Train idling and slipping control method and device, dispatching method and dispatching system

Abstract

This invention belongs to the field of train control technology and provides a method, device, scheduling method, and scheduling system for controlling train slippage. The method includes: periodically collecting train operation data within the current section; if the train slips, recording the slippage data; then issuing corresponding protection commands based on the slippage data; next, executing an emergency protection strategy or a conventional protection strategy based on the protection commands; if the slippage disappears after executing the emergency protection strategy, the emergency protection strategy is revoked; or if the train comes to a complete stop at the station after executing the conventional protection strategy, the train performs a conventional level output. This invention's method can acquire train slippage data within the current section and adopt corresponding protection strategies based on the data analysis results. This process covers slippage events throughout the entire section, ensuring the stability of the train during operation within the section.

Description

Technical Field

[0001] This invention belongs to the field of train control technology, and specifically relates to a method, device, scheduling method and scheduling system for controlling train slippage and idling. Background Technology

[0002] During high-speed train operation, under normal circumstances, the train is in the conventional level output mode. Conventional level output means that in the normal driving mode, the ATO on-board equipment calculates the target speed and acceleration according to the automatic driving instruction operation plan and speed limit, and issues standard and graded power / braking force commands to the traction / braking system to stabilize and control the train speed and traction.

[0003] However, when the train is operating at its normal speed limit, insufficient friction between the wheels and the rails can easily lead to wheel spin (during acceleration) or skidding (during deceleration) under special circumstances. While existing ATO (Automatic Train Control) onboard equipment uses speed information compensated by ATP (Automatic Train Protection) for train control, it does not adjust its control strategy for wheel spin or skidding, continuing to output traction or braking force at the original speed limit. This results in a large deviation between the control output and the actual train operation, and frequent speed adjustments further exacerbate wheel spin and skidding. During braking and stopping at a station, if severe wheel spin and skidding persist, the ATO onboard equipment cannot accurately match the braking demand, potentially causing the train to fail to stop at the designated position as expected, affecting the accurate judgment of stopping results. When a section becomes a frequent wheel spin and skidding area due to weather factors (rain, snow, etc.), the existing solution relies on the dispatch center manually issuing temporary speed limits, resulting in a long response time. If wheel spin and skidding are severe, the driver must exit ATO manual control, increasing labor costs and potentially causing safety hazards due to human error.

[0004] The invention patent with application number 202310821440.2 discloses a train slippage control method based on the fusion of ATO and TCMS, braking and traction. The core of this solution is that the fusion host obtains the train speed and acceleration and the speed and acceleration of each axle in real time, compares them and determines whether it is in a slippage state and whether it has entered slippage protection. If the slippage protection times out or the protection is triggered multiple times in a short period of time, the fusion host adjusts the train speed-distance curve, and ATO adopts the method of "gradually reducing the total acceleration" to automatically enter the low speed protection mode. After the train enters the next station, it resumes normal driving speed to ensure safe driving in the current section.

[0005] However, existing technologies typically only adjust acceleration for a single instance of slippage, failing to effectively limit traction or braking output levels, making it difficult to suppress the risk of escalating slippage at its source. Furthermore, they lack adaptive mode switching based on the frequency of slippage within a given area, and do not establish a vehicle-to-ground speed limiting mechanism, resulting in insufficient ability to handle interval-specific, high-frequency slippage. In addition, existing technologies only address slippage by adjusting speed-distance curves and switching to low-speed protection modes, without adaptive speed limiting based on the frequency of slippage within a given area, and without vehicle-to-ground coordinated control, failing to mitigate the risk of interval-specific slippage at a global level. Summary of the Invention

[0006] To address the problems in the background art, this invention proposes a train slippage control method, device, scheduling method, and scheduling system.

[0007] To achieve the above objectives, the present invention adopts the following technical solution: A method for controlling train slippage includes the following steps: Periodically collect train operation data in the current section; if the train slips or idles, record the slip data. Issue corresponding protection commands based on idling and slippage data; Emergency protection strategies and / or routine protection strategies are executed according to the protection instructions; the emergency protection strategy is used to control the train's level output, and the routine protection strategy is used to control the train's speed when entering the station. After the emergency protection strategy is implemented, the train's slippage disappears, and the train resumes normal level output; and / or, after the normal protection strategy is implemented, the train enters the station and comes to a complete stop, and the train resumes normal level output.

