Train slip control method, device, equipment and storage medium

Abstract

The application discloses a train skidding control method and device, equipment and storage medium, relates to the train control technical field, and includes: if a target risk area existing in the driving direction of a target train is identified, a target braking curve is generated, and the target train is braked based on the target braking curve; the target risk area is an area for skidding protection of the target train during driving, and the braking curve is a curve of speed changing with time; in the process of braking the target train based on the target braking curve, the skidding state of the target train is monitored in real time; if it is determined that the target train is not in a preset serious skidding state based on the skidding state, a target braking rate is determined, and the target train is braked based on the target braking rate; if it is determined that the target train is in the preset serious skidding state based on the skidding state, the target train is braked based on an emergency braking instruction. The application can realize front-end prevention, real-time inhibition and safe and reliable determination of train skidding.

Description

Technical Field

[0001] This invention relates to the field of train control technology, and in particular to a train slippage control method, device, equipment, and storage medium. Background Technology

[0002] During urban rail transit operation, conditions such as rain, snow, ice, frost, and oil stains on the rail surface can easily reduce the rail adhesion coefficient, making wheel-rail slippage highly likely during train braking. Train slippage significantly increases speed measurement and positioning errors, and in platform areas, it can easily cause overshooting of station markers, resulting in inaccurate alignment between train doors and platform doors, affecting normal operation and passenger experience. When train slippage exceeds the tolerance limit, the signaling system will output emergency braking for safety reasons, causing a downgrade in train operation mode and even leading to train interruption, severely reducing line operating efficiency. At the same time, slippage significantly reduces the actual wheel-rail adhesion, and the actual emergency braking deceleration of the train may be lower than the system's designed guaranteed emergency braking rate, resulting in braking distances exceeding expectations, failing to meet safety protection requirements, and posing safety hazards such as rear-end collisions.

[0003] In summary, how to achieve proactive prevention, real-time suppression, and reliable safety assessment of train slippage is a pressing technical problem that needs to be solved. Summary of the Invention

[0004] In view of this, the purpose of this invention is to provide a train slippage control method, apparatus, device, and storage medium, capable of achieving proactive prevention, real-time suppression, and reliable determination of train slippage. The specific solution is as follows: In a first aspect, this application provides a train slippage control method, including: If a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, and the target train is braked based on the target braking curve; the target risk area is the area where the target train is protected against skidding while traveling, and the braking curve is a curve of speed changing with time; During the braking process of the target train based on the target braking curve, the slippage state of the target train is monitored in real time. If it is determined based on the slippage state that the target train is not in a preset severe slippage state, then a target braking rate is determined, and the target train is braked based on the target braking rate. If the target train is determined to be in the preset severe slippage state based on the slippage state, an emergency braking command is generated, and the target train is braked based on the emergency braking command.

[0005] Optionally, the target risk area includes a long longitudinal slope and a first risk area; the first risk area is an area where there is any one or a combination of rain, snow, ice, frost, and oil pollution.

[0006] Optionally, if a target risk area is identified in the direction of travel of the target train, generating a target braking curve corresponding to the target train includes: If the automatic train operation system of the target train identifies a target risk area in the direction of travel of the target train that meets a preset distance condition, then the target braking curve corresponding to the target train is generated.

[0007] Optionally, before generating the target braking curve corresponding to the target train, the method further includes: Determine whether a target braking command has been received; If the target braking command is received, the target braking curve corresponding to the target train is generated so that the target train can be braked based on the target braking curve; If the target braking command is not received, a first braking curve corresponding to the target train running in the target normal area is determined so as to brake the target train based on the first braking curve; The target normal area is the area where the target train does not perform skidding protection during operation, and the slope of the target braking curve is less than the slope of the first braking curve.

