Active protection train autonomous operation system

Abstract

The invention relates to an active protection train autonomous operation system, and belongs to the technical field of rail transit equipment. The train performs point-to-point direct communication with the adjacent train through the vehicle-mounted subsystem VV-VOBC, and the vehicle-mounted subsystem VV-VOBC realizes point-to-point distance measurement through a data link distance measurement technology. According to the invention, the train directly communicates with the adjacent train, negotiates reasonable use of resources, obtains possible unexpected route resource conflicts according to the relative distance, applies for resource escape or mobile authorization, and actively drives away from a conflict area, so that the safety of a signal system is improved; for the out-of-control train, the forward train can approach the out-of-control rear train in a same-speed gradual approaching mode according to the position relation between the forward train and the adjacent out-of-control rear train and the bearable impact range of the train, and the rear train is forced to stop slowly and run to a specified safe position for rescue or evacuation.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation equipment, and in particular relates to an active protection train autonomous operation system. Background Art

[0002] The existing railway signaling system's safety protection design approach is passive, meaning trains can only operate within a given ground-based range, with the safety of this area guaranteed by the ground system. This ground system's safety is premised on sufficiently high reliability and performance of the vehicle's braking system. However, an analysis of railway accidents over the past two decades reveals that the reliability of a train's emergency braking distance is affected by numerous factors, including the vehicle's braking system, slippery track conditions, and slope. Consequently, relying solely on the passive protection of traditional signaling systems is no longer sufficient to improve train system safety.

[0003] When the rear vehicle's brake system fails or its signal system fails, the adjacent vehicle in front cannot obtain relevant information. Even if it can obtain relevant information, it cannot identify the possible risk of resource conflict and cannot take evasive action, and can only sit and wait for death.

[0004] The existing signal system has multiple sets of regional control center equipment and computer interlocking equipment on the ground, which greatly increases the construction cost of ground equipment. The interfaces between various ground system equipment and between system equipment and trackside equipment are complex, resulting in high system complexity, limited line utilization, and high maintenance costs. The communication delay between trains and ground and between ground equipment reduces the real-time performance of the system. The large number of ground equipment causes great inconvenience to the upgrade, transformation and interconnection of lines.

[0005] The existing signaling system is primarily based on ground control (ZC, CI, ATS). Trains (ATP, ATO) register with the ground zone controller (ZC), actively accept ZC control, and actively report their positions to the zone controller. The zone controller calculates movement authorization (MA) for trains within its jurisdiction. This information is exchanged through continuous two-way wireless communication between the train and the ground, enabling tracking operations under a target-distance-based moving block system. Because the MA is calculated on the ground and then transmitted to the train for use, there is not only a transmission delay, but also the inconvenience of demand-response interaction, resulting in less precise use of line resources and less timely authorization.

[0006] Active obstacle avoidance technology (anti-collision) based on traditional signal systems mainly reminds drivers by adding early warnings to the emergency driving assistance system. However, systems equipped with similar functions generally have shortcomings such as short early warning distance, susceptibility to objective line conditions, and complex driver operations. More importantly, the problems solved by this method basically overlap with those of passive protection functions, and it is completely manually operated. When an accident occurs suddenly, the driver is panicked and the safety improvement is limited.

[0007] The existing signal system architecture diagram is as follows Figure 1 shown.

[0008] Existing signal system equipment includes ground equipment and on-board equipment. The ground and on-board equipment are connected through a data communication network to form the core of the signal system, and together with the ATS equipment, they constitute a communication-based train operation control system.

[0009] Disadvantages of traditional signal systems:

[0010] 1) Traditional signal systems only provide passive protection and cannot proactively avoid disasters when an anomaly occurs;

[0011] 2) Traditional signal systems have numerous ground devices and complex interfaces, resulting in high construction and maintenance costs;

[0012] 3) Traditional signal systems have low utilization rates of line resources, and their transport capacity needs to be improved;

[0013] 4) The anti-collision warning system configured in the traditional signal system can only provide reminders with a short warning distance and low availability;

[0014] 5) The adjacent train information obtained by the train must be processed by the ground system before being forwarded, and the delay affects the train control efficiency.