[0008] Furthermore, based on the slippage data, corresponding control commands are issued, including the following steps: If the idling and slippage lasts for more than or equal to the set time, the train is determined to be experiencing "severe idling and slippage", and an emergency protection command is issued. And / or, when the train receives the station entry signal and is in a slipping state, issue a routine protection command.

[0009] Furthermore, emergency control strategies are implemented according to protection instructions, including the following steps: If the current train speed is less than or equal to the ATO roof speed, the maximum traction level is limited to level 4 and the maximum braking level is limited to level -4, and the current traction level or the current braking level is not increased. If the current train speed is greater than the ATO roof speed, apply the brakes to reduce the train speed to below the roof speed.

[0010] Furthermore, the conventional control strategy is executed according to the control instructions, including the following steps: Adjust the train's speed limit for entering the station, and output the level based on the adjusted speed limit.

[0011] Furthermore, once the train's slippage disappears after the emergency protection strategy is implemented, the train will proceed with normal level output, including the following steps: If the idling slippage condition disappears for more than a set time, it is determined that the idling slippage condition has ended, the emergency protection strategy is stopped, and the train resumes normal level output.

[0012] Furthermore, after implementing the standard protection strategy and bringing the train to a complete stop at the station, the standard level output is executed, including the following steps: After implementing the standard protection strategy, if the train comes to a complete stop in the station, the train will execute the standard level output until the next slippage triggers the protection command.

[0013] Furthermore, it also includes the following steps: Count the number of times the train's emergency protection strategy is triggered within the current section; When the number of triggers is greater than or equal to the set value, it is determined that the current section is seriously slipping and idling. A stop command is output to control the train to stop at a safe position in the section. After the train stops, the train is controlled to run at the set speed. Send the message "Severe slippage in the current section" to the temporary speed limit server; Receive rain / snow mode operation instructions and temporary speed limit instructions from the temporary speed limit server; Speed ​​limits are imposed based on rain / snow mode operation instructions and temporary speed limit instructions, allowing passage through the current section; Receive the command from the dispatch center to cancel the temporary speed limit and resume normal speed operation.

[0014] A train slippage control device, configured in ATO onboard equipment, includes: The information acquisition unit is used to periodically collect the train's operating data in the current section. If the train slips or idles, the slip data is recorded. The control decision unit is used to issue corresponding protection commands based on the idling and slippage data. The level control unit executes emergency protection strategies and / or conventional protection strategies according to protection commands; the emergency protection strategy is used to control the level output of the train, and the conventional protection strategy is used to control the train's speed when entering the station. The reset unit is used to control the train to perform normal level output after the train's slippage disappears following the execution of the emergency protection strategy; and to control the train to perform normal level output after the train enters the station and comes to a complete stop following the execution of the normal protection strategy.

[0015] Furthermore, it also includes a switching unit and a vehicle-to-ground communication unit; The switching unit is used to count the number of times the emergency protection strategy is triggered within the current section. When the number of triggers is greater than or equal to a set value, the switching unit determines that the current section is severely slipping and the control decision unit outputs a stop command to control the train to stop at a safe position within the section. After the train comes to a complete stop, the switching unit controls the train to run at a set speed. The vehicle-to-ground communication unit is used to send the information "severe slippage in the current section" to the temporary speed limit server, and to receive the rain and snow mode operation instructions and temporary speed limit instructions issued by the temporary speed limit server, so that the train can pass through the current section at a speed limit based on the rain and snow mode operation instructions and temporary speed limit instructions; The vehicle-to-ground communication unit is also used to receive instructions from the dispatch center to cancel temporary speed limits and restore normal speed operation.