[0008] Optionally, the train slippage control method further includes: If the automatic train operation system of the target train identifies that there is no target risk area in the direction of travel of the target train, then directly jump to the step of real-time monitoring of the slippage state of the target train, so as to brake the target train based on the slippage state; Accordingly, the real-time monitoring of the slippage state of the target train includes: If the automatic train protection system of the target train detects that the front of the target train is in a preset slippage state and the slippage time corresponding to the front of the train exceeds a preset time threshold, then the automatic train protection system of the target train will monitor whether the rear of the target train is in the preset slippage state. If the rear of the train is not in the preset slip state, or if the rear of the train is in the preset slip state and the slip time corresponding to the rear of the train does not exceed the preset time threshold, then the position of the target train is determined based on the position of the rear of the train, and it is determined that the target train is not in the preset severe slip state. If the rear of the train is in the preset slippage state and the slippage time corresponding to the rear of the train exceeds the preset time threshold, then the target train is determined to be in the preset severe slippage state, the position of the target train is determined to be invalid, the emergency braking command is generated, and the target train is braked based on the emergency braking command.

[0009] Optionally, after braking the target train based on the emergency braking command, the method further includes: If the target train is currently operating in FAM mode, then the on-board controller of the target train is restarted, and the operating mode of the target train is switched to FRM mode. The target train is then controlled to operate in FRM mode until the target train's location is reacquired. After that, the operating mode of the target train is restored to FAM mode, and the target train is then controlled to operate in FAM mode.

[0010] Optionally, determining the target braking rate if it is determined based on the slippage state that the target train is not in a preset severe slippage state includes: If the target train is not in the preset severe slippage state, the latest braking rate output by the target train's automatic train operation system is determined, and the initial braking rate corresponding to the target train is generated through the target train's automatic train operation system; wherein, the generation time of the latest braking rate is earlier than the generation time of the initial braking rate; If the initial braking rate is less than or equal to the latest braking rate, then the initial braking rate is determined as the target braking rate; If the initial braking rate is greater than the latest braking rate, then the latest braking rate is determined as the target braking rate.

[0011] Secondly, this application provides a train slippage control device, comprising: The braking curve generation module is used to generate a target braking curve corresponding to the target train if a target risk area is identified in the direction of travel of the target train, and to brake the target train based on the target braking curve; the target risk area is the area where the target train is protected against skidding while traveling, and the braking curve is a curve of speed changing with time; The slippage state monitoring module is used to monitor the slippage state of the target train in real time during the braking process based on the target braking curve. The braking rate determination module is used to determine a target braking rate if it is determined based on the slippage state that the target train is not in a preset severe slippage state, and to brake the target train based on the target braking rate. An emergency braking command generation module is used to generate an emergency braking command if the target train is determined to be in the preset severe slippage state based on the slippage state, and to brake the target train based on the emergency braking command.

[0012] Thirdly, this application provides an electronic device, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the aforementioned train slippage control method.

[0013] Fourthly, this application provides a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned train slippage control method.

[0014] In this application, if a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, and the target train is braked based on the target braking curve. The target risk area is the area where the target train is protected against slippage during travel, and the braking curve is a curve showing the speed changing over time. During the braking process based on the target braking curve, the slippage state of the target train is monitored in real time. If it is determined based on the slippage state that the target train is not in a preset severe slippage state, a target braking rate is determined, and the target train is braked based on the target braking rate. If it is determined based on the slippage state that the target train is in the preset severe slippage state, an emergency braking command is generated, and the target train is braked based on the emergency braking command. As can be seen from the above, this application first identifies whether there is a target risk area requiring skidding protection along the direction of travel of the target train. If such an area exists, a corresponding target braking curve is generated and braking is performed according to the target braking curve. During braking, the train's skidding state is monitored in real time. If the preset severe skidding is not reached, braking is performed smoothly at a determined target braking rate to avoid aggravating skidding. If severe skidding is determined, an emergency braking command is immediately generated and executed to ensure safety. In this way, this application can optimize braking control for risk areas in advance, effectively reducing the probability of skidding. At the same time, the braking strategy is adjusted in stages according to the real-time skidding state. This can prevent excessive braking force from worsening the condition under non-severe skidding conditions, and can quickly trigger safety braking in the event of severe skidding, taking into account both train stability and operational safety. This achieves proactive prevention, real-time suppression, and reliable judgment of train skidding, improving the control reliability of the signaling system under low adhesion conditions. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0016] Figure 1 A flowchart of a train slippage control method provided in this application; Figure 2 A specific braking curve diagram is provided for this application; Figure 3 A flowchart illustrating a specific train braking process before a long longitudinal slope, as provided in this application; Figure 4 This application provides a specific flowchart for detecting train slippage. Figure 5 This application provides a flowchart of a specific braking process for a train when it slips. Figure 6 This application provides a schematic diagram of the structure of a train slippage control device; Figure 7 This application provides a structural diagram of an electronic device. Detailed Implementation

