A train and an automatic driving switching control method, system and device thereof

Abstract

The application discloses a train and an automatic driving switching control method, system and device thereof, and applies to the technical field of track traffic, and comprises the following steps: when it is detected that any one of the specified operation devices of the train is operated, the control of the train is taken over, and the operation control of the train is performed based on the detected operation content; when it is detected that the automatic driving system fails or the communication with the automatic driving system is interrupted, the control of the train is taken over, any train control instruction sent by the automatic driving system is ignored, and the operation of the train is controlled according to the corresponding strategy according to whether the train is currently in a non-station area; and when it is detected that the train device fails, whether the current device failure meets the speed limit operation condition is judged based on a preset failure handling scheme, and the corresponding train control is performed. According to the application, more reasonable automatic driving switching control is performed, the driving safety is ensured, and the availability of the automatic driving is improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train and its automatic driving switching control method, system and equipment. Background Technology

[0002] Currently, most high-speed trains are driven manually by drivers. However, in recent years, automatic driving technology has begun to be applied to high-speed trains and is showing a gradual development trend. Entering and exiting automatic driving mode is subject to many restrictions. Currently, when the brakes are applied manually, automatic driving mode is exited and braking is performed automatically. However, when exiting automatic driving mode, for example due to signal system failure or vehicle equipment malfunction, the train will remain in a coasting state until the driver takes over, posing a potential safety hazard.

[0003] Furthermore, in the current autonomous driving process, when wireless connection fails due to reasons such as poor communication between the onboard signal system and the train, limited ground configuration in the depot, or interruption of communication between the train and the ground, the autonomous driving mode will be exited and the driver will be required to take over, which greatly affects the availability of autonomous driving.

[0004] In conclusion, how to implement more reasonable autonomous driving switching control, ensure driving safety, and improve the usability of autonomous driving are technical problems that urgently need to be solved by those skilled in the art. Summary of the Invention

[0005] The purpose of this invention is to provide a train and its automatic driving switching control method, system and equipment to perform more reasonable automatic driving switching control, ensure driving safety and improve the availability of automatic driving.

[0006] To solve the above-mentioned technical problems, the present invention provides the following technical solution:

[0007] A method for switching automatic driving modes in a train, applied in a train control system, includes:

[0008] When it is detected that any of the designated operating devices of the train has been operated, the train takes over the control of the train and performs train operation control based on the detected operation content.

[0009] When an interruption in communication with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, the system takes over control of the train and ignores any train control commands sent by the automatic driving system. The system then adopts appropriate strategies to control the train's operation based on whether the train is currently in a non-station area.

[0010] When a train equipment malfunction is detected, based on a preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. The system also receives the train control command fed back by the automatic driving system based on the speed limit value and controls the train operation based on the train control command. If it does not meet the conditions, the train is braked.

[0011] Preferably, when any one of the designated operating devices of the train is detected to be operated, control of the train is taken over, and the train operation is controlled based on the detected operation, including:

[0012] When the operation of the train's master control key is detected, the system takes over control of the train, sends a first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, while maintaining the train's active state.

[0013] When the operation of the train's brake handle is detected, the system takes over control of the train, sends a first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, maintains the train's active state, and brakes the train according to the braking level of the operated brake handle.

[0014] When any of the designated non-guided safety devices on the train is detected to be activated, the system takes over control of the train, sends a second alarm message to the automatic driving system to keep the automatic driving system in automatic driving mode and only maintains the output of activation and direction commands. When the train is in traction mode at the time of takeover, the system controls the train to run at a constant current speed and sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a first time period, the system brakes the train. When the train is in braking mode at the time of takeover, the system maintains the braking commands received before the takeover from the automatic driving system and brakes the train based on the braking commands.

[0015] The designated operating devices include the master control key, the brake handle, and each designated non-guided safety device.

[0016] Preferably, when a communication interruption with the automatic driving system is detected, or when a malfunction of the automatic driving system is detected, control of the train is taken over and any train control commands sent by the automatic driving system are ignored. The train's operation is then controlled according to whether it is currently in a non-station area, employing appropriate strategies, including:

[0017] When the train is in a non-station area and an interruption in communication with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, the train takes over control of the train and ignores any train control commands sent by the automatic driving system. It maintains the train control commands sent by the automatic driving system that were received before the takeover and controls the train operation based on the train control commands. It also sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a second time period, the train operation is controlled according to the pre-stored train operation plan.