[0016] A scheduling method, executed by the aforementioned train slippage control device, includes the following steps: The temporary speed limit server receives the message "Severe slippage in the current section" from the vehicle-to-ground communication unit; The dispatch center receives the message "Severe slippage in the current section" from the temporary speed limit server, analyzes it, and sends temporary speed limit instructions and rain / snow mode operation instructions to the temporary speed limit server. The temporary speed limit server receives the temporary speed limit instruction and the rain / snow mode operation instruction, and sends the temporary speed limit instruction and the rain / snow mode operation instruction to the vehicle-to-ground communication unit. After receiving the instruction, the vehicle-to-ground communication unit of the current and subsequent trains will set the train to pass through the current section at a speed limit based on the rain / snow mode operation instruction and the temporary speed limit instruction.

[0017] A dispatching system includes a dispatching center, a temporary speed limit server, and the aforementioned train slippage control device that interacts with the temporary speed limit server. The temporary speed limit server is used to receive the "severe slippage in the current section" information from the vehicle-to-ground communication unit, as well as to receive temporary speed limit instructions and rain / snow mode operation instructions, and send temporary speed limit instructions and rain / snow mode operation instructions to the vehicle-to-ground communication unit. After receiving the instructions, the vehicle-to-ground communication units of the current and subsequent trains will allow the trains to pass through the current section at a speed limit based on the rain / snow mode operation instructions and temporary speed limit instructions. The dispatch center receives the "severe slippage in the current section" information from the temporary speed limit server, analyzes it, and sends temporary speed limit instructions and rain / snow mode operation instructions to the temporary speed limit server.

[0018] The beneficial effects of this invention are: 1. The method of the present invention can obtain the idling and slippage time of the train in the current section, and take corresponding protection strategies based on the data analysis results. This process covers idling and slippage events in the entire section, which can ensure the stability of the train when running in the section. 2. The device of the present invention is equipped with a level control unit. When idling and slippage occur, it reduces the duration of idling and slippage and reduces train control deviation by limiting the output of traction / braking level. At the same time, it can actively reduce the speed limit before the train enters the station to ensure that the train enters the station at a low speed and improve the accuracy of precise stopping. 3. The system of the present invention is equipped with a vehicle-to-ground communication unit, a dispatch center, and a temporary speed limit server. The vehicle-to-ground communication unit can send the data of the train running in the section to the speed limit server. The dispatch center can analyze the data and then issue corresponding instructions. The speed limit server will send its own instructions and the instructions of the dispatch center to the current train and the trains that will enter the section in the future through the vehicle-to-ground communication unit. For sections where slippage and idling occur frequently, the onboard ATO can adaptively adjust and the vehicle-to-ground linkage speed limit can be implemented to avoid safety risks in advance and reduce manual intervention.

[0019] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0020] 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 some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A schematic diagram of the structure of a train slippage control device according to the present invention is shown; Figure 2 The flowcharts of a train slippage control method S1-S4 according to the present invention are shown; Figure 3a The flowcharts of S1 and S6 of the train slippage control method of the present invention are shown; Figure 3b A flowchart of a train slippage control method according to the present invention is shown; Figure 4a A flowchart of a scheduling method according to the present invention is shown; Figure 4b A timing diagram of a scheduling method according to the present invention is shown; Figure 5 A structural diagram of a scheduling system according to the present invention is shown. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0023] like Figure 1 As shown, this is a train slippage control device, which is configured on the ATO on-board equipment and includes an information acquisition unit, a control decision unit, a level control unit, a reset unit, a switching unit, and a vehicle-to-ground communication unit.

[0024] The information acquisition unit can periodically collect the train's operating data in the current section. If the train slips or idles, it records the duration of the slippage. Specifically, this unit can receive train slippage data in real time through the vehicle network (TCMS bus), such as slippage / skid indicators and durations. Then, it combines this data with the train's current speed, ATP roof speed, and station entry signals to provide input for the control strategy.

[0025] The control decision unit can issue corresponding protection commands based on idling slip data. Specifically, the unit can determine whether to trigger emergency protection commands and / or "normal protection commands" based on the collected idling slip data (including the duration of idling slip), and generate level limit commands and speed limit adjustment commands.