[0015] The above reasons led to this invention: It provides a novel autonomous train operation system, shifting train control from centralized to distributed, and from ground-based automatic control to autonomous operation. This streamlines ground equipment and reduces complexity. Trains proactively apply for required line resources as needed, improving resource utilization. Trains communicate directly with adjacent trains to negotiate resource usage and, in response to potential unexpected line resource conflicts, proactively move away from conflicting areas, enhancing signal system safety. The system is equipped with direct inter-train communication equipment to reduce communication delays between trains and improve train control efficiency. Summary of the Invention

[0016] (1) Technical issues to be solved

[0017] The technical problem to be solved by the present invention is how to provide an active protection train autonomous operation system to solve the problems existing in the above traditional signal systems.

[0018] (2) Technical solution

[0019] In order to solve the above technical problems, the present invention proposes an active protection train autonomous operation system, which includes: a train monitoring subsystem VV-ATS, an onboard subsystem VV-VOBC, a ground safety subsystem GMC / GC and a data communication system DCPS; wherein,

[0020] The train communicates with adjacent trains via the data communication system DCPS. Meanwhile, the onboard subsystem VV-VOBC uses data link ranging technology to achieve point-to-point ranging and point-to-point communication with adjacent trains.

[0021] When the VV-VOBC subsystem of the leading train identifies an approaching train with a hazard warning sign, it calculates the relative distance based on its own and adjacent train's position information and point-to-point distance measurement information, and makes a decision to start or accelerate the train away from the following train, while ensuring active protection safety.

[0022] If the rear vehicle's brake system malfunctions seriously and the coasting or deceleration distance is long, the front vehicle's onboard subsystem VV-VOBC uses a gradual approach at the same speed to approach the rear vehicle, forcing the rear vehicle to stop slowly.

[0023] (3) Beneficial effects

[0024] The present invention provides an active protection train autonomous operation system, and the beneficial effects of the present invention include:

[0025] 1. Reduced ground equipment, lower system complexity, lower safety and construction costs, and lower requirements for indoor space;

[0026] 2. The system is equipped with direct communication equipment to reduce communication delays between trains and improve train control efficiency.

[0027] 3. Trains communicate directly with adjacent trains to negotiate the proper use of resources. Based on relative distance, they can learn of potential unexpected line resource conflicts, apply for escape resources or movement authorization, and proactively leave the conflicting area, thus improving signal system safety.

[0028] 4. The train will gradually approach the following vehicle at the same speed based on its positional relationship with the following vehicle and the impact range that the vehicle can withstand, forcing the following vehicle to slowly stop and move to a designated safe location for rescue or evacuation.

[0029] 5. The utilization rate of line resources has been greatly improved in terms of resource granularity and transmission delay. Trains can proactively apply for line resources as needed. Improving the utilization rate of line resources has a significant effect on improving line transportation capacity.

[0030] 6. Trains proactively apply for required line resources as needed, improving line resource utilization as needed; trains communicate directly with adjacent trains to negotiate resource usage, and proactively leave conflicting areas based on potential unexpected line resource conflicts, thereby improving the safety of the signal system. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1It is a structural block diagram of a typical existing signal system;

[0032] Figure 2 This is a new type of train autonomous operation system of the present invention;

[0033] Figure 3 This is a flowchart for active protection;

[0034] Figure 4 This is a flowchart for slow-connecting vehicles;

[0035] Figure 5 This is the internal and external connection relationship and data flow diagram of this train autonomous operation system. DETAILED DESCRIPTION

[0036] In order to make the purpose, content and advantages of the present invention more clear, the specific implementation methods of the present invention are further described in detail below with reference to the accompanying drawings and examples.

[0037] Glossary:

[0038] TACS: Train Autonomous Control System

[0039] VV-ATS:Vehicle2vehicleAutomatic Train Supervision

[0040] VV-ATO: Vehicle2vehicleAutomatic Train Operation

[0041] VV-ATP: Vehicle2vehicleAutomaticTrainProtection

[0042] VV-HMI:Vehicle2vehicle HumanMachine Interface

[0043] GC: Ground Controller

[0044] GMC: Ground Management Controller

[0045] DCPS: Data Communication Plus System is a system with DCS system and DCS-VV channel function added.

[0046] VV-COM: Vehicle to Vehicle Communication

[0047] VVC: Vehicle2vehicle Control Level

[0048] AIC:Artificial Intelligence Control Level

[0049] CIC: CI Control Level interlocking control level.

