A method, device, equipment and medium for adjusting a train guarantee emergency braking rate
By calculating and adjusting the emergency braking rate in tunnel, dry elevated, and wet-slip elevated areas within the urban rail transit signaling system, the safety hazard of train slippage on wet-slip tracks has been resolved, achieving safe protection and efficient operation under adverse weather conditions.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- CASCO SIGNAL LTD
- Filing Date
- 2025-12-31
- Publication Date
- 2026-07-21
AI Technical Summary
The existing urban rail transit signaling system has failed to effectively adjust and ensure the emergency braking rate under wet and slippery track conditions, resulting in safety hazards. In particular, the slip distance of the train increases in severe weather such as rain and snow, making it impossible to ensure safe stopping.
By acquiring multiple emergency braking test data, different emergency braking rates are calculated for tunnels, dry elevated tracks, and wet and slippery elevated tracks. Dispatchers adjust the emergency braking rate settings of trains according to weather conditions and update the emergency braking rate of the onboard controller synchronously through the automatic train monitoring system and the area controller to ensure that trains stop safely under different track surface conditions.
It enables automatic adjustment of the train's protective model under adverse weather conditions, improving the safety and flexibility of the train on wet and slippery rail surfaces, reducing safety risks caused by slippage, and improving operational efficiency.
Smart Images
Figure CN121553214B_ABST
Abstract
Description
Technical Field
[0001] This invention relates to rail transit signaling systems, and in particular to a method, apparatus, equipment, and medium for adjusting the emergency braking rate of a train. Background Technology
[0002] To ensure operational safety, urban rail transit trains apply emergency braking when a hazardous scenario is triggered. Upon emergency braking, the train disengages traction and applies a braking force greater than the normal braking force. The train's deceleration after emergency braking is a crucial input for the signaling system design. To guarantee the system's design and safe real-time operation, a guaranteed emergency braking rate is set. This guaranteed emergency braking rate is the minimum absolute value of the train under worst-case conditions after emergency braking is applied. The signaling system uses this minimum value to calculate the train's safe operating curve, ensuring that the train stops before the danger point after emergency braking is triggered under worst-case conditions, thus guaranteeing operational safety.
[0003] The adhesion coefficient between the train and the rail surface varies under different vehicle weights, track curvatures, gradients, rail surface slippage levels, and train speeds. Therefore, the actual emergency braking rate is a variable value. To provide a clear input for signaling system design, current urban rail signaling system designs use values measured on straight, dry tracks, rather than employing the emergency braking rate (which has a smaller absolute value) under slippery conditions for system protection. Under slippery conditions, the track's adhesion decreases, and trains slide further after slipping. If the signaling system still uses a higher absolute value for emergency braking rate for system protection, a safety hazard exists.
[0004] A search of Chinese Patent Publication No. CN120573155A reveals a train control method and device under wet rail conditions. Specifically, it discloses: when at least one train is detected to be slipping on the entire line, acquiring slippage information for all trains on the entire line; analyzing the slipping train, the entire line, and various operating areas within the line based on the slippage information to determine the wet rail cause of the slippage; and sending the slippage information and the wet rail cause to the Automatic Train Protection System (ATPSS) so that the APSS can determine a control strategy to address the slippage situation. However, this patent does not address the technology for adjusting the emergency braking rate. Therefore, how to further improve train operation protection under adverse weather conditions such as rain and snow by adjusting the emergency braking rate becomes a technical problem that needs to be solved. Summary of the Invention
[0005] The purpose of this invention is to overcome the defects of the prior art by providing a method, device, equipment and medium for adjusting the emergency braking rate of a train.
[0006] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a method for adjusting the emergency braking rate of a train is provided, the method comprising: Step S1: Obtain the three emergency braking rates; Step S2: After the train restarts, the onboard VOBC uses the minimum absolute value of the guaranteed emergency braking rate to calculate the train's emergency braking curve. Step S3: The dispatcher sets the Data Storage Unit (DSU) to either "Enable Normal Support Emergency Braking Rate" or "Cancel Normal Support Emergency Braking Rate". Step S4: The data storage unit (DSU) synchronizes the status security code of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" to all area controllers (ZC). In step S5, the area controller ZC synchronizes the status of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" to all online vehicle VOBCs. Step S6: After the onboard VOBC completes positioning, it modifies the emergency braking rate based on the train's safe positioning location. Step S7: The on-board VOBC calculates the protection curve based on the new protection emergency braking rate.
