway risk warning.

[0036] Relay 2 signal: Used only for the parking anti-runaway control logic in "single-unit" trains or "shunting mode". The braking system in single-unit / shunting scenarios is more direct, and the brake cylinder pressure can directly reflect whether the braking force is sufficient.

[0037] For example: Relay 2 (corresponding to brake cylinder pressure) has a trigger threshold of "100kPa"; when the brake cylinder pressure is >100kPa, relay 2 is triggered and sends a "brake cylinder pressure meets the standard" signal to the ATP; conversely, if the pressure is <100kPa, relay 2 is not triggered and sends a "pressure insufficient" signal, that is, "pressure does not meet the standard" triggers the anti-runaway risk warning.

[0038] 103. When the target train changes from a moving state to a stationary state, the first stage of anti-runaway monitoring is activated. The first stage of anti-runaway monitoring is used to identify the immediate risk of runaway after the target train changes from a moving state to a stationary state.

[0039] 104. In the first stage of anti-runaway monitoring, when the target train meets the anti-runaway triggering conditions to trigger the anti-runaway risk warning, the first control operation is executed to deal with the train runaway by using the driver's human-machine interface to interact with the operator's information command.

[0040] In the embodiments of this application, the first-stage anti-runaway monitoring is the "first line of defense" after the target train changes from "movement to stillness". The core objective is to "quickly identify the risk of immediate runaway", giving the driver short reaction time and preventing the risk from escalating rapidly.

[0041] The prerequisite for starting the first stage of anti-runaway monitoring is that the target train completely changes from a moving state (such as driving or shunting) to a stationary state (the wheels stop turning and the speed is 0). The main body for starting the first stage of anti-runaway monitoring is the automatic start of the ATP system, which does not require manual operation by the driver and ensures that the monitoring is "delay-free".

[0042] In some instances, step 104 can be further refined to include the following implementation steps (B1, B2, B3). It should be noted that, to distinguish the detection duration at different steps, this application uses the terms "first" and "second" for identification, such as "first preset time" and "second preset time." "First preset time" refers to the detection time after the target train enters a stationary state, and "second preset time" refers to the time for outputting risk warning information in the first stage of anti-runaway monitoring, such as the time for outputting risk warning information on the driver's human-machine interface (DMI). B1, B2, and B3 will be explained in detail below.

[0043] When the target train changes from a moving state to a stationary state, the ATP initiates the first stage of anti-runaway monitoring. In this state, the ATP continuously monitors the anti-runaway trigger conditions (specifically, according to different train types, the monitoring of the appropriate anti-runaway trigger conditions is selected). In the first stage of anti-runaway monitoring, different situations may be encountered. The embodiments of this application provide corresponding emergency measures, such as B1, B2, and B3 (the three are parallel schemes).

[0044] B1. When the target train meets the anti-runaway trigger condition and continues for more than the first preset time, a risk warning message is output through the driver's human-machine interface. The risk warning message is used to force the operator to pay attention to the risk warning and respond. The first preset time is the length of time the target train enters a stationary state.

[0045] Step B1 is to trigger a risk warning. The "first preset time" is 5 seconds. For example, when the target train meets the anti-runaway trigger condition and more than 5 seconds have passed, the risk warning information (such as text and voice prompts) is output through the driver human-machine interface (DMI) to force the operator (driver) to confirm the risk warning information.

[0046] If a risk warning is triggered in step B1, such as after the DMI issues an audible and visual warning, the ATP continues to monitor a second preset time (e.g., 10 seconds). Based on the changes within this second preset time, it executes actions and provides corresponding anti-runaway control methods, including B11, B12, and B13 (these three are parallel detailed schemes). Specific explanations are as follows: B11. If the operator confirms the risk warning within the second preset time, the first stage of anti-runaway monitoring will be cancelled. The second preset time is the length of time during which the risk warning information is output in the first stage of anti-runaway monitoring. Alternatively, if the target train changes from a stationary state to a moving state within the second preset time, the first stage of anti-runaway monitoring will be cancelled.

[0047] Step B11 is risk resolution. The "second preset time" is 10 seconds. For example, if the driver completes DMI confirmation within 10 seconds (indicating that the risk is known and handled), or the train starts moving, then the first stage of monitoring is cancelled and the DMI prompt is turned off.