[0026] The level control unit can receive protection commands from the control decision unit and then execute emergency control strategies or normal control strategies according to the protection commands. The emergency protection strategy is used to adjust the train's level output, while the normal protection strategy is used to control the train's entry speed. When the train's slippage disappears or the train comes to a complete stop in the station, the reset unit can automatically reset the protection commands and adaptive mode, allowing the train to return to normal level output.

[0027] The switching unit can count the number of times the emergency protection strategy is triggered within the current section. When the number of triggers is greater than or equal to a set value, the switching unit determines that the slippage in the current section is severe and the adhesion coefficient does not meet the requirements for normal operation. The control decision unit then outputs a stop command, controlling the train to stop at a safe position within the section. After the train comes to a complete stop, the switching unit switches to slippage adaptive mode, recalculates the speed curve based on the "emergency braking deceleration under the most unfavorable conditions" provided by the vehicle, and controls the train to run at the set speed limit. The vehicle-to-ground communication unit is used to send the "severe slippage in the current section" information to the temporary speed limit server, and receives rain / snow mode operation commands and temporary speed limit commands from the temporary speed limit server. The train then passes through the current section at the speed limit based on the rain / snow mode operation commands and temporary speed limit commands. At the same time, the vehicle-to-ground communication unit is also used to receive the command to cancel the temporary speed limit from the dispatch center, causing the train to exit slippage adaptive mode and resume normal speed operation.

[0028] It should be noted that, Figure 1 The device implements a closed-loop logic encompassing state recognition, hierarchical protection adaptive adjustment, and vehicle-machine interaction. During operation... Figure 1 The device can select a higher priority protection strategy based on the train's slippage state. When the train is traveling in the section, the level and speed can be adjusted according to the above strategy to eliminate the train slippage. At the same time, the vehicle-to-ground communication unit also interacts with remote control equipment, so as to remotely obtain the train's operating status and provide remote guidance for the train's control.

[0029] like Figure 2 The image shows a method for controlling train slippage, which includes the following steps: S1: Periodically collect train operation data in the current section. If the train slips or spins, record the slip data.

[0030] S2: Issue corresponding protection commands based on idling and slippage data.

[0031] S3: Execute emergency protection strategies and / or routine protection strategies in accordance with protection instructions.

[0032] S4: If the train's slippage disappears after the emergency protection strategy is implemented, the emergency protection strategy is canceled and the train performs normal level output; and / or, if the train comes to a stop in the station after the normal protection strategy is implemented, the train performs normal level output and continuously monitors the train's control slippage status.

[0033] Combination Figure 3bAs can be seen, in S1, the information acquisition module periodically obtains the train's operating data through the vehicle network. If the train does not slip or idle, it maintains the existing level output and continues to monitor. If the train slips or idles, the duration of the slippage is recorded.

[0034] S2 includes the following steps: S201: If the duration of idling and slippage is greater than or equal to the set time (e.g., 5s), the control decision unit determines that the train is in a "serious idling and slippage" state and issues an emergency protection command to the level output unit; and / or, when the train receives an entry signal (e.g., the train is within 1km of the platform) and is in an idling and slippage state, the control decision unit issues a regular protection command to the level output unit.

[0035] It should be noted that emergency protection commands and regular protection commands can be issued simultaneously. Correspondingly, subsequent emergency protection strategies and regular protection strategies can also be executed synchronously. When executed synchronously, the emergency protection strategy controls the output level, while the regular protection strategy controls the train speed.

[0036] It should be further clarified that the aforementioned threshold for the duration of slippage can be flexibly set and adjusted according to track conditions, train type, traction characteristics, and operational needs, and is not fixed at 5 seconds. Under different operating conditions, speed ranges, or track environments, this threshold can be adaptively modified through parameter configuration to improve the accuracy of slippage identification and the reliability of protection control under complex track conditions.

[0037] S3 includes the following steps: S301: When executing the emergency protection strategy, if the current train speed is ≤ ATO roof speed, the level control unit limits the traction level to a maximum of 4 and the braking level to a maximum of -4, and does not increase the current traction level or the current braking level (e.g., if the current traction level is 3, it will not be increased to 4 or above) to avoid frequent level adjustments that may exacerbate slippage; if the current train speed is > ATO roof speed, the level control unit directly performs protective braking to reduce the train speed to below the roof speed to avoid triggering the ATP onboard equipment to output emergency braking.