[0007] As a preferred technical solution, the three emergency braking rates in step S1 are: emergency braking rate G1 in the tunnel area, emergency braking rate G2 in the elevated straight and dry track area, and emergency braking rate G3 in the elevated wet and slippery area.
[0008] As a preferred technical solution, the absolute value of the emergency braking rate G3 located in the elevated slippery area is minimized.
[0009] As a preferred technical solution, in step S1, the emergency braking distance of the train under different vehicle weights, different areas, different speeds, and different weather conditions is calculated through multiple emergency braking tests, thereby obtaining three guaranteed emergency braking rates.
[0010] As a preferred technical solution, in step S3, the dispatcher can set the usage status of "enable normal guarantee emergency braking rate" or "cancel normal guarantee emergency braking rate" through a secondary confirmation operation based on the weather conditions or the operation plan.
[0011] As a preferred technical solution, if the current rail surface condition is good, the usage status is set to "activate normal emergency braking rate"; if the current rail surface condition is poor, the usage status is set to "cancel normal emergency braking rate".
[0012] As a preferred technical solution, in step S6, if the train's safety positioning does not intersect with the elevated area, the onboard VOBC will activate the emergency braking rate protection value to G1. If the train's safety positioning overlaps with the elevated area, there are two scenarios: if ZC transmits "Enable normal emergency braking rate" to VOBC, the onboard VOBC will enable the emergency braking rate as the G2 value; if ZC transmits "Cancel normal emergency braking rate" to VOBC, the onboard VOBC will enable the emergency braking rate as the G3 value.
[0013] According to a second aspect of the present invention, an apparatus is provided for the method of adjusting the emergency braking rate of the train, comprising: The Automatic Train Control System (ATS) is used by dispatchers to set commands to the DSU (Dual Train Service) to "enable normal emergency braking rate" or "cancel normal emergency braking rate" with secondary confirmation. The Data Storage Unit (DSU) is responsible for completing secondary confirmation interaction and verification with the ATS, and completing the setting of "Enable Normal Protection Emergency Braking Rate" or "Cancel Normal Protection Emergency Braking Rate". The area controller ZC is used to periodically synchronize with the DSU to obtain the status of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate"; The onboard controller VOBC is used to default to the minimum absolute value of the emergency braking rate before positioning is completed. After positioning is completed, it determines the emergency braking rate to be used based on the train position information and the "emergency braking rate" status sent by ZC.
[0014] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.
[0015] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.
[0016] Compared with the prior art, the present invention has the following advantages: 1) This invention adjusts the train's ATP protection model automatically by setting and modifying the emergency braking rate of the elevated area according to weather conditions, thereby achieving safety protection in severe weather conditions such as rain and snow. 2) In step S1 of this invention, multiple sets of available emergency braking rates were obtained through actual testing. This method is more flexible and safer than the existing method of using a single emergency braking rate in urban rail transit.
[0017] 3) In step S2 of this invention, the default is to use the emergency braking rate under wet and slippery conditions, which follows the principle of fault-oriented safety and protects against train restart scenarios in elevated open areas; 4) Step S3 of this invention provides urban rail transit train dispatchers with a flexible and safe way to set the emergency braking rate, and a single setting is effective for all trains; 5) The modification of the emergency braking rate designed in steps S4 and 5 of this invention is synchronized with the safety communication method of all trains. DSU, ZC, and VOBC all adopt the SIL4 safety platform, and the communication between DSU, ZC, and VOBC adopts safety coding. 6) In step S6 of this invention, the onboard VOBC is designed to automatically select different emergency braking rates based on positioning information, automatically protecting against slippery track surfaces. After entering underground areas or once the dispatcher restores the normal emergency braking rate, it can quickly use parameters with higher operating efficiency, resulting in greater flexibility and safety. 7) In step S7 of this invention, the on-board VOBC calculates the driving curve based on the new guaranteed emergency braking rate, which is more flexible and safer than the existing single method of updating the driving curve of urban rail transit. Attached Figure Description
[0018] Figure 1 This is a flowchart illustrating the specific process of the method of the present invention; Figure 2 This is a schematic diagram illustrating the specific settings of the three safeguards for emergency braking rate in this invention; Figure 3 This is a schematic diagram of the structure of the device of the present invention. Detailed Implementation
[0019] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.