[0050] ATC: Automatic Train Control

[0051] AAM: AutoAwake Module automatically wakes up the device

[0052] AIU: Artificial Intelligence Unit

[0053] ATS: Automatic Train Supervision

[0054] TIAS: Train Intergration Automation System (including ATS subsystem)

[0055] ATO: Automatic Train Operation

[0056] ATP: Automatic Train Protection

[0057] CBTC: Communication-Based Train Control

[0058] BTM: Balise Transfer Module

[0059] DCS: Data Communication System Data transmission system, including vehicle-to-ground and ground-to-ground communication networks

[0060] ESB: Emergency Stop Button Platform emergency shutdown button

[0061] AFC: Automatic Fare Collection

[0062] FAO: Fully Automatic Operation

[0063] IBP: Integrated Backup Panel integrated backup disk

[0064] ISCS: Integrated Supervision and Control System

[0065] MMI: ManMachine Interface

[0066] PSD: Platform Safe Door

[0067] VOBC: Vehicle On-Board Controller

[0068] Introduction to the overall scheme of the present invention:

[0069] 1. System composition

[0070] like Figure 2 As shown, the present invention provides a novel autonomous train operation system (TACS), comprising a train monitoring subsystem (VV-ATS), an onboard subsystem (VV-VOBC), a ground safety subsystem (GMC / GC), and a data communication system (DCPS). The system's components are distributed across trains, trackside locations, and the central control room, and are interconnected via communication.

[0071] The train communicates with adjacent trains via the data communication system DCPS. Meanwhile, the onboard subsystem VV-VOBC uses data link ranging technology to achieve point-to-point ranging and point-to-point communication with adjacent trains.

[0072] When the VV-VOBC subsystem of the leading train identifies an approaching train with a hazard warning sign, it calculates the relative distance based on its own and adjacent train's position information and point-to-point distance measurement information, and makes a decision to start or accelerate the train away from the following train, while ensuring active protection safety.

[0073] If the rear vehicle's brake system malfunctions seriously and the coasting or deceleration distance is long, the front vehicle's onboard subsystem VV-VOBC uses a gradual approach at the same speed to approach the rear vehicle, forcing the rear vehicle to stop slowly.

[0074] 2. Introduction to each subsystem

[0075] 2.1 Function and composition of the train monitoring subsystem VV-ATS

[0076] The VV-ATS subsystem, supported by the VV-ATP (Automatic Train Protection) subsystem, the VV-ATO (Automatic Train Operation) subsystem, and the GMC / GC (Ground Management and Control) subsystem, automatically manages and monitors train operations across the entire line. The VV-ATS subsystem manages functions such as the display and control of line resource triggering modes, the display and control of onboard route modes, and train schedule management.

[0077] The VV-ATS subsystem includes control center equipment, station equipment, vehicle depot and parking lot equipment, and the data transmission channel adopts a redundant network structure.

[0078] 2.2 Function and composition of the vehicle-mounted subsystem VV-VOBC

[0079] The onboard VV-VOBC subsystem is one of the core functional subsystems of the TACS. It implements safety protection, automatic adjustments, energy-saving control, active collision avoidance, autonomous train route management, onboard planning management, and train-to-train and train-to-ground communication during train operation. While ensuring train safety, the VV-VOBC tracks train-to-train speeds and automatically selects the optimal operating condition based on the train diagram, performing automatic adjustments and energy-saving control.

[0080] The VV-VOBC system includes the VV-ATP (Automatic Train Protection) subsystem, the VV-ATO (Automatic Train Operation) subsystem, the AAM (Automatic Awakening Device), the AIU (Intelligent Processing Unit), the VV-COM (Vehicle-to-Vehicle Communication Transceiver), an onboard wireless unit, a speed and distance measurement unit, a train interface unit, and intelligent display screens. The VV-VOBC onboard subsystem also includes peripherals such as speed sensors, speed radar, cameras, lidar, and wireless antennas.

[0081] VV-ATP implements vehicle control logic based on line resource application, allocation, and protection by adding functions such as path interlocking condition checking, line resource element protection, and resource application and release. It also implements a safety model based on speed tracking by adjusting vehicle-ground deregistration / cancellation, vehicle-ground / vehicle-to-vehicle transmission, and on-board ATP communication status supervision functions, and integrating screening, mobile authorization calculation, and protection curve calculation.