[0017] 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 embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0018] During urban rail transit operation, conditions such as rain, snow, ice, frost, and oil stains on the rail surface can easily reduce the rail adhesion coefficient, making wheel-rail slippage highly likely during train braking. Train slippage significantly increases speed measurement and positioning errors, and in platform areas, it can easily cause overshooting of station markers, resulting in inaccurate alignment between train doors and platform doors, affecting normal operation and passenger experience. When train slippage exceeds the tolerance limit, the signaling system will output emergency braking for safety reasons, causing a downgrade in train operation mode and even causing train interruption, severely reducing line operating efficiency. At the same time, slippage significantly reduces the actual wheel-rail adhesion, and the actual emergency braking deceleration of the train may be lower than the system's designed guaranteed emergency braking rate, resulting in braking distances exceeding expectations, failing to meet safety protection requirements, and posing safety hazards such as rear-end collisions. Therefore, this application provides a train slippage control scheme that can achieve proactive prevention, real-time suppression, and reliable judgment of train slippage.

[0019] See Figure 1 As shown in the figure, an embodiment of the present invention discloses a train slippage control method, which may include: Step S11: If a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, and the target train is braked based on the target braking curve; the target risk area is the area where the target train is protected against skidding while traveling, and the braking curve is a curve of speed changing with time.

[0020] In this embodiment, the ATO (Automatic Train Operation) of the target train first identifies whether there are target risk areas along the target train's direction of travel that meet preset distance conditions. For example, it identifies whether there are target risk areas along the target train's direction of travel that are less than 500 meters away from the target train. It should be noted that the target risk area includes a long longitudinal slope and a first risk area; the first risk area is an area where any one or a combination of rain, snow, ice, frost, and oil pollution exists.

[0021] In one specific implementation, if the ATO (Automatic Train Operation) of the target train identifies a target risk area in the direction of travel where the distance between the target train and the target train meets a preset distance condition, the system continues to determine whether a target braking command has been received, i.e., whether the target train needs to be braked. If a target braking command is received, a target braking curve corresponding to the target train is generated so that the target train can be braked based on the target braking curve; if no target braking command is received, a first braking curve corresponding to the target train running in the target normal area is determined so that the first braking curve can be constructed to brake the target train; wherein, the target normal area is the area where the target train does not have skidding protection when traveling, and the slope of the target braking curve is less than the slope of the first braking curve.

[0022] Taking a long longitudinal slope as an example, for the target risk area of ​​a long longitudinal slope, in order to minimize the probability of train slippage due to ATO braking, this embodiment adopts a new ATO train control algorithm: (1) When ATO identifies in advance that the train is about to enter a long downhill area, the identification distance is configurable. If the train does not need to brake and stop, ATO uses the normal train control curve, i.e. the first braking curve, to control the train.

[0023] (2) If the train needs to brake and stop, the ATO uses a more gentle control curve than normal control, namely the target braking curve (the configuration parameters can be optimized according to the on-site test) to brake the target train, reducing the possibility of the train slipping due to the large braking rate output by the ATO.

[0024] See the braking curve for long longitudinal slopes. Figure 2 As shown, the blue background represents the downhill area. The solid black line a is the EBI (Emergency Brake Intervention Curve). As long as the train speed does not exceed the EBI, emergency braking will not be triggered. The dashed black line b is the actual stopping trajectory after emergency braking is triggered. Point M is the stopping position of the train during emergency braking, which is a safe point. The solid orange line c is the SBI (Service Brake Intervention Curve) before optimization, i.e., the first braking curve. The dashed orange line d is the optimized SBI, i.e., the target braking curve. Compared with the solid orange line c, the dashed orange line d brakes earlier, reducing the braking rate.