[0020] This invention, based on the existing hardware architecture of urban rail transit signaling systems, proposes a technology for adjusting the train's safe braking model under slippery track conditions. Urban rail transit dispatchers can adjust the emergency braking rate for elevated areas according to weather conditions, and the system automatically adjusts the train's ATP (Automatic Train Protection) model to achieve safety protection under adverse weather conditions such as rain and snow.
[0021] like Figure 1 As shown, a method for adjusting the emergency braking rate of a signal system for safety adjustment specifically includes the following steps: Step S1) Obtain a reliable emergency braking rate: First, calculate the emergency braking distance of the train under different weights, areas, speeds, and weather conditions through multiple emergency braking tests. Based on this, obtain three reliable emergency braking rates for different conditions: tunnel area (G1 value), elevated straight and dry track area (G2 value), and elevated wet and slippery condition (G3 value). Figure 2 As shown; Step S2) After the train restarts, the onboard VOBC uses the minimum absolute value of the guaranteed emergency braking rate - G3 value to calculate the train's emergency braking curve, so as to ensure that the train can use the safest guaranteed emergency braking rate after restarting in the elevated wet and slippery area.
[0022] Step S3) Based on weather conditions or the operational plan, the dispatcher, through a secondary confirmation operation, sends a message from the ATS to the trackside Data Storage Unit (DSU) to either "Enable Normal Emergency Braking Rate" or "Cancel Normal Emergency Braking Rate" to modify the current status of the emergency braking rate. The dispatcher can set two states: if the current track surface conditions are good, the state can be set to "Enable Normal Emergency Braking Rate"; if the current track surface conditions are poor, the state can be set to "Cancel Normal Emergency Braking Rate".
[0023] Step S4) The DSU device will synchronize the "Enable Normal Protection Emergency Braking Rate / Cancel Normal Protection Emergency Braking Rate" status security code to all area controllers (ZC).
[0024] Step S5) ZC will synchronize the "Enable Normal Emergency Braking Rate / Cancel Normal Emergency Braking Rate" status security code to all online vehicle VOBCs.
[0025] (Step S6) After the train completes its positioning, the onboard VOBC modifies the emergency braking rate based on the train's safe positioning location. If the train's safe positioning does not intersect with the elevated area, the onboard VOBC will activate the emergency braking rate at value G1. If the train's safe positioning intersects with the elevated area, there are two scenarios: if ZC transmits "activate normal emergency braking rate" to the VOBC, the onboard VOBC will activate the emergency braking rate at value G2; if ZC transmits "cancel normal emergency braking rate" to the VOBC, the onboard VOBC will activate the emergency braking rate at value G3.
[0026] Step S7) After the onboard VOBC activates the G3 value to ensure the emergency braking rate, under the same movement authorization endpoint, the expected emergency braking distance is longer. The onboard VOBC will reduce the maximum operating speed of the train to ensure that the train will not slip and enter the danger zone.
[0027] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.
[0028] like Figure 3 As shown, a device for adjusting the emergency braking rate of a signal system includes: Automatic Train Monitoring System (ATS 1): Dispatchers use ATS to send commands to the DSU to "enable normal emergency braking rate" or "cancel normal emergency braking rate" with secondary confirmation.
[0029] The secure data storage unit DSU 2 is responsible for completing secondary confirmation interaction and verification with ATS, completing the setting of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate"; storing the "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" status; and periodically synchronizing the "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" command status to all ZCs.