[0048] This application embodiment advances the timing of anti-skid intervention from "braking after skidding occurs" to "warning before skidding occurs". By using DMI audible and visual prompts to issue skid warnings to the driver, the driver is given an opportunity to take action before skidding occurs, thereby eliminating potential accident hazards in their infancy.

[0049] B12. If it is detected that the operator has not completed the confirmation of the risk warning within the second preset time, the braking operation will be directly applied to the target train based on whether the target train still meets the anti-runaway triggering conditions.

[0050] Step B12 is emergency braking. The "second preset time" is 10 seconds as an example. For instance, if the driver does not confirm within 10 seconds and the anti-runaway trigger condition is still met, the ATP directly applies emergency braking (forcing the train to remain stationary) and prompts "Anti-runaway emergency braking has been applied" through the DMI. After the ATP determines that the train is completely stationary, it prompts the driver to release the emergency braking. After the driver releases the emergency braking, all prompts are canceled and the first stage of anti-runaway monitoring is stopped, and the second stage of anti-runaway monitoring is not activated.

[0051] B13. If the target train does not meet the anti-runaway triggering conditions within the second preset time, it is determined that the runaway risk has been eliminated, and the first stage of anti-runaway monitoring ends and the second stage of anti-runaway monitoring begins.

[0052] Step B13 is to transition to the second stage of anti-skid monitoring. The "second preset time" is 10 seconds as an example. For instance, if the anti-skid trigger condition is no longer met within 10 seconds, the risk is eliminated, the DMI prompt and the first stage of anti-skid monitoring are canceled, and the second stage of anti-skid monitoring is enabled, which means transitioning to long-term anti-skid monitoring.

[0053] B2. If the target train meets the anti-runaway trigger condition but disappears within the first preset time, and the target train remains stationary, then the first stage of anti-runaway monitoring ends and the second stage of anti-runaway monitoring begins.

[0054] Step B2 in this section resets the second stage of anti-runaway monitoring. The "first preset time" is 5 seconds, as an example: if the pipe pressure anti-runaway trigger condition is no longer met within 5 seconds and the train remains stationary, the second stage of pipe pressure anti-runaway monitoring is activated. B3. If the target train meets the anti-runaway triggering conditions, but changes from a stationary state to a moving state within the first preset time, the first stage of anti-runaway monitoring will be directly cancelled.

[0055] Step B3 is to cancel the first stage of anti-runaway monitoring. The "first preset time" is 5 seconds. For example, if the train changes from stationary to moving within 5 seconds, the first stage of pipe pressure anti-runaway monitoring is canceled (and the second stage of pipe pressure anti-runaway monitoring is not activated).

[0056] The anti-runaway control methods implemented in the first-stage anti-runaway monitoring, as described above (B1, B2, and B3), are characterized by: short time and fast response: using "5 seconds (warning trigger)" and "10 seconds (braking trigger)" as core thresholds, they quickly intervene in "immediate risks" to avoid driver negligence leading to increased risks; prioritizing driver response: requiring driver confirmation through DMI prompts, fully leveraging human initiative, and reducing the interference of ATP direct braking on operations.

[0057] 105. When the target train is determined to be in a safe parking state based on the first-stage anti-runaway monitoring, the second-stage anti-runaway monitoring is activated. The second-stage anti-runaway monitoring is used to monitor the potential runaway risk of the target train during long-term parking when the target train is in a safe parking state.

[0058] 106. In the second stage of anti-runaway monitoring, when the target train meets the anti-runaway triggering conditions to trigger the anti-runaway risk warning, the driver interacts with the operator through the human-machine interface to exchange information and commands, and executes the second control operation to deal with the train runaway.

[0059] The second-stage anti-runaway monitoring serves as a "second line of defense" after the risks of the first-stage anti-runaway monitoring have been eliminated. Its core objective is to "monitor potential runaway risks during long-term parking" (such as slow air leakage in the train pipes leading to a drop in pressure after a long parking period), giving drivers more reaction time and balancing "safety monitoring" with "operational efficiency".