[0038] Alternatively, when implementing conventional protection strategies, the train's entry speed limit can be adjusted (for example, the original entry speed limit of 80km / h can be reduced to 60km / h). The level control unit calculates and outputs the level based on the adjusted entry speed limit, thereby enabling lower-speed entry and improving stopping accuracy.

[0039] S4 includes the following steps: S401: If the slippage state disappears for more than a set time (e.g., 5 seconds), it is determined that the slippage has ended, the emergency protection strategy is stopped, and the level control unit resumes normal level output; if the train leaves the station or comes to a stop, the level control unit resumes normal level output until the next slippage triggers the protection command.

[0040] It should be noted that S4, by setting a continuous confirmation time after the slippage of the train's slippage control / train slippage control disappearance, avoids frequent switching of protection strategies due to instantaneous signal fluctuations or sudden changes in operating conditions, thus ensuring the stability and continuity of traction control. After confirming that the train has left the abnormal operating condition or completed safe operating conditions such as leaving the station and coming to a complete stop, the normal level output is promptly restored. This allows for rapid protection during slippage and a quick return to normal traction control after the anomaly is resolved, balancing train operation safety and efficiency.

[0041] like Figure 3a As shown, the train slippage control method also includes the following steps: S5: The switching unit will count the number of times the emergency protection strategy is triggered in the current section; when the number of triggers is greater than or equal to the set value, it is determined that the current section is severely slipping and the adhesion coefficient does not meet the requirements for normal operation, and a stop command is output to control the train to stop at a safe position in the section; after the train stops, it switches to slipping adaptive mode, recalculates the speed curve based on the "emergency braking deceleration under the most unfavorable conditions" provided by the vehicle, and controls the train to run at the set speed limit. S6: The vehicle-to-ground communication unit will send the information "severe slippage in the current section" to the temporary speed limit server, and receive the rain / snow mode operation instruction and temporary speed limit instruction from the temporary speed limit server; then the train will reduce its speed based on the rain / snow mode operation instruction and temporary speed limit instruction and pass through the current section; finally, the vehicle-to-ground communication unit will receive the temporary speed limit cancellation instruction from the dispatch center, the train will exit the slippage adaptive mode and resume normal speed operation.

[0042] Optionally, in S5, when the emergency protection strategy is triggered ≥3 times, the train will switch to adaptive mode after stopping, calculate the speed curve based on the most unfavorable braking deceleration, and run at a low speed of 45km / h.

[0043] It should be noted that, in combination Figure 3b It can be seen that, Figure 1 and Figure 3aThe method identifies severe slippage conditions in the section by statistically analyzing the number of emergency protection triggers, promptly outputs a stop command to ensure the train stops safely, and then automatically enters slippage adaptive mode. It recalculates the speed curve based on the most unfavorable braking deceleration to achieve safe speed-limited operation. At the same time, it uploads the abnormal status to the temporary speed limit server through vehicle-to-ground communication, and smoothly passes through the section in conjunction with the rain and snow mode and temporary speed limit command from the dispatch center. After the dispatcher issues a speed limit cancellation command, it automatically exits the adaptive mode and resumes normal operation. It can effectively deal with low-adhesion road conditions while ensuring driving safety, and takes into account both operational reliability and traffic efficiency.

[0044] like Figure 4a The diagram illustrates a scheduling method executed using the aforementioned train slippage control device, comprising the following steps: A1: The Temporary Speed ​​Restriction Server (TSRS) receives the "Severe slippage in the current section" information from the vehicle-to-ground communication unit. This information contains the section number and the trigger frequency. The Temporary Speed ​​Restriction Server then forwards this information to the Centralized Traffic Control Center (CTC).

[0045] A2: The dispatch center receives the "severe slippage in the current section" information from the temporary speed limit server, analyzes it, and sends a temporary speed limit instruction and a rain / snow mode operation instruction to the temporary speed limit server. Specifically, the TSRS synchronizes the information to the CTC, and the dispatch center statistically analyzes the slippage reporting situation in this section. If it is confirmed that this section is a frequently occurring section, a "45km / h temporary speed limit instruction" is issued to the TSRS.