[0025] For the specific procedures of braking on long longitudinal slopes, please refer to [link / reference]. Figure 3 As shown, the ATO (Automatic Train Control) first controls the train's movement. Then, the system determines if a long gradient exists ahead. If not, it returns to the ATO control procedure and continues normal train control. If a long gradient is determined, it further determines whether braking is needed in the gradient area. If braking is not needed, it again returns to the ATO control procedure and maintains normal operation. If braking is determined to be needed on the long gradient, the ATO performs early braking control to reduce the braking rate on the gradient, thus smoothing the braking curve and preventing slippage. Therefore, in this embodiment, when the train is not slipping, slippage control prediction applies braking in advance before the train enters a long gradient, reducing the slope of the braking curve and preventing excessive braking force that could lead to slippage on long gradients. This significantly reduces the probability of train slippage on long gradients.

[0026] In another specific implementation, if the ATO of the target train identifies that there is no target risk area in the direction of travel of the target train that meets the preset distance condition, the skidding state of the target train is monitored in real time so as to determine whether to brake the target train based on the skidding state.

[0027] Step S12: During the braking process of the target train based on the target braking curve, the slippage state of the target train is monitored in real time.

[0028] In this embodiment, the slippage status of the target train can be monitored in real time through the ATP (Automatic Train Protection) system of the target train. The specific process may include: if the ATP system of the target train detects that the front of the target train is in a preset slippage state and the slippage time corresponding to the front of the train exceeds a preset time threshold, then the ATP system of the target train monitors whether the rear of the target train is in the preset slippage state; if the rear of the train is not in the preset slippage state, or if the rear of the train is in the preset slippage state and the slippage time corresponding to the rear of the train does not exceed the preset time threshold, then the position of the target train is determined based on the position of the rear of the train, and it is determined that the target train is not in the preset severe slippage state; if the rear of the train is in the preset slippage state and the slippage time corresponding to the rear of the train exceeds the preset time threshold, then it is determined that the target train is in the preset severe slippage state.

[0029] For specific details on the train slippage detection process, please refer to [link / reference]. Figure 4 As shown, the ATP continuously monitors the slippage status of the target train's front and rear ends: First, it detects the status of the train's front end. When the front end is slipping and the duration exceeds a preset time threshold (default 10 seconds), an emergency braking command is not immediately issued. The system then switches to tail end speed measurement to detect the slippage status of the train's rear end. If the rear end is not slipping or the slippage duration does not exceed the preset time threshold, the target train is determined not to be in a severe slippage state, and its position can be determined using the rear end position. The ATP will not issue an emergency braking command. If the rear end is slipping and the duration also exceeds the preset time threshold, the ATP determines the target train is in a severe slippage state. It should be noted that if the front / rear end of the train is slipping, but the duration does not exceed the preset time threshold, slippage timing needs to be continuously performed, and the speed measurement error can be increased based on the slippage situation. Therefore, this embodiment integrates the slippage determination results from the onboard equipment at both ends of the train, designing a redundant slippage determination technology at both ends. This minimizes the possibility of speed measurement failure due to slippage at a single end, leading to emergency braking and improving system availability.

[0030] Step S13: If it is determined that the target train is not in a preset severe slippage state based on the slippage state, then the target braking rate is determined, and the target train is braked based on the target braking rate.

[0031] In this embodiment, if the target train slips but is not in a preset severe slip state, a target braking rate can be determined, and the target train can be braked based on the target braking rate. The specific process may include: if the target train is not in the preset severe slip state, determining the latest braking rate output by the target train's automatic train operation system, and generating an initial braking rate corresponding to the target train through the target train's automatic train operation system; wherein the generation time of the latest braking rate is earlier than the generation time of the initial braking rate; if the initial braking rate is less than or equal to the latest braking rate, then the initial braking rate is determined as the target braking rate; if the initial braking rate is greater than the latest braking rate, then the latest braking rate is determined as the target braking rate.