[0060] It should be noted that the first-stage anti-skid monitoring and the second-stage anti-skid monitoring will not be carried out simultaneously. After the first-stage anti-skid monitoring is activated, it can switch to the second-stage anti-skid monitoring if the conditions are met. Once it enters the second-stage anti-skid monitoring, it will not switch back to the first-stage anti-skid monitoring to avoid the monitoring logic loop from becoming chaotic.

[0061] In some instances, step 106 can be further refined to include the following implementation steps (C1, C2, C3). It should be noted that, to distinguish the detection duration at different steps, this application uses the terms "third" and "fourth" for identification, such as "third preset time" and "fourth preset time." "Third preset time" refers to the detection time after the target train enters the second stage of anti-runaway monitoring, and "fourth preset time" refers to the time for outputting risk warning information during the second stage of anti-runaway monitoring, such as the time for outputting risk warning information on the driver's human-machine interface (DMI). C1, C2, and C3 will be explained in detail below.

[0062] In the second stage of anti-runaway monitoring, ATP continuously monitors the anti-runaway triggering conditions (specifically, it selects the appropriate anti-runaway triggering conditions based on different train types). In the second stage of anti-runaway monitoring, different situations may be encountered. The embodiments of this application provide corresponding emergency measures, such as C1, C2, and C3 (the three are parallel schemes).

[0063] C1. When the target train meets the anti-runaway trigger condition and continues for more than the third preset time, risk warning information is output through the driver's human-machine interface. The risk warning information is used to force the operator to pay attention to the risk warning and respond.

[0064] Step C1 is to trigger a risk warning. The "third preset time" is 60 seconds. For example, when the target train meets the anti-runaway trigger condition and more than 60 seconds have passed, the risk warning information (such as text and voice prompts) is output through the driver's human-machine interface (DMI) to force the operator (driver) to confirm the risk warning information.

[0065] If a risk warning is triggered in step C1, and the DMI issues an audible and visual warning, the ATP continues to monitor the fourth preset time (e.g., 90 seconds). Based on the changes within this fourth preset time, it executes actions and provides corresponding anti-runaway control methods, including C11, C12, and C13 (these three are parallel detailed schemes). Specific explanations are as follows: C11. If the operator confirms the risk warning within the fourth preset time, the second stage of anti-runaway monitoring will be cancelled. The fourth preset time is the length of time during which the risk warning information is output in the second stage of anti-runaway monitoring. Alternatively, if the target train changes from a stationary state to a moving state within the fourth preset time, the second stage of anti-runaway monitoring will be cancelled.

[0066] Step C11 is risk clearance. The "fourth preset time" is 90 seconds as an example. For instance, if the driver confirms the risk warning within 90 seconds, or the train starts moving, the second stage of anti-runaway monitoring is canceled and the DMI prompts (text and voice prompts) are turned off.

[0067] C12. If it is detected that the operator has not completed the confirmation of the risk warning within the fourth preset time, then it is determined whether to apply braking operation directly to the target train based on whether the target train still meets the anti-runaway triggering conditions.

[0068] Step C12 is emergency braking. The "fourth preset time" is 90 seconds, as an example. For instance, if the driver does not confirm within 90 seconds, and the anti-runaway trigger condition is still met, the ATP applies emergency braking and prompts the driver via DMI to initiate anti-runaway action. After determining the train has stopped, the ATP prompts the driver to release the emergency braking. After the driver releases the emergency braking, the ATP cancels the DMI prompt (such as text and voice prompts) and stops the second stage of anti-runaway monitoring.

[0069] C13. If, within the fourth preset time period, the target train is found not to meet the anti-runaway trigger conditions, the current runaway risk is determined to be eliminated, the monitoring timer is reset, and the second stage of anti-runaway monitoring is re-entered.

[0070] Step C13 resets the warning. The "fourth preset time" is 90 seconds, as an example: if the anti-slip condition is triggered within 90 seconds... If the conditions are no longer met, the DMI prompt (text and voice prompt) will be canceled, the 90-second timer will be cleared, and the second stage of anti-escape monitoring will be restarted.

[0071] C2. If the target train meets the anti-runaway trigger condition but disappears within the third preset time, and the target train remains stationary, reset the monitoring timer and re-enter the second stage of anti-runaway monitoring.