[0018] When the train is in the station approach area and an interruption in communication with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, the system takes over control of the train and ignores any train control commands sent by the automatic driving system, and controls the train to the set station approach and stopping position.

[0019] Preferably, when a train equipment malfunction is detected, based on a preset fault handling plan, it is determined whether the current equipment malfunction meets the speed-limited operation conditions. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. The system also receives control commands from the automatic driving system based on the speed limit value to control the train's operation based on the control commands, including:

[0020] When a train equipment malfunction is detected, based on a preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. The system also receives the train control command fed back by the automatic driving system after adjusting the speed control curve based on the speed limit value, the current state of the train traction system, and the current state of the train braking system, so as to control the operation of the train based on the train control command.

[0021] Preferably, after receiving the train control command fed back by the automatic driving system after adjusting the speed control curve based on the speed limit value, the current state of the train traction system, and the current state of the train braking system, and controlling the train operation based on the train control command, the method further includes:

[0022] The vehicle status is sent to the ground control system, and if no feedback is received from the ground control system within a third time period, the train is controlled to run to the nearest platform and then stop.

[0023] Preferably, when a train equipment malfunction is detected, based on a preset fault handling plan, it is determined whether the current equipment malfunction meets the speed-limited operation conditions. If not, the train is braked, including:

[0024] When a train equipment malfunction is detected, based on the preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does not meet the conditions, an emergency braking control is requested from the automatic driving system. If no feedback is received from the automatic driving system within the fourth time period, a third alarm message is sent to the automatic driving system, and the train hardware circuit is controlled to automatically disconnect the emergency braking loop to brake the train.

[0025] Preferred options also include:

[0026] When taking over control of the train under any conditions, maintain the operation of the onboard signaling system to protect the train from overspeed.

[0027] An automatic driving switching control system for trains, applied in a train control system, includes:

[0028] The first switching control execution module is used to take over the control of the train when it is detected that any one of the designated operating devices of the train is operated, and to perform train operation control based on the detected operation content.

[0029] The second switching control execution module is used to take over the control of the train and ignore any train control commands sent by the automatic driving system when an interruption in communication with the automatic driving system is detected or a malfunction of the automatic driving system is detected. The module also uses corresponding strategies to control the operation of the train according to whether the train is currently in a non-station area.

[0030] The third switching control execution module is used to determine whether the current equipment failure meets the speed limit operation conditions based on the preset fault handling plan when a train equipment failure is detected. If it does, the module determines the speed limit value according to the fault handling plan and sends it to the automatic driving system. The module also receives the train control command fed back by the automatic driving system based on the speed limit value and controls the train operation based on the train control command. If the failure does not meet the conditions, the module brakes the train.

[0031] An automatic train switching control device, comprising:

[0032] Memory, used to store computer programs;

[0033] A processor for executing the computer program to implement the steps of the automatic train switching control method as described above.

[0034] A train includes an automatic driving switching control system as described above.

[0035] Applying the technical solution provided by the embodiments of this invention, considering that in traditional solutions, the configuration is uniformly set to exit automatic driving mode and the train enters a coasting state in many situations, which affects the availability of automatic driving and leads to potential safety hazards, the solution of this application makes different settings for different situations, thereby improving the availability of automatic driving and helping to ensure driving safety. Specifically, when any of the designated operating devices of the train is detected to be operated, considering the principle of human priority, the control of the train can be taken over. Furthermore, this application performs train operation control based on the detected operation content; that is, after taking over, the train is not controlled to coast, but rather the train operation is controlled according to the detected device operation content, which helps to ensure driving safety.

[0036] When a communication interruption with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, it indicates that the system is unreliable. Therefore, when taking over control of the train, any control commands sent by the automatic driving system will be ignored. Furthermore, the solution in this application controls the train's operation based on whether it is currently in a non-station area, improving the flexibility of the solution. That is, controlling the train's operation according to its location allows for more reasonable settings for train operation control after takeover, rather than a uniform coasting approach as in traditional solutions. This makes the solution in this application beneficial for improving the availability of automatic driving and ensuring driving safety.