[0082] VV-ATO primarily performs automatic speed regulation for trains, including traction, cruising, coasting, braking, and parking, as well as door control. It also automatically controls operations on the mainline, return line, and entry / exit lines, and adjusts interval operating time. Furthermore, VV-ATO offers functions such as train route mode management, onboard plan management, driving route management, and train operation adjustment, enabling onboard ATS functions such as autonomous train routing and train plan management.

[0083] The AIU host uses multi-target recognition and clustering algorithms, integrating high-definition images and lidar point cloud data to achieve real-time dynamic perception of the train's driving environment, providing intelligent support for VV-VOBC's driving protection in all levels of modes.

[0084] The main function of AAM is to assist VV-VOBC and complete the newly added functions of unmanned driving such as sleep, wake-up, parking brake application / release, creep mode, etc.

[0085] VV-COM is a device unique to this system. It uses radio frequency channels to provide an independent, direct-to-vehicle wireless communication network for onboard equipment, enabling point-to-point information transmission between trains. This function also calculates the distance between adjacent trains, assisting VV-ATP in obtaining mobility authorization and calculating safety protection curves in degraded mode. Existing trains lack point-to-point information transmission capabilities, but with this system, communication between two trains can be achieved through two channels: transit through the ground DCPS system or direct point-to-point communication via VV-COM.

[0086] In addition to the above systems / equipment, on-board equipment also includes speed sensors, speed radars, cameras, lidars, wireless antennas and other signal system peripherals to achieve functions such as speed measurement, transponder message parsing, and vehicle-to-ground and vehicle-to-vehicle wireless LTE communication.

[0087] 2.3 Ground Safety Subsystem GMC / GC Function and Structure

[0088] The GMC / GC ground safety subsystem consists of a ground management controller (GMC) and a ground controller (GC). One or more GMC systems are deployed along the entire line to handle logic functions, typically located in a central or backup center. Multiple GC systems are deployed to handle mining and drive functions, depending on the control requirements of trackside equipment.

[0089] The Ground Management Controller (GMC) is the core device of the GMC / GC subsystem, responsible for train management, line resource management, temporary speed limit management, downgraded vehicle tracking, safety route control, and equipment blocking and unblocking. The GMC's main functions include train management, section occupancy status processing, wayside equipment control, line resource management, control and display functions, power-on locking functions, maintenance support functions, downgraded route control and automatic route control, and interface functions.

[0090] The ground controller GC is responsible for collecting and executing the data of the wayside equipment. It is mainly used to collect the status of the wayside axle counting equipment (at the entrance and exit of the line, in the switch area), switches, PSD, ESB, unmanned return buttons, flood prevention doors, SPKS, PSD door control buttons, car washers, signal lights and other equipment, and send them to the GMC equipment. At the same time, it receives relevant control commands sent by the GMC and controls the signal lights, switches, PSD, SPKS, car washers, unmanned return indicator lights and other equipment.

[0091] 2.4 Introduction to Data Communication System DCPS

[0092] The DCPS subsystem includes wired and wireless networks, supporting transparent transmission from train to train.

[0093] 3. Description of core functions

[0094] 1) The new autonomous train operation system primarily includes the VV-ATS train monitoring subsystem, the VV-VOBC onboard subsystem, the GMC / GC ground safety subsystem, and the DCPS data communication system. The system's components are located on trains, trackside, and in the central control room, and are interconnected through communication.

[0095] 2) The onboard subsystem VV-VOBC includes the VV-ATP subsystem, VV-ATO subsystem, AAM subsystem, AIU host, VV-COM communication transceiver, onboard wireless unit, speed and distance measurement unit, train interface unit, and intelligent display screen. The onboard subsystem also includes peripherals such as speed sensors, speed radar, cameras, lidar, and wireless antennas.

[0096] 3) The train communicates with adjacent trains through the data communication system DCPS and conducts point-to-point direct communication with adjacent trains through the on-board subsystem VV-VOBC. At the same time, the on-board subsystem VV-VOBC realizes point-to-point ranging through data link ranging technology.

[0097] 4) The ground safety subsystem GMC / GC collects train location information on the entire line or region through the data communication system DCPS, manages the trains, and identifies all trains that may be adjacent to each train in the future, including communication trains and non-communication trains.

[0098] 5) VV-VOBC communication data between onboard subsystems includes but is not limited to: train speed, train position, train fault status, hazard identification and type, and point-to-point ranging information between adjacent trains.