[0072] Step C2 resets the second-stage anti-runaway monitoring. The "third preset time" is 60 seconds. For example, if the anti-runaway trigger condition is no longer met within 60 seconds and the target train remains stationary, the 60-second timer is cleared and the second-stage anti-runaway monitoring restarts. This is equivalent to "starting from scratch" to avoid accumulating risks.

[0073] C3. If the target train meets the anti-runaway triggering conditions, but changes from a stationary state to a moving state within the third preset time, the second stage of anti-runaway monitoring will be directly cancelled.

[0074] Step C3 is to cancel the second stage of anti-runaway monitoring. The "third preset time" is 60 seconds as an example. For instance, if the target train starts moving within 60 seconds, the second stage of anti-runaway monitoring is canceled directly, and there is no need to continue stopping to prevent runaway.

[0075] The anti-runaway control methods implemented by C1, C2, and C3 in the first stage of anti-runaway monitoring are characterized by: long-term monitoring and lenient thresholds: using "60 seconds (warning trigger)" and "90 seconds (braking trigger)" as thresholds to adapt to "long-term parking" scenarios (such as waiting at the station or temporary parking in the section), giving the driver sufficient time to handle the situation (such as checking the braking system or replenishing air); and a cyclic reset mechanism: through the design of "clearing the timer and re-monitoring", the braking is avoided due to short-term pressure fluctuations (such as timely replenishment of air after slight air leakage), minimizing interference with operations.

[0076] In summary, combining the refined anti-runaway control methods implemented in the first-stage anti-runaway monitoring exemplified by B1, B2, and B3, and the refined anti-runaway control methods implemented in the second-stage anti-runaway monitoring exemplified by C1, C2, and C3, it can be seen that the embodiments of this application design a two-stage progressive monitoring strategy. By setting differentiated time thresholds of 5 seconds, 10 seconds, 60 seconds, and 90 seconds, sufficient reaction time is reserved for the driver to autonomously correct potential risks, avoiding direct triggering of emergency braking due to brief fluctuations in braking force or driver operation delays, minimizing interference with transportation efficiency, and balancing safety protection and operational efficiency. Furthermore, when determining whether an anti-runaway trigger condition exists, the embodiments of this application use direct physical parameters of the air braking system, such as train pipe decompression and brake cylinder pressure, as the core detection objects, so that the ATP anti-runaway function no longer relies on speed sensors, and can directly verify whether the driver performs real and sufficient air braking operations, effectively compensating for the monitoring blind spots that may exist in pure electronic control systems.

[0077] Furthermore, as a response to the above Figure 1To implement the method shown, this application provides a train anti-runaway control device. This device embodiment corresponds to the aforementioned method embodiment. For ease of reading, this device embodiment will not repeat the details of the aforementioned method embodiment, but it should be understood that the device in this embodiment can implement all the contents of the aforementioned method embodiment. This device is used to provide a "preventive safety intervention" method to address "train runaway," specifically as follows... Figure 3 As shown, the device includes: Unit 21 is used to determine the target train to be monitored. The acquisition unit 22 is used to acquire the corresponding anti-runaway triggering conditions according to the train type of the target train. The anti-runaway triggering conditions include: determining whether to trigger the anti-runaway risk warning based on whether the train pipe pressure reduction meets the standard, or determining whether to trigger the anti-runaway risk warning based on whether the brake cylinder pressure meets the standard. The activation unit 23 is used to activate the first stage of anti-runaway monitoring when the target train changes from a moving state to a stationary state. The first stage of anti-runaway monitoring is used to identify the immediate risk of runaway after the target train changes from a moving state to a stationary state. The first control unit 24 is used to perform a first control operation to deal with train runaway when the target train meets the anti-runaway triggering condition to trigger the anti-runaway risk warning during the first stage of anti-runaway monitoring. It is used to interact with the information command realized by the driver human-machine interface and the operator to deal with the train runaway. The activation unit 23 is also used to activate the second stage of anti-runaway monitoring when the target train is determined to be in a safe parking state according to the first stage of anti-runaway monitoring. The second stage of anti-runaway monitoring is used to monitor the potential runaway risk of the target train during long-term parking when the target train is in a safe parking state. The second control unit 25 is used in the second stage of anti-runaway monitoring to perform a second control operation to deal with train runaway when the target train meets the anti-runaway triggering conditions to trigger the anti-runaway risk warning, by using the driver human-machine interface to realize information command interaction with the operator.