[0032] Specifically, when a target train is determined to be slipping, in order to improve the slippage situation, the ATO (Automatic Train Control) will not continue to output a large deceleration, but will maintain the braking rate of the previous cycle to avoid further deterioration of the slippage. At this time, only ATO slippage handling is performed, and no service braking or emergency braking commands are output, so it does not affect normal train operation.

[0033] For the procedure of braking when the train slips, please refer to [link / reference]. Figure 5 As shown, the ATO first receives the train slippage status transmitted in real time by the ATP; then, the ATO calculates the train braking level, i.e., the latest braking rate, based on the train slippage status; it determines whether the train has slipped. If no slippage has occurred, it continues to receive the train slippage status and calculate the braking level in a loop; if slippage is determined, the ATO calculates the current braking level, i.e., the initial braking rate, and determines whether the current braking level is greater than the previously output braking level, i.e., whether the initial braking rate is greater than the previously output latest braking rate. If it is greater, the previously output braking level is maintained unchanged, and the latest braking rate is determined as the target braking rate; if it is not greater, the initial braking rate is directly determined as the target braking rate and output. Finally, the target train is braked based on the target braking rate. It can be seen that in this embodiment, when the train slips, the output of the train braking force is controlled by slippage suppression to prevent the slippage phenomenon from worsening, thus reducing the risk of further deterioration of the train slippage.

[0034] Step S14: If the target train is determined to be in the preset severe slippage state based on the slippage state, an emergency braking command is generated, and the target train is braked based on the emergency braking command.

[0035] In this embodiment, see Figure 4 As shown, if the target train is determined to be in a preset severe slippage state, the position of the target train is deemed invalid, the ATP loses the train positioning, and an emergency braking command needs to be generated to perform emergency braking on the target train based on the emergency braking command.

[0036] It should be noted that when an emergency braking is applied to the train due to slippage, the onboard Carborne Controller (CC) can be manually restarted remotely in fully automatic mode. After restarting, the train can enter FRM mode (Fully Restricted Manual Mode) to continue operating. Once the train re-reads the transponder and completes its positioning, it can automatically return to FAM mode (Fully Automatic Train Operating Mode). The specific process may include: if the target train's current operating mode is FAM mode, the onboard controller of the target train is restarted, and the target train's operating mode is switched to FRM mode. The target train is then controlled in FRM mode until its positioning is regained. After that, the target train's operating mode is restored to FAM mode, and the target train is controlled in FAM mode.

[0037] It is understandable that, in this embodiment, on the one hand, when the train is not slipping, the goal is to avoid the train from entering a slipping state as much as possible, thereby mitigating the risks that may be caused by the train slipping; on the other hand, when the train slips, the goal is to reduce the slippage and restore normal train operation to minimize the problems and risks that may be caused by the slippage.

[0038] As can be seen from the above, in this embodiment, if a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, and the target train is braked based on the target braking curve; the target risk area is the area where the target train is protected against slippage during travel, and the braking curve is a curve of speed changing with time; during the braking of the target train based on the target braking curve, the slippage state of the target train is monitored in real time; if it is determined based on the slippage state that the target train is not in a preset severe slippage state, a target braking rate is determined, and the target train is braked based on the target braking rate; if it is determined based on the slippage state that the target train is in the preset severe slippage state, an emergency braking command is generated, and the target train is braked based on the emergency braking command. As can be seen from the above, this embodiment first identifies whether there is a target risk area requiring skidding protection along the direction of travel of the target train. If such an area exists, a corresponding target braking curve is generated and braking is performed according to the target braking curve. During braking, the train's skidding state is monitored in real time. If the preset severe skidding is not reached, braking is performed smoothly at the determined target braking rate to avoid aggravating skidding. If severe skidding is determined, an emergency braking command is immediately generated and executed to ensure safety. In this way, this embodiment can optimize braking control for risk areas in advance, effectively reducing the probability of skidding. At the same time, the braking strategy is adjusted in stages according to the real-time skidding state. This can prevent excessive braking force from worsening the condition under non-severe skidding conditions, and can quickly trigger safety braking in the event of severe skidding. It balances train stability and operational safety, achieving proactive prevention, real-time suppression, and reliable judgment of train skidding, and improving the control reliability of the signal system under low adhesion road conditions.