[0099] 6) When a train identifies a possible hazard (including but not limited to failure of the vehicle braking system, weakening of the braking effect of the braking system, severe skidding, etc.), the corresponding fault status should be sent to the adjacent trains with which it is communicating.

[0100] 7) The onboard subsystem VV-VOBC can apply for or passively accept line resources from the ground safety subsystem GMC / GC, and can release or query the information of trains or non-communication trains that share resources with it as needed.

[0101] 8) When the VV-VOBC subsystem of the leading train recognizes that the following train is approaching and has a hazard warning sign, it calculates the relative distance based on its own and adjacent train's position information and point-to-point distance measurement information, and makes a decision based on the speed of each train, signal system performance, vehicle performance, fault conditions, etc., and starts or accelerates the train to move away from the following train under the premise of active protection safety. Figure 3 shown.

[0102] Assume that the train is X and the adjacent train is Y. The antenna coordinates at both ends of train X are Xa and Xb respectively, and the antenna installation points at both ends of train Y are Ya and Yb respectively. VVCOM equipment antennas are installed at both ends of the train. Assume that the length of each train is L. train (Outermost edge), VVCOM antennas are installed at both ends of the train symmetrically, and the distance from the end of the train is L g Based on the data link ranging technology at both ends, L1, L2, L3, and L4 are measured; among them, l1 is the distance between Xa and Ya, L2 is the distance between Xa and Yb, l3 is the distance between Xb and Ya, and l4 is the distance between Xb and Yb. According to the reverse safety principle, the safe distance Lvv between the two trains is calculated as:

[0103] Lvv=Min{(L1-L train ),(L2-2L train +2L g ),(L3-2L g ),(L4-L train )} (1)

[0104] Note 1: To meet the requirements of fast ranging, the calculation requirements can be met when the four values ​​in the curly brackets of Formula 1 exceed 2 per unit time. Usually, it is 2-4, and the minimum value is taken.

[0105] like Figure 3As shown, the active protection process of the present invention includes:

[0106] S31. Receive and update the position information and speed of adjacent trains through DCPS or VVCOM, and calculate the preliminary relative distance Lo based on the position difference;

[0107] S32, obtaining the position of adjacent trains through data link ranging technology, and then calculating the safe distance Lvv between trains according to formula (1);

[0108] S33. Determine the final relative distance as Lo or Lvv based on a first-come, first-served principle;

[0109] S34. Based on the relative distance determined in S33 and the vehicle's performance parameters, determine whether the adjacent train poses a threat to the vehicle using Newton's second law; if so, execute S35; otherwise, execute S39.

[0110] S35. Report an alarm to the ground safety subsystem GMC / GC and the vehicle, and check whether there are sufficient route resources or movement authorization to initiate escape. If so, execute S38; otherwise, execute S36.

[0111] S36. Apply for line resources or movement authorization in the escape direction and activate an alarm. If the escape line resources are occupied by a third-party train or ground management controller (GMC), negotiate with the corresponding equipment to borrow line resources.

[0112] S37, determine whether the application is successful, if yes, execute S38, if not, execute S35;

[0113] S38: Start the escape program and automatically drive the train away from the dangerous area. During the escape process, according to resource depletion and demand, new line resources can be continuously requested in the escape direction.

[0114] S39. End the process.

[0115] 9) In the above S36, if the leading train starts or accelerates to move away from the trailing train and finds that the existing line resources are insufficient, the system can actively apply for high-priority line resources from the ground. The system should be able to give priority to allocating line resources to the high-priority train (the train to be escaped) while ensuring passive safety; if the resources have been occupied by other trains or ground safety systems, it should support negotiation to transfer the resources to the train to be escaped to avoid accidents or reduce the harm caused by accidents.

[0116] 10) If the train to be escaped stops at the platform and the platform doors are being opened and closed, the remaining time for escape should be used to decide whether to immediately close the doors and automatically depart, or to automatically sound an alarm to urge passengers to get off and then close the doors and escape from the platform.

[0117] 11) When the VV-VOBC onboard subsystem of the following vehicle identifies that the preceding train has a hazard warning sign, it calculates the relative distance based on its own and adjacent trains' position information and point-to-point distance measurement information, and makes a decision based on the respective train speeds, signal system performance, vehicle performance, fault conditions, etc., and reserves a protective distance between itself and the preceding train or reduces its own speed limit, while complying with passive protection safety.