[0037] When a train equipment malfunction is detected, if the pre-set fault handling plan determines that the malfunction meets the speed-limited operation conditions, this application will not exit automatic driving mode. That is, this application will determine the speed limit value according to the fault handling plan and send it to the automatic driving system. It will also receive control commands from the automatic driving system based on the speed limit value and control the train's operation accordingly, thus improving the availability of automatic driving. If the speed-limited operation conditions are not met, this application will directly apply the brakes to the train, which helps ensure driving safety.

[0038] In summary, the solution proposed in this application implements more reasonable automatic driving switching control, which is beneficial to ensuring driving safety and improving the usability of automatic driving. Attached Figure Description

[0039] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0040] Figure 1This is a flowchart illustrating the implementation of an automatic train switching control method according to the present invention.

[0041] Figure 2 This is a schematic diagram of the vehicle-mounted system structure in a specific embodiment of the present invention;

[0042] Figure 3 This is a schematic diagram of the automatic driving switching control system for trains according to the present invention. Detailed Implementation

[0043] The core of this invention is to provide a method for switching automatic driving on trains, which enables more reasonable automatic driving switching control, helps ensure driving safety, and improves the availability of automatic driving.

[0044] To enable those skilled in the art to better understand the present invention, the invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0045] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating an implementation method for automatic train switching control according to the present invention. This method can be applied to a train control system and includes the following steps:

[0046] Step S101: When it is detected that any one of the designated operating devices of the train is operated, take over the control of the train and perform train operation control based on the detected operation content.

[0047] It should be noted that the automatic driving switching control method adopted in this application varies depending on the actual situation. Steps S101 to S103 describe three different situations. Therefore, the order of steps S101 to S103 can be arbitrarily changed.

[0048] Step S101 describes the execution mode of automatic driving switching control when train equipment is manually operated. Specifically, when any of the designated operating devices on the train is detected to be operated, it indicates that the operator wishes to take over control of the train. At this time, the train control system can take over control of the train, meaning that the existing systems of the train, including the traction system, braking system, and door control system, are managed by the train control system. Furthermore, different detected operations will result in different operational control strategies for the train to ensure the flexibility and reliability of train operation.

[0049] Figure 2 This is a schematic diagram of the on-board system structure in one specific embodiment. The train control system in the on-board system can control the existing train systems, including the traction system, braking system, and door control system. Of course, it can also receive equipment status feedback from these systems to confirm whether equipment failure has occurred.

[0050] In one specific embodiment of the present invention, considering that among the various designated operating devices of the train, the master key and the brake handle are key devices, while the others, such as the traction handle and the direction control device, are non-guided safety devices, different processing methods can be set according to the different operating devices.

[0051] For example, in one specific embodiment of the present invention, step S101 may specifically include:

[0052] When the operation of the train's master key is detected, the system takes over control of the train, sends the first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, while maintaining the train's active state.

[0053] When the operation of the train's brake handle is detected, the system takes over control of the train, sends a first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, maintains the train's active state, and brakes the train according to the braking level of the operated brake handle.

[0054] When any of the designated non-guided safety devices of the train is detected to be operated, the system takes over control of the train, sends a second alarm message to the automatic driving system to keep the automatic driving system in automatic driving mode and only maintains the output of activation and direction commands. When the train is in traction state at the time of takeover, the system controls the train to run at the current speed at a constant speed and sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a first time period, the system brakes the train. When the train is in braking state at the time of takeover, the system maintains the braking commands received before the takeover from the automatic driving system and brakes the train based on the braking commands.

[0055] The designated operating equipment includes the master key, the brake handle, and various designated non-guided safety devices.

[0056] Specifically, in this implementation, considering that the master key is a critical device, manual takeover should be implemented immediately to ensure security. Therefore, after the train control system takes over control of the train, it will send a first alarm message to the automatic driving system. The first alarm message may also carry operation content, such as "the master key has been operated" in this example. After receiving the first alarm message, the automatic driving system will exit the automatic driving mode and cancel all train control commands.