[0039] Accordingly, see Figure 6 As shown in the figure, this application embodiment also provides a train slippage control device, which may include: The braking curve generation module 11 is used to generate a target braking curve corresponding to the target train if a target risk area is identified in the direction of travel of the target train, and to brake the target train based on the target braking curve; the target risk area is the area where the target train is protected against skidding when it is traveling, and the braking curve is a curve of speed changing with time; The slippage state monitoring module 12 is used to monitor the slippage state of the target train in real time during the braking process of the target train based on the target braking curve. The braking rate determination module 13 is used to determine a target braking rate if it is determined based on the slippage state that the target train is not in a preset severe slippage state, and to brake the target train based on the target braking rate. The emergency braking command generation module 14 is used to generate an emergency braking command if the target train is determined to be in the preset severe slippage state based on the slippage state, and to brake the target train based on the emergency braking command.

[0040] In some specific implementations, the target risk area includes a long longitudinal slope and a first risk area; the first risk area is an area where there is any one or a combination of rain, snow, ice, frost, and oil pollution.

[0041] In some specific embodiments, the braking curve generation module 11 may include: The braking curve generation unit is used to generate the target braking curve corresponding to the target train if the automatic train operation system of the target train identifies a target risk area in the direction of travel of the target train that meets a preset distance condition.

[0042] In some specific embodiments, the train slippage control device may further include: The condition judgment module is used to determine whether a target braking command has been received; The target braking curve generation module is used to generate the target braking curve corresponding to the target train if the target braking command is received, so as to brake the target train based on the target braking curve; The first braking curve determination module is used to determine the first braking curve corresponding to the target train running in the target normal area if the target braking command is not received, so as to brake the target train based on the first braking curve; wherein, the target normal area is the area in which the target train does not perform skidding protection when it is running, and the slope of the target braking curve is less than the slope of the first braking curve.

[0043] In some specific embodiments, the train slippage control device may further include: The risk area identification module is used to directly jump to the step of real-time monitoring of the skid state of the target train if the automatic train operation system of the target train identifies that there is no target risk area in the direction of travel of the target train, so as to brake the target train based on the skid state. Accordingly, the slippage state monitoring module 12 may include: The rear-end status monitoring unit is used to monitor whether the rear of the target train is in the preset slippage state if the automatic train protection system of the target train detects that the front of the target train is in a preset slippage state and the slippage time corresponding to the front of the train exceeds a preset time threshold. The position determination unit is used to determine the position of the target train based on the position of the rear of the train if the rear of the train is not in the preset slip state, or if the rear of the train is in the preset slip state and the slip time corresponding to the rear of the train does not exceed the preset time threshold, and determine that the target train is not in the preset severe slip state. An emergency braking command generation unit is used to determine that the target train is in the preset severe skidding state if the rear of the train is in the preset skidding state and the skidding time corresponding to the rear of the train exceeds the preset time threshold, and to determine that the position of the target train is invalid, generate the emergency braking command, and brake the target train based on the emergency braking command.

[0044] In some specific embodiments, the train slippage control device may further include: The operation mode determination module is used to restart the on-board controller of the target train if the current operation mode of the target train is FAM mode, and switch the operation mode of the target train to FRM mode, and control the operation of the target train through FRM mode until the positioning of the target train is re-acquired, then restore the operation mode of the target train to FAM mode, and control the operation of the target train through FAM mode.