[0118] 12) If the brake system of the rear vehicle fails seriously and the coasting or deceleration distance is long, the VV-VOBC onboard subsystem of the leading train should be able to support the use of a gradual approach at the same speed to approach the rear vehicle, forcing the rear vehicle to stop slowly.

[0119] like Figure 4 As shown, the slow-connection process of the present invention includes:

[0120] S41, updating train position and train speed information;

[0121] S42: Determine the positional relationship with the adjacent following vehicle based on Newton's second law. If the positional relationship exceeds the impact range that the vehicle can withstand, execute S43. If the positional relationship is within the impact range that the vehicle can withstand, execute S45. If the positional relationship is far from the rescue train, execute S44.

[0122] S43, calculate the target position of the acceleration target required by the vehicle, output the acceleration instruction, and determine whether the adjustment is completed. If yes, execute S45; if not, execute S41;

[0123] S44, calculate the target position of the deceleration target machine required for this train, output the deceleration command, and determine whether the adjustment is completed. If yes, execute S45, if not, execute S41;

[0124] S45: Wait for the adjacent rear vehicle to approach, perform coupling, and determine whether the coupling is successful. If so, start to decelerate and run to a designated safe location for rescue or evacuation, and end the process; if not, execute S45.

[0125] 13) If the rear vehicle's brake system fails seriously and the coasting distance is long, the system should be able to automatically change the route direction according to the line conditions (if there are switch diversion conditions), prompt manual confirmation, guide the train to a low-risk area, and exit operation.

[0126] 4. System interface

[0127] The internal and external connection relationship and data flow diagram of the train autonomous operation system are as follows Figure 5 shown.

[0128] The beneficial effects of the present invention include:

[0129] 1. Reduced ground equipment, lower system complexity, lower safety and construction costs, and lower requirements for indoor space;

[0130] 2. The system is equipped with direct communication equipment to reduce communication delays between trains and improve train control efficiency.

[0131] 3. Trains communicate directly with adjacent trains to negotiate the proper use of resources. Based on relative distance, they can learn of potential unexpected line resource conflicts, apply for escape resources or movement authorization, and proactively leave the conflicting area, thus improving signal system safety.

[0132] 4. The train will gradually approach the following vehicle at the same speed based on its positional relationship with the following vehicle and the impact range that the vehicle can withstand, forcing the following vehicle to slowly stop and move to a designated safe location for rescue or evacuation.

[0133] 5. The utilization rate of line resources has been greatly improved in terms of resource granularity and transmission delay. Trains can proactively apply for line resources as needed. Improving the utilization rate of line resources has a significant effect on improving line transportation capacity.

[0134] 6. Trains proactively apply for required line resources as needed, improving line resource utilization as needed; trains communicate directly with adjacent trains to negotiate resource usage, and proactively leave conflicting areas based on potential unexpected line resource conflicts, thereby improving the safety of the signal system.

[0135] The above is only a preferred embodiment of the present invention. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the technical principles of the present invention. These improvements and modifications should also be regarded as the scope of protection of the present invention.

Claims

1. An active protection train autonomous operation system, characterized in that: The train autonomous operation system includes: train monitoring subsystem VV-ATS, vehicle-mounted subsystem VV-VOBC, ground safety subsystem GMC / GC and data communication system DCPS; The train communicates with adjacent trains via the data communication system DCPS. Meanwhile, the onboard subsystem VV-VOBC uses data link ranging technology to achieve point-to-point ranging and point-to-point communication with adjacent trains. When the VV-VOBC subsystem of the leading train identifies an approaching train with a hazard warning sign, it calculates the relative distance based on its own and adjacent train's position information and point-to-point distance measurement information, and makes a decision to start or accelerate the train away from the following train, while ensuring active protection safety. If the rear vehicle's brake system malfunctions seriously and the coasting or deceleration distance is long, the front vehicle's onboard subsystem VV-VOBC uses a gradual approach at the same speed to approach the rear vehicle, forcing the rear vehicle to stop slowly.