[0057] Furthermore, it should be noted that during automatic driving, devices such as the brake lever, traction lever, and direction switch are in a neutral position. Therefore, after the master key is activated, causing the automatic driving system to exit automatic driving mode, the train control system needs to maintain the train's active state.

[0058] Similarly, when the operation of the train's brake lever is detected, considering that the brake lever is also a critical piece of equipment, manual intervention should be initiated immediately to ensure safety. Therefore, after the train control system takes over control of the train, it will send a first alarm message to the automatic driving system. This first alarm message may also include the operation details, such as the brake lever being operated and the specific braking level. Upon receiving the first alarm message, the automatic driving system will exit automatic driving mode and cancel all train control commands. The train control system needs to maintain the train's active state, and since the brake lever was operated, the train control system will immediately apply the brakes according to the braking level of the operated brake lever until the train comes to a stop.

[0059] Furthermore, in practical applications, regardless of whether the master key or the brake lever is operated, after the train control system takes over control of the train, it can report to the ground through its own wireless communication unit. For example, when the brake lever is operated, it can report the braking level and train status to the ground.

[0060] The non-guided safety devices specified for a train can be of various types, such as traction handles, directional control devices, etc., and can be set and adjusted according to the actual situation.

[0061] When any of the designated non-guided safety devices on the train is detected to be operated, since it is not a critical device, the train control system takes over control of the train and sends a second alarm message to the automatic driving system. The second alarm message may also contain the operation details.

[0062] When the autonomous driving system receives the second alarm information, it will not immediately exit the autonomous driving mode, but will keep the autonomous driving mode active. However, at this time, the autonomous driving system will only maintain the output of activation and direction commands, and other vehicle control commands such as traction commands and braking commands will be cancelled.

[0063] When any of the designated non-guided safety devices on the train is detected to be activated, the train control system takes over control of the train. If the train is in traction mode at the time of takeover, the train control system will control the train to run at a constant speed at the current speed and send a manual takeover request to the ground control system. If no feedback is received from the ground control system within the first time period, the train will be braked to ensure driving safety. For example, if no feedback is received from the ground control system within 5 seconds, the maximum service braking will be automatically applied.

[0064] Of course, in other situations, the value of the first duration and the specific braking level setting when braking the train after the first duration can be adjusted as needed. Furthermore, it's understandable that if ground feedback is received within the first duration, subsequent operations can be performed based on that feedback. For example, the ground might typically provide permission to switch to manual operation; after this feedback, the automatic driving system can exit automatic driving mode, and the train control system will control the train's operation under manual control. Alternatively, if the ground feedback indicates that automatic driving mode should be maintained, the train control system will return control to the automatic driving system, meaning the automatic driving system will output corresponding control commands to the train control system in automatic driving mode for execution.

[0065] As can be seen, in this implementation, when the autonomous driving system receives the second alarm information, it will not immediately exit the autonomous driving mode. It will only exit the autonomous driving mode when it does not receive ground feedback after the first duration, or when it receives ground feedback confirming the exit from the autonomous driving mode within the first duration.

[0066] When any of the designated non-guided safety devices on the train is detected to be activated, the train control system takes over control of the train. If the train is in a braking state at the time of takeover, it can maintain the braking commands received before takeover from the automatic driving system to brake the train based on the braking commands.

[0067] Furthermore, it should be noted that after the train control system takes over control of the train, it will apply the brakes. Simultaneously, the train control system can also choose to send a manual takeover request to the ground control system. If no feedback is received from the ground control system within the first time frame, or if feedback confirming the exit from automatic driving mode is received within the first time frame, the train can exit automatic driving mode. If feedback is received from the ground control system within the first time frame, the train control can be determined according to the feedback. For example, the ground feedback may indicate continued braking until the train stops and automatic driving mode exits; or the ground feedback may indicate stopping braking, maintaining automatic driving mode, and immediately resuming automatic driving.

[0068] Step S102: When an interruption in communication with the automatic driving system is detected, or when a malfunction of the automatic driving system is detected, take over control of the train and ignore any train control commands sent by the automatic driving system, and control the train's operation according to whether the train is currently in a non-station area.