[0045] In some specific embodiments, the braking rate determination module 13 may include: An initial braking rate generation unit is used to determine the latest braking rate output by the automatic train operation system of the target train if the target train is not in the preset severe slippage state, and to generate the initial braking rate corresponding to the target train through the automatic train operation system of the target train; wherein the generation time of the latest braking rate is earlier than the generation time of the initial braking rate. The first target braking rate determination unit is used to determine the initial braking rate as the target braking rate if the initial braking rate is less than or equal to the latest braking rate. The second target braking rate determination unit is used to determine the latest braking rate as the target braking rate if the initial braking rate is greater than the latest braking rate.

[0046] Furthermore, embodiments of this application also disclose an electronic device, Figure 7This is a structural diagram of an electronic device 20 according to an exemplary embodiment. The content of the diagram should not be construed as limiting the scope of this application. Specifically, the electronic device 20 may include: at least one processor 21, at least one memory 22, a power supply 23, a communication interface 24, an input / output interface 25, and a communication bus 26. The memory 22 stores a computer program, which is loaded and executed by the processor 21 to implement the relevant steps in the train slippage control method disclosed in any of the foregoing embodiments. Furthermore, the electronic device 20 in this embodiment may specifically be an electronic computer.

[0047] In this embodiment, the power supply 23 is used to provide operating voltage for each hardware device on the electronic device 20; the communication interface 24 can create a data transmission channel between the electronic device 20 and external devices, and the communication protocol it follows can be any communication protocol applicable to the technical solution of this application, and is not specifically limited here; the input / output interface 25 is used to acquire external input data or output data to the outside world, and its specific interface type can be selected according to specific application needs, and is not specifically limited here.

[0048] In addition, the memory 22, as a carrier for resource storage, can be a read-only memory, random access memory, disk or optical disk, etc. The resources stored thereon can include operating system 221, computer program 222, etc., and the storage method can be temporary storage or permanent storage.

[0049] The operating system 221 is used to manage and control the various hardware devices on the electronic device 20 and the computer program 222, which may be Windows Server, Netware, Unix, Linux, etc. In addition to including a computer program capable of performing the train slippage control method executed by the electronic device 20 as disclosed in any of the foregoing embodiments, the computer program 222 may further include a computer program capable of performing other specific tasks.

[0050] Furthermore, this application also discloses a computer-readable storage medium for storing a computer program; wherein, when the computer program is executed by a processor, it implements the aforementioned train slippage control method. Specific steps of this method can be found in the corresponding content disclosed in the foregoing embodiments, and will not be repeated here.

[0051] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section.

[0052] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0053] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0054] Finally, it should be noted that in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

[0055] The technical solutions provided in this application have been described in detail above. Specific examples have been used to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A method for controlling train slippage, characterized in that, include: If a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, and the target train is braked based on the target braking curve; the target risk area is the area where the target train is protected against skidding while traveling, and the braking curve is a curve of speed changing with time; During the braking process of the target train based on the target braking curve, the slippage state of the target train is monitored in real time. If it is determined based on the slippage state that the target train is not in a preset severe slippage state, then a target braking rate is determined, and the target train is braked based on the target braking rate. If the target train is determined to be in the preset severe slippage state based on the slippage state, an emergency braking command is generated, and the target train is braked based on the emergency braking command. The real-time monitoring of the target train's slippage status includes: If the automatic train protection system of the target train detects that the front of the target train is in a preset slippage state and the slippage time corresponding to the front of the train exceeds a preset time threshold, then the automatic train protection system of the target train will monitor whether the rear of the target train is in the preset slippage state. If the rear of the train is not in the preset slip state, or if the rear of the train is in the preset slip state and the slip time corresponding to the rear of the train does not exceed the preset time threshold, then the position of the target train is determined based on the position of the rear of the train, and it is determined that the target train is not in the preset severe slip state. If the rear of the train is in the preset slippage state and the slippage time corresponding to the rear of the train exceeds the preset time threshold, then the target train is determined to be in the preset severe slippage state, the position of the target train is determined to be invalid, the emergency braking command is generated, and the target train is braked based on the emergency braking command.

2. The train slippage control method according to claim 1, characterized in that, The target risk area includes a long longitudinal slope and a first risk area; the first risk area is an area where there is any one or a combination of rain, snow, ice, frost, and oil pollution.