[0078] In some embodiments, the first control unit 24 is specifically used for: When the target train meets the anti-runaway trigger condition and continues for more than a first preset time, a risk warning message is output through the driver's human-machine interface. This risk warning message forces the operator to pay attention to the risk warning and respond. The first preset time is the detection time after the target train enters a stationary state; or... If the target train meets the anti-runaway trigger condition but disappears within the first preset time, and the target train remains stationary, then the first stage of anti-runaway monitoring ends, and the second stage of anti-runaway monitoring begins; or... If the target train meets the anti-runaway triggering conditions, but changes from a stationary state to a moving state within the first preset time, the first stage of anti-runaway monitoring is directly cancelled.

[0079] In some embodiments, when the target train meets the anti-runaway trigger condition and exceeds a first preset time, after outputting risk warning information through the driver's human-machine interface, the method further includes: If the operator confirms the risk warning within the second preset time, the first-stage anti-escape monitoring is cancelled. The second preset time is the length of time during which the risk warning information is output in the first-stage anti-escape monitoring; or... If the target train is detected to change from a stationary state to a moving state within the second preset time, the first stage of anti-runaway monitoring will be cancelled.

[0080] In some embodiments, when the target train meets the anti-runaway trigger condition and continues for more than a first preset time, after outputting risk warning information through the driver's human-machine interface, the method further includes: If, within the second preset time period, it is detected that the operator has not confirmed the risk warning, then depending on whether the target train still meets the anti-runaway triggering conditions, it is determined to directly apply braking to the target train; or, If, during the second preset time period, the target train is found not to meet the anti-runaway triggering conditions, it is determined that the runaway risk has been eliminated, and the first stage of anti-runaway monitoring ends, switching to the second stage of anti-runaway monitoring.

[0081] In some embodiments, the second control unit 25 is specifically used for: When the target train meets the aforementioned anti-runaway trigger condition and continues for more than a third preset time, a risk warning message is output through the driver's human-machine interface. This risk warning message forces the operator to pay attention to the risk warning and respond accordingly; or... If the target train meets the anti-runaway trigger condition but disappears within the third preset time, and the target train remains stationary, the monitoring timer is reset and the second stage of anti-runaway monitoring is re-entered; or, If the target train meets the anti-runaway triggering conditions, but changes from a stationary state to a moving state within the third preset time, the second stage of anti-runaway monitoring will be directly cancelled.

[0082] In some embodiments, when the target train continuously meets the anti-runaway triggering condition for more than a third preset time, after outputting risk warning information through the driver's human-machine interface, the method further includes: If the operator confirms the risk warning within the fourth preset time, the second-stage anti-escape monitoring is cancelled, whereby the fourth preset time is the duration for which the risk warning information is output during the second-stage anti-escape monitoring; or, If the target train is detected to change from a stationary state to a moving state within the fourth preset time, the second stage of anti-runaway monitoring will be cancelled.

[0083] In some embodiments, when the target train meets the anti-runaway trigger condition and exceeds a third preset time, after outputting risk warning information through the driver's human-machine interface, the method further includes: If, within the fourth preset time period, it is detected that the operator has not confirmed the risk warning, then it is determined whether to directly apply braking to the target train based on whether the target train still meets the anti-runaway triggering conditions; or, If, during the fourth preset time period, the target train is found not to meet the anti-runaway triggering conditions, the current runaway risk is determined to be eliminated, the monitoring timer is reset, and the second stage of anti-runaway monitoring is re-entered.

[0084] The train anti-runaway control device includes a processor and a memory. The aforementioned determination unit, acquisition unit, start unit, first control unit and second control unit are all stored as program units in the memory. The processor executes the aforementioned program units stored in the memory to realize the corresponding functions.

[0085] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and by adjusting kernel parameters, a "preventative safety intervention" method can be provided. This allows for timely intervention before a runaway occurs, preventing emergency braking after a runaway from impacting railway operational efficiency, thus fully meeting the dual requirements of safety and efficiency.