[0069] When a communication interruption with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, it indicates that the automatic driving system is untrustworthy. Therefore, after taking over control of the train, the train control system will ignore any train control commands sent by the automatic driving system.

[0070] Furthermore, to enhance the flexibility of the solution and allow for more rational control of train operations after takeover, this application controls train operation based on the train's current location; specifically, it employs appropriate strategies to control train operation depending on whether the train is currently in a non-station area. Of course, the specific strategy settings can be configured and adjusted as needed.

[0071] Specifically, in one embodiment of the present invention, step S102 may specifically include:

[0072] When the train is in a non-station area, and an interruption in communication with the automatic driving system is detected, or a malfunction of the automatic driving system is detected, the train takes over control of the train and ignores any train control commands sent by the automatic driving system. It maintains the train control commands sent by the automatic driving system that were received before the takeover and controls the train operation based on the train control commands. It also sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a second time period, it controls the train operation according to the pre-stored train operation plan.

[0073] When the train is in the station approach area and an interruption in communication with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, the system takes over control of the train and ignores any train control commands sent by the automatic driving system, and controls the train to the set station approach and stopping position.

[0074] This implementation takes into account that regardless of whether the train is in a non-entry area or an entry area, if an interruption in communication with the automatic driving system is detected, or if a malfunction of the automatic driving system is detected, it indicates that the automatic driving system is unreliable at this time. Therefore, after the train control system takes over the control of the train, it will ignore any train control commands sent by the automatic driving system.

[0075] If the train is outside the station area, to ensure safe and stable operation, the train control system will maintain the control commands received from the automatic driving system before takeover and control the train's operation based on these commands. For example, if a traction command was received from the automatic driving system before takeover, the train can continue to be controlled based on that traction command, waiting for the communication interruption or malfunction to be resolved, thus continuing the train's journey and avoiding unnecessary stops. Simultaneously, the train control system can also send a manual takeover request to the ground control system. If no feedback is received from the ground control system within a second time period, the train control system can control the train's operation according to a pre-stored driving plan. Of course, if feedback is received from the ground control system within the second time period, the train can be controlled according to ground requirements, such as a braking instruction.

[0076] The train operation plan described in this embodiment needs to be pre-set and stored, enabling the train control system to effectively control the train according to the plan. Furthermore, it can be seen that because the train can be effectively controlled according to the operation plan, it helps ensure the safe and stable operation of the train. That is, since the train is in a non-station area, it typically does not need to brake and can run normally. This embodiment does not directly brake the train due to communication interruption with the automatic driving system, a malfunction of the automatic driving system, or a lack of ground feedback. Instead, it can effectively take over control of the train in non-station areas through the operation plan.

[0077] If the train is in the approach area, once the train control system takes over control, it will also ignore any control commands sent by the automatic driving system. Furthermore, because it is in the approach area, the train control system will directly guide the train to the designated stopping position.

[0078] Furthermore, in practical applications, there are various ways to control a train to a designated stopping position at a station. For example, an intelligent sensing unit can collect image information of the platform ahead, extract features based on different platform types (left, right, and bidirectional), identify the platform's openness, and feed this information back to the train control system. The train control system will then stop the train after it reaches the platform and automatically control the corresponding side doors to open.

[0079] In this implementation, trains in the station entry area will not brake due to communication interruption with the automatic driving system or malfunction of the automatic driving system. Instead, the train control system can take over the control of the train and directly control the train to the set station entry and stopping position, effectively ensuring driving safety and also helping to ensure the passenger's travel experience.

[0080] Step S103: When a train equipment malfunction is detected, based on the preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. The train control command based on the speed limit value feedback from the automatic driving system is received to control the train operation based on the train control command. If it does not meet the conditions, the train is braked.

[0081] When a train equipment malfunction is detected, considering that some types of malfunctions do not require direct braking, but can be addressed by appropriately limiting the speed, the efficiency of the automatic driving system can be ensured. Of course, for some types of malfunctions, direct braking is necessary to ensure driving safety.