2. The active protection train autonomous operation system according to claim 1, characterized in that: The train monitoring subsystem VV-ATS completes the automatic management and monitoring of train operations on the entire line with the support of the train automatic protection subsystem VV-ATP, the train automatic operation subsystem VV-ATO and the ground safety subsystem GMC / GC; the VV-ATS subsystem adjusts the line resource trigger mode display and control, the on-board route mode display and control, and the train plan management function.

3. The active protection train autonomous operation system according to claim 1, characterized in that: The onboard subsystem VV-VOBC implements safety protection, automatic adjustment, energy-saving control, active collision avoidance, autonomous train route management, onboard plan management, and train-to-train / train-to-ground communication during train operation; Under the premise of ensuring the safety of train operation, VV-VOBC realizes train speed tracking, automatically selects the best operating conditions according to the operation diagram, and performs automatic adjustment and energy-saving control.

4. The active protection train autonomous operation system according to claim 3, characterized in that: The onboard subsystem VV-VOBC includes: the vehicle-to-vehicle automatic protection subsystem VV-ATP, the vehicle-to-vehicle automatic operation subsystem VV-ATO, the automatic wake-up device AAM, the intelligent processing unit AIU host, the vehicle-to-vehicle direct communication transceiver VV-COM, the onboard wireless unit, the speed and distance measurement unit, the train interface unit, and the intelligent display screen; VV-ATP implements vehicle control logic based on route resource application, allocation, and protection by adding path interlocking condition checks, route resource element protection, and resource application and release. It also implements a speed tracking-based safety model by adjusting vehicle-ground deregistration / registration, vehicle-ground / vehicle-to-vehicle transmission, and on-board ATP communication status monitoring functions, integrating screening, mobile authorization calculation, and protection curve calculation. VV-ATO automatically regulates train speed, including traction, cruising, coasting, braking, parking, and door opening and closing. It also automatically controls operations on the main line, return line, and entry and exit lines, and adjusts interval operating time. Furthermore, VV-ATO manages train route modes, onboard plans, driving routes, and train operation adjustments, enabling autonomous train route and plan management. The AIU host uses multi-target recognition and clustering algorithms, integrating high-definition images and lidar point cloud data to achieve real-time dynamic perception of the train's driving environment, providing intelligent support for VV-VOBC driving protection in all levels of mode. AAM is used to assist VV-VOBC and complete the newly added sleep, wake-up, parking brake application / release and creep modes for autonomous driving; VV-COM uses radio frequency channels to provide an independent vehicle-to-vehicle wireless communication network for on-board equipment, enabling point-to-point information transmission between trains. On this basis, VV-COM implements the distance calculation function for adjacent trains, assisting VV-ATP in obtaining mobile authorization and calculating safety protection curves in degraded mode.

5. The active protection train autonomous operation system according to claim 1, characterized in that: The ground safety subsystem GMC / GC includes the ground management controller GMC and the ground controller GC; The ground management controller (GMC) is used for train management, line resource management, temporary speed limit management, downgraded vehicle tracking, safety protection route control, and equipment blocking and unblocking. The ground controller GC is used for collecting and executing information from wayside equipment. It is used to collect the status of wayside axle counting equipment, switches, PSD, ESB, unmanned return buttons, anti-flood doors, SPKS, PSD door control buttons, car washers, and signal equipment, and send them to the GMC equipment. At the same time, it receives relevant control commands sent by the GMC and controls the signal equipment, switches, PSD, SPKS, car washers, and unmanned return indicator lights.

