Multi-level emergency braking control method and apparatus for rail transit train control system, device and medium

Abstract

The present invention relates to a multi-level emergency braking control method and apparatus for a rail transit train control system, a device, and a medium. The method comprises: acquiring train position and speed information; on the basis of the train position and speed information, determining whether to trigger an emergency braking command request; if so, assessing a wheel-rail relationship on the basis of the train position and speed information, and selecting a corresponding emergency braking mode and emergency braking execution unit, each emergency braking execution unit corresponding to one emergency braking mode, and different emergency braking modes corresponding to different braking rates; assessing whether an emergency braking result reaches an expectation and, if so, using the corresponding emergency braking execution unit to execute the current emergency braking mode for braking and monitoring train position and speed conditions in real time during the braking to update an emergency braking assessment result, or otherwise reselecting an emergency braking mode and an emergency braking execution unit. Compared with the prior art, the present invention has the advantages of high train operation safety.

Description

Multi-level control methods, devices, equipment and media for emergency braking in rail transit train control systems Technical Field

[0001] This invention relates to train signal control systems, and more particularly to a multi-level control method, device, equipment, and medium for emergency braking in a rail transit train control system. Background Technology

[0002] Most rail transit trains currently use a hybrid braking system consisting of electric and pneumatic braking, with emergency braking performed by pneumatic braking. Both electric and pneumatic braking work by applying force to the wheel treads to increase the friction between the wheels and the rails. During the design process, the train control system calculates and protects against this friction (often referred to as the Guaranteed Emergency Braking Rate GEBR) based on this friction.

[0003] For rolling stock, GEBR calculations are based on dry, straight rails. However, under various specific weather or operating conditions, such as when oil or dew makes the rails slippery, the wheel-rail adhesion coefficient becomes very poor, causing GEBR to be unreliable. This results in the train control system being unable to guarantee train operation safety, a situation that has already occurred on-site, posing a significant threat to passenger safety. To solve this problem, simply reducing the GEBR value would increase the train's safety protection distance, leading to excessively low line operating efficiency and failing to meet the efficiency requirements of public transportation. On the other hand, adopting a higher braking system that is independent of wheel-rail relationships would lead to sudden braking, increasing the risk of falls and injuries to passengers, and causing accelerated wear on the rails and wheels due to frequent braking.

[0004] CN112918508A discloses a magnetic track braking system and a magnetic track braking control method. The magnetic track braking system includes a power supply, a control device, and an electromagnet assembly. The electromagnet assembly includes an iron core, pole shoes below the iron core, and a coil group composed of multiple coils. Each coil in the coil group is arranged along the length or width of the rail, and adjacent coils are insulated from each other. The coils in the coil group are divided into several independent groups, and the control device independently controls each independent group of coils, gradually increasing or decreasing the number of excitation coils to gradually control the magnetic force of the electromagnet assembly. This magnetic track braking system's electromagnet assembly has multiple sets of electromagnetic coils, each group of coils is independently controlled, and the magnetic force gradient of the electromagnet assembly is controlled by controlling the number of excitation coils. When a partial coil fails, other independent groups can still operate normally, allowing the entire magnetic track braking system to be degraded. This method achieves multi-level magnetic track braking control through independent control of the independent coil groups, but it does not consider the wheel-rail relationship, nor does it consider how to ensure the safety of train braking control when one component fails.

[0005] Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing a multi-level emergency braking control method, device, equipment and medium for rail transit train control systems. Based on real-time wheel-rail relationship and a combination of multiple braking methods, the invention adopts a multi-level emergency braking control method for train control systems, using different braking methods according to different adhesion conditions, thus ensuring both efficiency and operational safety.

[0007] The objective of this invention can be achieved through the following technical solutions:

[0008] According to a first aspect of the present invention, a multi-level control method for emergency braking of a rail transit train control system is provided, the method comprising the following steps:

[0009] Obtain train location and speed information;

[0010] Determine whether to trigger an emergency braking command request based on the train's position and speed information;

[0011] If an emergency braking command request is triggered, the wheel-rail relationship is assessed based on the train's position and speed information, and the corresponding emergency braking mode and emergency braking execution unit are selected. Each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates.

[0012] The system assesses whether the emergency braking result meets expectations. If it does, the corresponding emergency braking execution unit is used to execute the current emergency braking mode for braking. During the braking process, the train's position and speed are monitored in real time, and the emergency braking assessment result is updated. Otherwise, the emergency braking mode and emergency braking execution unit are reselected for braking.