[0082] In one specific embodiment of the present invention, when a train equipment malfunction is detected, based on a preset fault handling plan, it is determined whether the current equipment malfunction meets the speed-limited operation conditions. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. Furthermore, the system receives train control commands from the automatic driving system based on the speed limit value to control the train's operation. Specifically, this may include:

[0083] When a train equipment malfunction is detected, the system determines whether the malfunction meets the speed limit conditions based on the preset malfunction handling plan. If it does, the system determines the speed limit value according to the malfunction handling plan and sends it to the automatic driving system. The system also receives the train control command fed back by the automatic driving system after adjusting the speed control curve based on the speed limit value, the current state of the train traction system, and the current state of the train braking system, and controls the train operation based on the train control command.

[0084] This implementation takes into account that a fault handling plan can be preset, and it is understood that the fault handling plan should be as detailed as possible to avoid situations where a train malfunction occurs but there are no corresponding handling measures in the fault handling plan.

[0085] The train control system can identify train equipment malfunctions. If, based on the preset fault handling plan, it is determined that the current equipment malfunction meets the speed limit operation conditions, the determined speed limit value can be sent to the automatic driving system so that the automatic driving system can adjust the speed control curve according to the speed limit value.

[0086] Furthermore, this implementation takes into account that when train equipment malfunctions, it could be a failure in the train's traction system or braking system. Failures in either system can impact train operation; for example, a braking system malfunction might reduce the available braking capacity to only 40%. Therefore, the automatic driving system can adjust the speed control curve based on the speed limit, the current state of the traction system, and the current state of the braking system, and then feed back control commands to the train control system. Because it considers not only the speed limit but also the current states of the traction and braking systems when adjusting the speed control curve, the determined speed control curve is more reasonable, effectively taking into account the impact of malfunctions.

[0087] The train control system can send the current status of the train traction system and the current status of the train braking system to the automatic driving system. Of course, it can also be set to be obtained autonomously by the automatic driving system, which does not affect the implementation of the present invention.

[0088] Furthermore, in practical applications, after receiving train control commands from the automatic driving system based on the speed limit value, the current state of the train traction system, and the current state of the train braking system to adjust the speed control curve, and then controlling the train's operation based on these commands, the train control system may also include:

[0089] The vehicle status is sent to the ground control system, and if no feedback is received from the ground control system within the third time period, the train is controlled to run to the nearest platform and then stop.

[0090] In this implementation, the train control system sends the vehicle status to the ground control system, allowing relevant personnel to make decisions and provide feedback. Normally, the train can operate under the control of the automatic driving system at the adjusted speed control curve, thus reducing the impact of malfunctions on passenger travel. In rare cases, if feedback from the ground control system is not received within the third time period, to ensure operational safety, maintain train efficiency, and avoid unnecessary stops, in this implementation, the train control system receives control commands from the automatic driving system and controls the train to stop at the nearest platform. That is, in automatic driving mode, the train is controlled to stop at the nearest platform. Furthermore, if feedback from the ground control system is received within the third time period, subsequent train control can be performed according to the ground control system's requirements. For example, if the malfunction is minor, feedback from the ground control system can restore the speed limit to the pre-malfunction speed limit.

[0091] In one specific embodiment of the present invention, when a train equipment malfunction is detected, based on a preset malfunction handling plan, it is determined whether the current equipment malfunction meets the speed-limited operation conditions. If not, the train is braked. This may include:

[0092] When a train equipment malfunction is detected, based on the preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does not meet the conditions, an emergency braking control is requested from the automatic driving system. If no feedback is received from the automatic driving system within the fourth time period, a third alarm message is sent to the automatic driving system, and the train hardware circuit is automatically disconnected to brake the train.

[0093] The train control system can identify equipment malfunctions. If, based on preset fault handling protocols, the system determines that the malfunction does not meet speed-limited operating conditions, it indicates a serious fault requiring emergency braking. The train control system can then request emergency braking control from the automatic driving system. Normally, upon receiving this request, the automatic driving system will immediately issue a corresponding instruction, causing the train control system to execute emergency braking. However, if the train control system does not receive feedback from the automatic driving system within four hours, to ensure operational safety, it will send a third alarm message to the automatic driving system and simultaneously directly control the train's hardware circuitry to automatically disconnect the emergency braking loop to brake the train. Furthermore, the train control system can report this situation to the ground control system.