6. The active protection train autonomous operation system according to any one of claims 1 to 5, characterized in that: When the VV-VOBC onboard subsystem of the leading train identifies that a following train is approaching and has a hazard warning sign, it calculates the relative distance based on the position information of the leading train and the adjacent train and the point-to-point distance measurement information and makes a decision. Under the premise of complying with active protection safety, it starts or accelerates the train to move away from the following train, including: S31. Receive and update the position information and speed of adjacent trains through DCPS or VVCOM, and calculate the preliminary relative distance Lo based on the position difference; S32, obtaining the position of adjacent trains through data link ranging technology, and then calculating the safe distance Lvv between trains according to formula (1); Assume that the train is X and the adjacent train is Y. The antenna coordinates at both ends of train X are Xa and Xb respectively, and the antenna installation points at both ends of train Y are Ya and Yb respectively. VVCOM device antennas are installed at both ends of the train. Assume that the length of each train is L. train The VVCOM antennas are installed at both ends of the train symmetrically, and the distance from the end of the train is L. g Based on the data link ranging technology at both ends, L1, L2, L3, and L4 are measured; where L1 is the distance between Xa and Ya, L2 is the distance between Xa and Yb, L3 is the distance between Xb and Ya, and L4 is the distance between Xb and Yb. According to the reverse safety principle, the safe distance Lvv between the two trains is calculated as: <h2 style=";text-align:left;direction:ltr">Lvv = Min{(L1-L<h2 style=";text-align:left;direction:ltr"> train <h2 style=";text-align:left;direction:ltr"> ),(L2-2L<h2 style=";text-align:left;direction:ltr"> train <h2 style=";text-align:left;direction:ltr"> +2L<h2 style=";text-align:left;direction:ltr"> g <h2 style=";text-align:left;direction:ltr"> ),(L3-2L<h2 style=";text-align:left;direction:ltr"> g <h2 style=";text-align:left;direction:ltr"> ),(L4-L<h2 style=";text-align:left;direction:ltr"> train <h2 style=";text-align:left;direction:ltr"> )} (1) S33. Determine the final relative distance as Lo or Lvv based on a first-come, first-served principle; S34. Based on the relative distance determined in S33 and the vehicle's performance parameters, determine whether the adjacent train poses a threat to the vehicle using Newton's second law; if so, execute S35; otherwise, execute S39. S35. Report an alarm to the ground safety subsystem GMC / GC and the vehicle, and check whether there are sufficient route resources or movement authorization to initiate escape. If so, execute S38; otherwise, execute S36. S36. Apply for line resources or movement authorization in the escape direction and activate an alarm. If the escape line resources are occupied by a third-party train or ground management controller (GMC), negotiate with the corresponding equipment to borrow line resources. S37, determine whether the application is successful, if yes, execute S38, if not, execute S35; S38: Start the escape program and automatically drive the train away from the dangerous area. During the escape process, according to resource depletion and demand, continue to apply for new line resources in the escape direction; S39. End the process.

7. The active protection train autonomous operation system according to claim 6, characterized in that: In the above S36, if the leading train starts or accelerates to move away from the trailing train and it is found that the existing line resources are insufficient, the system will actively apply to the ground for high-priority line resources. The system will give priority to allocating line resources to the high-priority train, i.e., the train to be escaped, while ensuring passive safety. If the resources have been occupied by other trains or ground safety systems, the system will support negotiation to transfer the resources to the train to be escaped to avoid accidents or reduce the harm caused by accidents.

8. The active protection train autonomous operation system according to claim 6, characterized in that: If the brake system of the following vehicle has a serious fault and the coasting distance is long, the VV-VOBC onboard subsystem of the leading vehicle uses the same-speed gradual approach to approach the following vehicle, forcing the following vehicle to slowly stop, including: S41, updating train position and train speed information; S42: Determine the positional relationship with the adjacent following vehicle based on Newton's second law. If the positional relationship exceeds the impact range that the vehicle can withstand, execute S43. If the positional relationship is within the impact range that the vehicle can withstand, execute S45. If the positional relationship is far from the rescue train, execute S44. S43, calculate the target acceleration position of the vehicle, output the acceleration command, and determine whether the adjustment is completed. If yes, execute S45; if not, execute S41; S44, calculate the target position of the deceleration target machine required for this train, output the deceleration command, and determine whether the adjustment is completed. If yes, execute S45, if not, execute S41; S45: Wait for the adjacent rear vehicle to approach, perform coupling, and determine whether the coupling is successful. If so, start to decelerate and run to a designated safe location for rescue or evacuation, and end the process; if not, execute S45.

9. The active protection train autonomous operation system according to claim 6, characterized in that: When the VV-VOBC onboard subsystem of the following vehicle recognizes that the preceding train has a hazard warning sign, it calculates the relative distance based on its own and adjacent trains' position information and point-to-point distance measurement information, and makes a decision based on the respective train speeds, signal system performance, vehicle performance, and fault conditions. On the premise of complying with passive protection safety, it reserves a protective distance between itself and the preceding train or reduces its own speed limit.

10. The active protection train autonomous operation system according to claim 6, characterized in that: If the rear vehicle's brake system fails seriously and the coasting distance is long, when there are switch diversion conditions, the system will automatically change the route direction according to the line conditions, prompt manual confirmation, and guide the train to a low-risk area and exit operation.

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