[0046] A3: The temporary speed limit server receives the temporary speed limit instruction and the rain / snow mode operation instruction, and sends the temporary speed limit instruction and the rain / snow mode operation instruction to the vehicle-to-ground communication unit of the current train and subsequent trains. After receiving the instruction, the vehicle-to-ground communication unit instructs the train to pass through the current section at a speed limit based on the rain / snow mode operation instruction and the temporary speed limit instruction.

[0047] It should be noted that for subsequent trains, if they are about to enter a section where slippage is likely, they can slow down in advance according to the instructions in A3 to reduce the risk of slippage.

[0048] As can be seen from 4b, the Temporary Speed ​​Limit Server (TSRS) plays a pivotal role in the train control system, serving as a hub for information relay and command execution. On the one hand, it receives information on train slippage and idling reported by onboard equipment and forwards it to the dispatch center, providing dispatchers with real-time evidence of abnormal conditions such as slippery track surfaces. On the other hand, it receives rain and snow mode operation and temporary speed limit commands issued by the dispatch center, and then safely and accurately issues the commands to the onboard equipment of the corresponding train section, completing a closed-loop linkage from track surface anomaly detection to speed limit control execution, ensuring train operation safety under severe weather conditions.

[0049] like Figure 5 The diagram illustrates a scheduling system comprising a scheduling center, a temporary speed limit server, and the aforementioned train slippage control device that interacts with the temporary speed limit server. The temporary speed limit server receives "severe slippage in the current section" information from the vehicle-to-ground communication unit, and receives temporary speed limit commands and rain / snow mode operation commands. It then sends these commands to the vehicle-to-ground communication unit, which, upon receiving them, directs the train to operate at a speed limit based on the rain / snow mode operation command and the temporary speed limit command, allowing it to pass through the current section. The scheduling center receives the "severe slippage in the current section" information from the temporary speed limit server, analyzes it, and then sends temporary speed limit commands and rain / snow mode operation commands to the temporary speed limit server.

[0050] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling train slippage, characterized in that, Includes the following steps: Periodically collect train operation data in the current section; if the train slips or idles, record the slip data. Issue corresponding protection commands based on idling and slippage data; Emergency protection strategies and / or conventional protection strategies are executed according to protection instructions; the emergency protection strategy is used to control the train's level output, and the conventional protection strategy is used to control the train's station entry speed. After the emergency protection strategy is implemented, the train's slippage disappears, and the train resumes normal level output; and / or, after the normal protection strategy is implemented, the train enters the station and comes to a complete stop, and the train resumes normal level output.

2. The train slippage control method according to claim 1, characterized in that, Based on the idling and slippage data, corresponding control commands are issued, including the following steps: If the idling and slippage lasts for more than or equal to the set time, the train is determined to be experiencing "severe idling and slippage", and an emergency protection command is issued. And / or, when the train receives the station entry signal and is in a slipping state, issue a routine protection command.

3. The train slippage control method according to claim 1, characterized in that, Implement emergency control strategies according to protection instructions, including the following steps: If the current train speed is less than or equal to the ATO roof speed, the maximum traction level is limited to level 4 and the maximum braking level is limited to level -4, and the current traction level or the current braking level is not increased. If the current train speed is greater than the ATO roof speed, apply the brakes to reduce the train speed to below the roof speed.

4. The train slippage control method according to claim 1, characterized in that, Executing a standard control strategy according to control instructions includes the following steps: Adjust the train's speed limit for entering the station, and output the level based on the adjusted speed limit.

5. The train slippage control method according to claim 1, characterized in that, After the emergency protection strategy is implemented and the train's slippage disappears, the train will then perform a normal level output, including the following steps: If the idling slippage condition disappears for more than a set time, it is determined that the idling slippage condition has ended, the emergency protection strategy is stopped, and the train resumes normal level output.