[0086] In summary, the embodiments of this application provide a train anti-runaway control method and device. The anti-runaway method uses "whether the train pipe pressure reduction meets the standard" or "whether the brake cylinder pressure meets the standard" as the conditions for triggering the anti-runaway risk warning. The active protection method provided is essentially a "preventive safety intervention" method, which realizes timely intervention before runaway is about to occur, avoiding the situation where emergency braking after runaway occurs will affect the railway operation efficiency, thereby fully meeting the dual requirements of safety and efficiency.

[0087] This application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the train anti-runaway control method described above.

[0088] This disclosure also provides an electronic device, such as... Figure 4 As shown, the device includes at least one processor 31, at least one memory 32 connected to the processor 31, and a bus 33; wherein the processor 31 and the memory 32 communicate with each other through the bus 33; the processor 31 is used to call program instructions in the memory 32 to execute the above-mentioned train anti-runaway control method.

[0089] This application provides an electronic device, which includes at least one processor, at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the train anti-runaway control method as described above.

[0090] This application also provides a computer program product that, when executed on a data processing device, is suitable for performing the steps of an initialization method for preventing runaway trains.

[0091] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0092] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0093] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0094] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0095] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0096] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0097] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A control method of preventing a train from slipping, characterized by, The method comprises: determining a target train to be monitored; acquiring a corresponding anti-slip triggering condition according to the train type of the target train, the anti-slip triggering condition comprising: judging whether to trigger an anti-slip risk warning according to whether the train pipe pressure reduction meets the standard, or judging whether to trigger an anti-slip risk warning according to whether the brake cylinder pressure meets the standard; when the target train changes from a moving state to a stationary state, starting first-stage anti-slip monitoring, the first-stage anti-slip monitoring being used to identify an immediate slipping risk after the target train changes from the moving state to the stationary state; in the first-stage anti-slip monitoring, when it is monitored that the target train meets the anti-slip triggering condition to trigger an anti-slip risk warning, implementing information instruction interaction with an operator through a driver human-computer interaction interface, and executing a first control operation to cope with train slipping; when it is determined according to the first-stage anti-slip monitoring that the target train is in a parked safe state, starting second-stage anti-slip monitoring, the second-stage anti-slip monitoring being used to monitor potential slipping risks existing in long-term parking of the target train when the target train is in the parked safe state; in the second-stage anti-slip monitoring, when it is monitored that the target train meets the anti-slip triggering condition to trigger an anti-slip risk warning, implementing information instruction interaction with an operator through a driver human-computer interaction interface, and executing a second control operation to cope with train slipping.

2. The method of claim 1, wherein, In the first-stage anti-slip monitoring, when it is monitored that the target train meets the anti-slip triggering condition to trigger an anti-slip risk warning, implementing information instruction interaction with an operator through a driver human-computer interaction interface, and executing a first control operation to cope with train slipping, comprising: when the target train meets the anti-slip triggering condition and lasts for more than a first preset time, outputting risk warning information through the driver human-computer interaction interface, the risk warning information being used to force the operator to pay attention to the risk warning and respond, the first preset time being a detection time length after the target train enters the stationary state; or, if the target train meets the anti-slip triggering condition but disappears within the first preset time, and the target train still remains in the stationary state, ending the first-stage anti-slip monitoring and switching to the second-stage anti-slip monitoring; or, if the target train meets the anti-slip triggering condition but changes from the stationary state to the moving state within the first preset time, directly canceling the first-stage anti-slip monitoring.

3. The method of claim 2, wherein, When the target train meets the anti-slip triggering condition and lasts for more than the first preset time, after the risk warning information is outputted through the driver human-computer interaction interface, the method further comprises: if it is monitored that the operator completes confirmation of the risk warning within a second preset time, canceling the first-stage anti-slip monitoring, the second preset time being a time length of outputting the risk warning information in the first-stage anti-slip monitoring; or, if it is monitored that the target train changes from the stationary state to the moving state within the second preset time, canceling the first-stage anti-slip monitoring.

4. The method of claim 3, wherein, When the target train meets the anti-slip triggering condition and lasts for more than the first preset time, after the risk warning information is outputted through the driver human-computer interaction interface, the method further comprises: If it is monitored that the operator does not complete the confirmation of the risk warning within the second preset time, it is determined whether to directly apply brake operation to the target train according to whether the target train still satisfies the anti-slip triggering condition; or, If it is monitored that the target train does not satisfy the anti-slip triggering condition within the second preset time, it is determined that the runaway risk is removed, the first stage anti-slip monitoring is ended, and the second stage anti-slip monitoring is switched in.