[0030] Area Controller ZC 3: Periodically synchronizes with DSU to obtain the status of "Enable Normal Emergency Braking Rate" or "Cancel Normal Emergency Braking Rate", and provides the "Enable Normal Emergency Braking Rate" or "Cancel Normal Emergency Braking Rate" command status to all trains in the area.
[0031] Onboard controller VOBC 4: Before completing positioning, the most stringent emergency braking rate G3 is enabled by default. After positioning is completed, based on the train's position information and the "emergency braking rate" status sent by ZC, the appropriate emergency braking rate is determined. The onboard controller then recalculates the driving curve based on the new emergency braking rate.
[0032] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.
[0033] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.
[0034] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.
[0035] The processing unit executes the various methods and processes described above, such as methods S1 to S7. For example, in some embodiments, methods S1 to S7 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S7 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S7 by any other suitable means (e.g., by means of firmware).
[0036] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.
[0037] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.
[0038] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.
[0039] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.
Claims
1. A method for adjusting the emergency braking rate of a train, characterized in that, The method includes: Step S1: Obtain the three emergency braking rates; Step S2: After the train restarts, the onboard VOBC uses the minimum absolute value of the guaranteed emergency braking rate to calculate the train's emergency braking curve. Step S3: The dispatcher sets the Data Storage Unit (DSU) to either "Enable Normal Support Emergency Braking Rate" or "Cancel Normal Support Emergency Braking Rate". Step S4: The data storage unit DSU synchronizes the status safety code of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" to all area controllers ZC. Step S5, the area controller ZC will synchronize the status of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate" to all online vehicle VOBCs; Step S6: After the onboard VOBC completes positioning, it modifies the emergency braking rate based on the train's safe positioning location. Step S7: The onboard VOBC calculates the protection curve based on the new protection emergency braking rate; The three emergency braking rates in step S1 are: emergency braking rate G1 in the tunnel area, emergency braking rate G2 in the elevated straight and dry track area, and emergency braking rate G3 in the elevated wet and slippery area; the absolute value of emergency braking rate G3 in the elevated wet and slippery area is the smallest. In step S3, the dispatcher can set the usage status of "activate normal guarantee emergency braking rate" or "cancel normal guarantee emergency braking rate" by a secondary confirmation operation based on the weather conditions or the operation plan. If the current rail surface condition is good, set the usage status to "Activate normal emergency braking rate"; if the current rail surface condition is poor, set the usage status to "Cancel normal emergency braking rate". In step S6, if the train's safety positioning does not intersect with the elevated area, the onboard VOBC will activate the emergency braking rate protection value to G1. If the train's safety positioning overlaps with the elevated area, there are two scenarios: if ZC transmits "Enable normal emergency braking rate" to VOBC, the onboard VOBC will enable the emergency braking rate as the G2 value; if ZC transmits "Cancel normal emergency braking rate" to VOBC, the onboard VOBC will enable the emergency braking rate as the G3 value.
2. The method for adjusting the emergency braking rate of a train according to claim 1, characterized in that, In step S1, the emergency braking distance of the train under different vehicle weights, regions, speeds, and weather conditions is calculated through multiple emergency braking tests, thereby obtaining three guaranteed emergency braking rates.
3. An apparatus for adjusting the emergency braking rate of a train as described in claim 1, characterized in that, include: The Automatic Train Monitoring System (ATS) (1) is used by dispatchers to set the command "Enable Normal Emergency Braking Rate" or "Cancel Normal Emergency Braking Rate" to the DSU in a two-way confirmation manner. The data storage unit DSU (2) is responsible for completing the secondary confirmation interaction and verification with ATS, and completing the setting of "enabling normal protection emergency braking rate" or "canceling normal protection emergency braking rate"; The area controller ZC (3) is used to periodically synchronize with the DSU to obtain the status of "Enable normal protection emergency braking rate" or "Cancel normal protection emergency braking rate"; The vehicle controller VOBC (4) is used to enable the minimum absolute value of the emergency braking rate by default before positioning is completed. After positioning is completed, the emergency braking rate to be used is determined based on the train position information and the "emergency braking rate" status sent by ZC.
4. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 2.
5. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 2.