6. The train slippage control method according to claim 1, characterized in that, After the train enters the station and comes to a complete stop following the implementation of standard protection strategies, the standard level output is executed, including the following steps: After implementing the standard protection strategy, if the train comes to a complete stop in the station, the train will execute the standard level output until the next slippage triggers the protection command.

7. A train slippage control method according to any one of claims 1-6, characterized in that, It also includes the following steps: Count the number of times the train's emergency protection strategy is triggered within the current section; When the number of triggers is greater than or equal to the set value, it is determined that the current section is seriously slipping and idling. A stop command is output to control the train to stop at a safe position in the section. After the train stops, the train is controlled to run at the set speed. Send the message "Severe slippage in the current section" to the temporary speed limit server; Receive rain / snow mode operation instructions and temporary speed limit instructions from the temporary speed limit server; Speed ​​limits are imposed based on rain / snow mode operation instructions and temporary speed limit instructions, allowing passage through the current section; Receive the command from the dispatch center to cancel the temporary speed limit and resume normal speed operation.

8. A train slippage control device, configured in ATO onboard equipment, characterized in that, include: The information acquisition unit is used to periodically collect the train's operating data in the current section. If the train slips or idles, the slip data is recorded. The control decision unit is used to issue corresponding protection commands based on the idling and slippage data. The level control unit executes emergency protection strategies and / or conventional protection strategies according to protection commands; the emergency protection strategy is used to control the level output of the train, and the conventional protection strategy is used to control the train's station entry speed. The reset unit is used to control the train to perform normal level output after the train's slippage disappears following the execution of the emergency protection strategy; and to control the train to perform normal level output after the train enters the station and comes to a complete stop following the execution of the normal protection strategy.

9. A train slippage control device according to claim 8, characterized in that, It also includes a switching unit and a vehicle-to-ground communication unit; The switching unit is used to count the number of times the emergency protection strategy is triggered within the current section. When the number of triggers is greater than or equal to a set value, the switching unit determines that the current section is severely slipping and the control decision unit outputs a stop command to control the train to stop at a safe position within the section. After the train comes to a complete stop, the switching unit controls the train to run at a set speed. The vehicle-to-ground communication unit is used to send the information "severe slippage in the current section" to the temporary speed limit server, receive the rain and snow mode operation instructions and temporary speed limit instructions issued by the temporary speed limit server, and enable the train to pass through the current section at a speed limit based on the rain and snow mode operation instructions and temporary speed limit instructions. The vehicle-to-ground communication unit is also used to receive instructions from the dispatch center to cancel temporary speed limits and restore normal speed operation.

10. A scheduling method, executed by a train slippage control device as described in claim 9, characterized in that, Includes the following steps: The temporary speed limit server receives the message "Severe slippage in the current section" from the vehicle-to-ground communication unit; The dispatch center receives the message "Severe slippage in the current section" from the temporary speed limit server, analyzes it, and sends temporary speed limit instructions and rain / snow mode operation instructions to the temporary speed limit server. The temporary speed limit server receives the temporary speed limit instruction and the rain / snow mode operation instruction, and sends the temporary speed limit instruction and the rain / snow mode operation instruction to the vehicle-to-ground communication unit. After receiving the instruction, the vehicle-to-ground communication unit of the current and subsequent trains will set the train to pass through the current section at a speed limit based on the rain / snow mode operation instruction and the temporary speed limit instruction.

11. A scheduling system, characterized in that, The train slippage control device as described in claim 9 includes a dispatch center, a temporary speed limit server, and information interaction with the temporary speed limit server. The temporary speed limit server is used to receive the "severe slippage in the current section" information from the vehicle-to-ground communication unit, and to receive temporary speed limit instructions and rain / snow mode operation instructions, and send temporary speed limit instructions and rain / snow mode operation instructions to the vehicle-to-ground communication unit, so that the vehicle-to-ground communication units of the current and subsequent trains, after receiving the instructions, allow the trains to pass through the current section at a speed limit based on the rain / snow mode operation instructions and temporary speed limit instructions. The dispatch center is used to receive the "severe slippage in the current section" information from the temporary speed limit server, analyze it, and then send temporary speed limit instructions and rain / snow mode operation instructions to the temporary speed limit server.

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