5. The method of claim 2, wherein, In the second stage anti-slip monitoring, when it is monitored that the target train satisfies the anti-slip triggering condition to trigger the anti-slip risk warning, information instruction interaction is realized through the driver human-computer interaction interface and the operator, and a second control operation is performed to cope with the train runaway, including: When the target train satisfies the anti-slip triggering condition and continues to exceed the third preset time, risk warning information is output through the driver human-computer interaction interface, and the risk warning information is used to force the operator to pay attention to the risk warning and respond; or, If the target train satisfies the anti-slip triggering condition but disappears within the third preset time, and the target train still remains in the stationary state, the monitoring timing is reset and the second stage anti-slip monitoring is re-entered; or, If the target train satisfies the anti-slip triggering condition but changes from the stationary state to the moving state within the third preset time, the second stage anti-slip monitoring is directly cancelled.

6. The method of claim 5, wherein, When the target train continues to satisfy the anti-slip triggering condition and continues to exceed the third preset time, after the risk warning information is output through the driver human-computer interaction interface, the method further includes: If it is monitored that the operator completes the confirmation of the risk warning within the fourth preset time, the second stage anti-slip monitoring is cancelled, and the fourth preset time is the length of time for which the risk warning information is output in the second stage anti-slip monitoring; or, If it is monitored that the target train changes from the stationary state to the moving state within the fourth preset time, the second stage anti-slip monitoring is cancelled.

7. The method of claim 6, wherein, When the target train satisfies the anti-slip triggering condition and exceeds the third preset time, after the risk warning information is output through the driver human-computer interaction interface, the method further includes: If it is monitored that the operator does not complete the confirmation of the risk warning within the fourth preset time, it is determined whether to directly apply brake operation to the target train according to whether the target train still satisfies the anti-slip triggering condition; or, If it is monitored that the target train does not satisfy the anti-slip triggering condition within the fourth preset time, it is determined that the current runaway risk is removed, the monitoring timing is reset, and the second stage anti-slip monitoring is re-entered.

8. A train anti-runaway control device, characterized in that, The device includes: A determination unit configured to determine a target train to be monitored; An acquisition unit configured to acquire a corresponding anti-slip triggering condition according to a train type of the target train, the anti-slip triggering condition including: determining whether to trigger an anti-slip risk warning according to whether a train pipe pressure reduction amount meets a standard, or determining whether to trigger the anti-slip risk warning according to whether a brake cylinder pressure meets a standard; A starting unit configured to start first stage anti-slip monitoring when the target train changes from a moving state to a stationary state, the first stage anti-slip monitoring being used to identify an immediate runaway risk after the target train changes from the moving state to the stationary state; The first control unit is configured to, in the first stage anti-runaway monitoring, when it is monitored that the target train meets the anti-runaway triggering condition to trigger an anti-runaway risk warning, perform a first control operation to cope with train runaway by using a driver human-computer interaction interface to interact with an operator to implement information instruction. The starting unit is further configured to, when it is determined according to the first stage anti-runaway monitoring that the target train is in a parked safe state, start second stage anti-runaway monitoring, and the second stage anti-runaway monitoring is configured to monitor a potential runaway risk existing in long-term parking of the target train when the target train is in the parked safe state. The second control unit is configured to, in the second stage anti-runaway monitoring, when it is monitored that the target train meets the anti-runaway triggering condition to trigger an anti-runaway risk warning, perform a second control operation to cope with train runaway by using a driver human-computer interaction interface to interact with an operator to implement information instruction.

9. A computer-readable storage medium, characterized in that, The computer readable storage medium stores a computer program, and the computer program is executed by the processor to implement the anti-runaway control method of the train according to any one of claims 1-7.

10. An electronic device, comprising: The device comprises at least one processor and at least one memory connected with the processor through a bus; The processor and the memory communicate with each other through the bus; The processor is configured to call program instructions in the memory to execute the anti-runaway control method of the train according to any one of claims 1-7.

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