3. The train slippage control method according to claim 1, characterized in that, If a target risk area is identified in the direction of travel of the target train, a target braking curve corresponding to the target train is generated, including: If the automatic train operation system of the target train identifies a target risk area in the direction of travel of the target train that meets a preset distance condition, then the target braking curve corresponding to the target train is generated.

4. The train slippage control method according to claim 3, characterized in that, Before generating the target braking curve corresponding to the target train, the method further includes: Determine whether a target braking command has been received; If the target braking command is received, the target braking curve corresponding to the target train is generated so that the target train can be braked based on the target braking curve; If the target braking command is not received, a first braking curve corresponding to the target train running in the target normal area is determined so as to brake the target train based on the first braking curve; The target normal area is the area where the target train does not perform skidding protection during operation, and the slope of the target braking curve is less than the slope of the first braking curve.

5. The train slippage control method according to claim 1, characterized in that, Also includes: If the automatic train operation system of the target train identifies that there is no target risk area in the direction of travel of the target train, then it directly jumps to the step of real-time monitoring of the slippage state of the target train, so as to brake the target train based on the slippage state.

6. The train slippage control method according to claim 1, characterized in that, After braking the target train based on the emergency braking command, the process further includes: If the target train is currently operating in FAM mode, then the on-board controller of the target train is restarted, and the operating mode of the target train is switched to FRM mode. The target train is then controlled to operate in FRM mode until the target train's location is reacquired. After that, the operating mode of the target train is restored to FAM mode, and the target train is then controlled to operate in FAM mode.

7. The train slippage control method according to any one of claims 1 to 6, characterized in that, If it is determined based on the slippage state that the target train is not in a preset severe slippage state, then determining the target braking rate includes: If the target train is not in the preset severe slippage state, the latest braking rate output by the target train's automatic train operation system is determined, and the initial braking rate corresponding to the target train is generated through the target train's automatic train operation system; wherein, the generation time of the latest braking rate is earlier than the generation time of the initial braking rate; If the initial braking rate is less than or equal to the latest braking rate, then the initial braking rate is determined as the target braking rate; If the initial braking rate is greater than the latest braking rate, then the latest braking rate is determined as the target braking rate.

8. A train slippage control device, characterized in that, include: The braking curve generation module is used to generate a target braking curve corresponding to the target train if a target risk area is identified in the direction of travel of the target train, and to brake the target train based on the target braking curve; the target risk area is the area where the target train is protected against skidding while traveling, and the braking curve is a curve of speed changing with time; The slippage state monitoring module is used to monitor the slippage state of the target train in real time during the braking process based on the target braking curve. The braking rate determination module is used to determine a target braking rate if it is determined based on the slippage state that the target train is not in a preset severe slippage state, and to brake the target train based on the target braking rate. An emergency braking command generation module is used to generate an emergency braking command if the target train is determined to be in the preset severe slippage state based on the slippage state, and to brake the target train based on the emergency braking command. The slippage state monitoring module includes: The rear-end status monitoring unit is used to monitor whether the rear of the target train is in the preset slippage state if the automatic train protection system of the target train detects that the front of the target train is in a preset slippage state and the slippage time corresponding to the front of the train exceeds a preset time threshold. The position determination unit is used to determine the position of the target train based on the position of the rear of the train if the rear of the train is not in the preset slip state, or if the rear of the train is in the preset slip state and the slip time corresponding to the rear of the train does not exceed the preset time threshold, and determine that the target train is not in the preset severe slip state. An emergency braking command generation unit is used to determine that the target train is in the preset severe skidding state if the rear of the train is in the preset skidding state and the skidding time corresponding to the rear of the train exceeds the preset time threshold, and to determine that the position of the target train is invalid, generate the emergency braking command, and brake the target train based on the emergency braking command.

9. An electronic device, characterized in that, The electronic device includes a processor and a memory; wherein the memory is used to store a computer program, which is loaded and executed by the processor to implement the train slippage control method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, Used to store a computer program, which, when executed by a processor, implements the train slippage control method as described in any one of claims 1 to 7.

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