[0013] As a preferred technical solution, the method for evaluating whether the emergency braking result has met expectations is as follows: during the train braking process, the final stopping position of the train is estimated based on the current train speed and braking rate. If the final stopping position of the train does not exceed the safety limit point, it indicates that the emergency braking result has met expectations, and the current emergency braking execution unit continues to perform braking; if the final stopping position exceeds the safety limit point, the braking rate is increased, and an emergency braking execution unit with a larger braking rate is used for braking.

[0014] As a preferred technical solution, the emergency braking actuator is configured in a heterogeneous manner, including one or more of brake shoe braking, disc braking, or magnetic rail braking.

[0015] As a preferred technical solution, the braking rate of the disc brake and brake shoe brake ranges from 0.4 to 1.2 m / s. 2 The maximum braking rate of magnetic track braking is 2.0 m / s.2 .

[0016] According to a second aspect of the present invention, a multi-level emergency braking control device for a rail transit train control system is provided. The device includes a speed measurement and positioning unit, an onboard ATP protection unit, an emergency braking control unit, an emergency braking evaluation unit, and several emergency braking execution units; wherein,

[0017] The speed measurement and positioning unit provides train position and speed information to the on-board ATP protection unit and emergency braking assessment unit;

[0018] According to the protection principle of the train control system, the on-board ATP protection unit outputs an emergency braking command request to the emergency braking control unit based on the train's position and speed information.

[0019] The emergency braking control evaluation unit evaluates the wheel-rail relationship based on the braking strategy determined by the emergency braking control unit and the information provided by the speed measurement and positioning unit, and assesses whether the train braking situation has met expectations.

[0020] The emergency braking control unit selects the emergency braking mode and the corresponding emergency braking execution unit to execute the braking command based on the emergency braking command request provided by the on-board ATP protection unit and the evaluation result of the emergency braking control evaluation unit.

[0021] The emergency braking execution unit executes the braking command, wherein each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates.

[0022] As a preferred technical solution, the method by which the emergency braking control evaluation unit evaluates whether the train braking situation has achieved the expected results is as follows: during the train braking process, the final stopping position of the train is estimated based on the current train speed and braking rate. If the final stopping position of the train does not exceed the safety limit point, it indicates that the emergency braking result has achieved the expected results, and the current emergency braking execution unit continues to perform braking. If the final stopping position exceeds the safety limit point, the braking rate is increased, and an emergency braking execution unit with a larger braking rate is used for braking.

[0023] As a preferred technical solution, the emergency braking actuator is configured in a heterogeneous manner, including one or more of brake shoe braking, disc braking, or magnetic rail braking.

[0024] As a preferred technical solution, the braking rate of the disc brake and brake shoe brake ranges from 0.4 to 1.2 m / s. 2 The maximum braking rate of magnetic track braking is 2.0 m / s. 2 .

[0025] As a preferred technical solution, the emergency braking control unit provides control commands to each emergency braking execution unit through a separate interface.

[0026] As a preferred technical solution, the interface between the emergency braking control evaluation unit and the emergency braking control unit is a bidirectional interface for bidirectional information transmission. The emergency braking control unit transmits emergency braking command requests to the emergency braking control evaluation unit through the interface, and the emergency braking control evaluation unit transmits braking evaluation results to the emergency braking control unit through the interface.

[0027] As a preferred technical solution, when the emergency braking control unit controls the emergency braking relay, it uses reverse logic for control, that is, the corresponding emergency braking relay does not activate the emergency braking when it is energized and energized, and only activates the emergency braking when the relay is de-energized and falls.

[0028] As a preferred technical solution, when the emergency braking control evaluation unit fails to output evaluation results normally, the emergency braking control unit outputs a default braking strategy and selects the corresponding emergency braking mode and emergency braking execution unit to perform emergency braking.

[0029] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0030] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] 1. This invention can adopt different emergency braking modes according to the actual wheel-rail relationship, select different emergency braking execution units to perform multi-stage braking, and ensure the smoothness of train braking while ensuring the safety of train operation.

[0033] 2. The present invention employs a heterogeneous emergency braking actuator, which can still ensure train operation safety even if a single mode fails.

[0034] 3. This invention can still ensure the system is guided to the safe side and the train is safe to operate even if any single device fails. Attached Figure Description

[0035] Figure 1 is a flowchart of the method of the present invention;

[0036] Figure 2 is a structural diagram of the device of the present invention;

[0037] Figure 3 shows an example of multi-level emergency braking control of a train control system in one embodiment. Detailed Implementation

[0038] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0039] This embodiment first provides a multi-level control method for emergency braking of a rail transit train control system, as shown in Figure 1. The method includes the following steps:

[0040] S1, obtain train position and speed information;

[0041] S2 determines whether to trigger an emergency braking command request based on the train's position and speed information;

[0042] S3, if an emergency braking command request is triggered, the wheel-rail relationship is evaluated based on the train's position and speed information, and the corresponding emergency braking mode and emergency braking execution unit are selected. Each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates.

[0043] S4. Evaluate whether the emergency braking result meets expectations. If it does, use the corresponding emergency braking execution unit to execute the current emergency braking mode for braking, and monitor the train's position and speed in real time during the braking process, and update the emergency braking evaluation result. Otherwise, reselect the emergency braking mode and emergency braking execution unit for braking.

[0044] The main differences between different emergency braking actuators are the braking principles and devices they employ, resulting in varying emergency braking rates. For example, disc brakes and brake shoe brakes have guaranteed braking rates ranging from 0.4 to 1.2 m / s. 2 The speeds vary, but magnetic rail braking can reach a maximum of 2.0 m / s. 2 A higher braking ratio means a shorter braking distance, but also a greater impact on the train, track, and passengers during braking. In this embodiment, the emergency braking actuator is configured heterogeneously, including one or more of brake shoe braking, disc braking, or magnetic track braking.

[0045] In this embodiment, the method for evaluating whether the emergency braking result has met expectations is as follows: during the train braking process, the final stopping position of the train is estimated based on the current train speed and braking rate. If the final stopping position of the train does not exceed the safety limit point, it indicates that the emergency braking result has met expectations, and the current emergency braking execution unit continues to perform braking. If the final stopping position exceeds the safety limit point, the braking rate is increased, and an emergency braking execution unit with a larger braking rate is used for braking.

[0046] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0047] As shown in Figure 2, the device 300 includes: a speed measurement and positioning unit (VDMU), an on-board ATP protection unit (ATPU), an emergency braking control unit (EBC), an emergency braking evaluation unit (EBA), and several emergency braking execution units (EBE). i (i = 1, ..., n); where,

[0048] The speed measurement and positioning unit (VDMU) provides train position and speed information to the onboard ATP protection unit (ATPU) through interface ①, and provides train position and speed information to the emergency braking assessment unit (ERA) through interface ③.

[0049] According to the protection principle of the train control system, the on-board ATP protection unit (ATPU) outputs an emergency braking command request to the emergency braking control unit (EBC) through interface ② based on the train position and speed information.

[0050] The Emergency Braking Control Evaluation Unit (EBA) assesses the wheel-rail relationship based on the braking strategy determined by the Emergency Braking Control Unit and the information provided by the speed measurement and positioning unit, and evaluates whether the train braking situation has achieved the expected results.

[0051] The Emergency Braking Control Unit (EBC) selects the emergency braking mode and the corresponding emergency braking execution unit to execute the braking command based on the emergency braking command request provided by the onboard ATP protection unit and the evaluation results of the emergency braking control evaluation unit.

[0052] The emergency braking execution unit executes the braking command. Each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates.

[0053] The Emergency Braking Control Unit (EBC) can send commands to the Emergency Braking Execution Unit (EBE1) via interface ④, and EBE1 will execute the braking command to stop the train. It can also send commands to the Emergency Braking Execution Unit (EBE1) via interface ⑤. i Give instructions, by EBE i Execute the braking command to stop the train, EBE iThese are i emergency braking control execution units configured by the system according to requirements. It should be noted that the EBC is related to each EBE. i Each uses a separate interface to send control commands to each emergency braking execution unit. Interface ⑤ is just one example.

[0054] The interface between the Emergency Braking Control Evaluation Unit (EBA) and the Emergency Braking Control Unit (EBC) is a bidirectional interface for bidirectional information transmission. Specifically, the Emergency Braking Control Unit (EBC) transmits emergency braking command requests to the Emergency Braking Control Evaluation Unit (EBA) through interface ⑥, and the Emergency Braking Control Evaluation Unit (EBA) transmits braking evaluation results to the Emergency Braking Control Unit (EBC) through interface ⑥.

[0055] To ensure the availability of emergency braking, different emergency braking actuators (EBEs) are configured heterogeneously, including one or more of brake shoe brakes, disc brakes, or magnetic rail brakes. In this embodiment, the braking rate range for disc brakes and brake shoe brakes is set to 0.4-1.2 m / s. 2 The maximum braking rate of magnetic track braking is 2.0 m / s. 2 .

[0056] The Emergency Braking Control Evaluation Unit (EBA) assesses potential train slippage based on speed and location information from the VDMU (Vehicle Depot Monitoring Unit). Based on this assessment, it issues an emergency braking command to the EBC (Emergency Braking Control Unit). There are many causes of train slippage, such as fallen leaves on the rails, oiling during construction, light rain or snow, and failure of creep control. Depending on the slippage condition, different wheel-rail relationships can be obtained. In normal mode, an emergency braking unit controlled by brake shoe braking or disc braking can be used; in slippage mode, an emergency braking unit controlled by magnetic rail braking is required.

[0057] The Emergency Braking Control Evaluation Unit (EBA) assesses whether the train braking situation has met expectations by estimating the final stopping position of the train based on the current train speed and braking rate during the braking process. If the final stopping position does not exceed the safety limit point, it indicates that the emergency braking result has met expectations, and the current emergency braking execution unit continues to perform braking. If the final stopping position exceeds the safety limit point, the braking rate is increased, and the EBA feeds back to the EBC. The EBC then issues an instruction to activate a higher-level scheme among other emergency braking modes, using an emergency braking execution unit with a larger braking rate for braking.

[0058] For example, when the train selects disc brake EBE1 according to the current braking strategy, and the expected braking point is within the safety limit range, the train will continue to use this braking method and continuously monitor whether it can remain within the expected range. If it remains within the range, it will eventually brake to a stop in this mode. If the expected stopping point exceeds the safety limit range, the EBC can choose to brake using brake shoe brake EBE2, which has a higher braking rate, or it can choose to activate the emergency braking execution unit EBE3, which activates the magnetic rail brake. The specific choice depends on the number of EBEs and the braking method and braking rate corresponding to each EBE. The finer the braking rate level classification of the EBEs, the more precise the braking control can be achieved, which can improve braking smoothness and enhance the user experience while ensuring safety.

[0059] In this embodiment, the emergency braking control unit performs the function of controlling the emergency braking relay as a SIL4 function, which is controlled by reverse logic. That is, the corresponding emergency braking execution unit activates the relay but does not activate the emergency braking when it is energized and energized. The emergency braking is only activated when the relay is de-energized and falls.

[0060] To ensure that a single equipment failure does not cause control failure for train operation safety, in this embodiment, when the emergency braking control evaluation unit fails to output evaluation results normally, the emergency braking control unit outputs a default braking strategy and selects the corresponding emergency braking mode and emergency braking execution unit to perform emergency braking.

[0061] As shown in Figure 3, in the event of an emergency during train operation, the train must brake urgently and not cross the protective point shown in the figure. At this time, the EBA (Electronic Brake Controller) assesses the wheel-rail relationship based on the position and speed information provided by the VDMU (Vehicle Digital Control Unit). If the train is in normal mode, it uses the EBC (Electronic Brake Controller) to select and activate the EBE (Electronic Brake Beam) corresponding to the brake shoe braking mode for emergency braking; if the wheel-rail relationship is already in a slippage mode, it uses the EBC to select and activate the EBE (Electronic Brake Beam) corresponding to the magnetic rail braking mode for emergency braking.

[0062] If, during the braking process with brake shoes, the EBA finds that the braking efficiency cannot meet the requirement of not exceeding the protection point, such as if the predicted curve is S1, then the EBA will feed this information back to the EBC, and the EBC will select to activate the EBE corresponding to the magnetic rail braking mode to ensure that the train braking curve does not exceed S2.

[0063] If the safety protection boundary changes after the train has applied emergency braking and the emergency braking conditions no longer exist, the EBC will output an emergency braking command to stop the train.

[0064] In one scenario, when the EBA malfunctions and cannot function, the EBC will default to outputting magnetic rail braking and simultaneously issue an alarm.

[0065] The electronic device of this invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from a storage unit into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0066] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0067] The processing unit executes the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S4 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S4 by any other suitable means (e.g., by means of firmware).

[0068] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0069] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0070] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0071] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for multi-stage control of emergency braking of a rail transit train control system, characterized in that, The method comprises the following steps: Obtaining train position and speed information; Determining whether to trigger an emergency braking command request according to the train position and speed information; If the emergency braking command request is triggered, evaluating wheel-rail relationship based on the train position and speed information, and selecting a corresponding emergency braking mode and an emergency braking execution unit, wherein each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates; Evaluating whether the emergency braking result meets the expectation, if yes, executing the current emergency braking mode for braking by using the corresponding emergency braking execution unit, and monitoring the train position and speed in real time during the braking process to update the emergency braking evaluation result, otherwise, reselecting the emergency braking mode and the emergency braking execution unit for braking.

2. The multi-stage control method for emergency braking of a train control system of rail transit according to claim 1, characterized in that, The method for evaluating whether the emergency braking result meets the expectation is that, during the train braking process, the final stopping position of the train is estimated according to the current train speed and braking rate, if the final stopping position of the train does not exceed the safety limit point, it is indicated that the emergency braking result meets the expectation, and the current emergency braking execution unit is continued to be used for braking, if the final stopping position exceeds the safety limit point, the braking rate is increased, and the emergency braking execution unit with a larger braking rate is used for braking.

3. The multi-stage control method for emergency braking of a train control system of rail transit according to claim 1, characterized in that, The emergency braking execution unit is configured in a heterogeneous manner, and comprises one or more of a brake shoe, a disc brake or a magnetic rail brake.

4. The multi-stage control method for emergency braking of a train control system of rail transit according to claim 3, characterized in that, The braking rate of the disc brake and the shoe brake is 0.4-1.2m / s 2 The braking rate of the magnetic rail brake is 2.0m / s at most 2 .

5. An emergency brake multi-stage control device of a rail transit train control system, characterized in that, The device comprises a speed measurement and positioning unit, a vehicle-mounted ATP protection unit, an emergency braking control unit, an emergency braking evaluation unit and a plurality of emergency braking execution units, wherein The speed measurement and positioning unit provides the train position and speed information for the vehicle-mounted ATP protection unit and the emergency braking evaluation unit; The vehicle-mounted ATP protection unit outputs an emergency braking command request to the emergency braking control unit based on the train position and speed information according to the train control system protection principle; The emergency braking control evaluation unit evaluates the wheel-rail relationship according to the braking strategy determined by the emergency braking control unit and the information provided by the speed measurement and positioning unit, and evaluates whether the train braking condition meets the expectation; The emergency braking control unit selects an emergency braking mode and an emergency braking execution unit for executing the braking command according to the emergency braking command request provided by the vehicle-mounted ATP protection unit and the evaluation result of the emergency braking control evaluation unit; The emergency braking execution unit executes the braking command, wherein each emergency braking execution unit corresponds to an emergency braking mode, and different emergency braking modes correspond to different braking rates.

6. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, The method for evaluating whether the train braking condition meets the expectation by the emergency braking control evaluation unit is that, during the train braking process, the final stopping position of the train is estimated according to the current train speed and braking rate, if the final stopping position of the train does not exceed the safety limit point, it is indicated that the emergency braking result meets the expectation, and the current emergency braking execution unit is continued to be used for braking, if the final stopping position exceeds the safety limit point, the braking rate is increased, and the emergency braking execution unit with a larger braking rate is used for braking.

7. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, The emergency braking execution unit is configured in a heterogeneous manner, and includes one or more of a shoe brake, a disc brake, or a magnetic rail brake.

8. The emergency brake multi-stage control device of a train control system of rail transit according to claim 7, characterized in that, The braking rate of the disc brake and the shoe brake is 0.4-1.2m / s 2 The braking rate of the magnetic rail brake is 2.0m / s at most 2 .

9. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, The emergency braking control unit gives control instructions to each emergency braking execution unit through a separate interface.

10. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, The interface between the emergency braking control evaluation unit and the emergency braking control unit is a bidirectional interface, used for bidirectional information transmission, wherein the emergency braking control unit transmits an emergency braking command request to the emergency braking control evaluation unit through the interface, and the emergency braking control evaluation unit transmits a braking evaluation result to the emergency braking control unit through the interface.

11. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, When the emergency braking control unit controls the emergency braking relay, the control is performed in a reverse logic, that is, the corresponding emergency braking relay is not activated when it is powered on and lifted, and the emergency braking is activated only when the relay is powered off and falls.

12. The emergency brake multi-stage control device of a train control system of rail transit according to claim 5, characterized in that, When the emergency braking control evaluation unit cannot normally output an evaluation result, the emergency braking control unit outputs a default braking strategy, and selects a corresponding emergency braking mode and emergency braking execution unit to perform emergency braking.

13. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, The processor executes the program to implement the method in any one of claims 1-4.

14. A computer-readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the method in any one of claims 1-4.

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