[0094] In one specific embodiment of the present invention, it may further include:

[0095] When taking over control of the train under any conditions, maintain the operation of the onboard signaling system to protect the train from overspeed.

[0096] The onboard signaling system enables overspeed safety protection for trains. In this implementation, when the train control system takes over control of the train under any conditions, it will not affect the function of the onboard signaling system; that is, it will maintain the operation of the onboard signaling system to protect against overspeed, effectively ensuring driving safety. In practical applications, the onboard signaling system is usually connected to the automatic driving system and can report its own malfunctions to the automatic driving system.

[0097] Applying the technical solution provided by the embodiments of this invention, considering that in traditional solutions, the configuration is uniformly set to exit automatic driving mode and the train enters a coasting state in many situations, which affects the availability of automatic driving and leads to potential safety hazards, the solution of this application makes different settings for different situations, thereby improving the availability of automatic driving and helping to ensure driving safety. Specifically, when any of the designated operating devices of the train is detected to be operated, considering the principle of human priority, the control of the train can be taken over. Furthermore, this application performs train operation control based on the detected operation content; that is, after taking over, the train is not controlled to coast, but rather the train operation is controlled according to the detected device operation content, which helps to ensure driving safety.

[0098] When a communication interruption with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, it indicates that the system is unreliable. Therefore, when taking over control of the train, any control commands sent by the automatic driving system will be ignored. Furthermore, the solution in this application controls the train's operation based on whether it is currently in a non-station area, improving the flexibility of the solution. That is, controlling the train's operation according to its location allows for more reasonable settings for train operation control after takeover, rather than a uniform coasting approach as in traditional solutions. This makes the solution in this application beneficial for improving the availability of automatic driving and ensuring driving safety.

[0099] When a train equipment malfunction is detected, if the pre-set fault handling plan determines that the malfunction meets the speed-limited operation conditions, this application will not exit automatic driving mode. That is, this application will determine the speed limit value according to the fault handling plan and send it to the automatic driving system. It will also receive control commands from the automatic driving system based on the speed limit value and control the train's operation accordingly, thus improving the availability of automatic driving. If the speed-limited operation conditions are not met, this application will directly apply the brakes to the train, which helps ensure driving safety.

[0100] In summary, the solution proposed in this application implements more reasonable automatic driving switching control, which is beneficial to ensuring driving safety and improving the usability of automatic driving.

[0101] Corresponding to the above method embodiments, this invention also provides a train automatic driving switching control system, which can be referred to in conjunction with the above.

[0102] See Figure 3 The diagram shown is a structural schematic of an automatic train switching control system according to the present invention, applied in a train control system, comprising:

[0103] The first switching control execution module 301 is used to take over the control of the train when it is detected that any one of the designated operating devices of the train is operated, and to perform train operation control based on the detected operation content.

[0104] The second switching control execution module 302 is used to take over the control of the train and ignore any train control commands sent by the automatic driving system when an interruption in communication with the automatic driving system is detected or a malfunction of the automatic driving system is detected. It also uses corresponding strategies to control the operation of the train according to whether the train is currently in a non-station area.

[0105] The third switching control execution module 303 is used to determine whether the current equipment failure meets the speed limit operation conditions based on the preset fault handling plan when a train equipment failure is detected. If it does, the speed limit value is determined according to the fault handling plan and sent to the automatic driving system. The module also receives the train control command fed back by the automatic driving system based on the speed limit value and controls the train operation based on the train control command. If it does not meet the conditions, the module brakes the train.

[0106] In one specific embodiment of the present invention, the first switching control execution module 301 is specifically used for:

[0107] When the operation of the train's master key is detected, the system takes over control of the train, sends the first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, while maintaining the train's active state.

[0108] When the operation of the train's brake handle is detected, the system takes over control of the train, sends a first alarm message to the automatic driving system to cause the automatic driving system to exit the automatic driving mode and cancel all train control commands, maintains the train's active state, and brakes the train according to the braking level of the operated brake handle.

[0109] When any of the designated non-guided safety devices on the train is detected to be activated, the system takes over control of the train, sends a second alarm message to the automatic driving system to keep the automatic driving system in automatic driving mode and only maintains the output of activation and direction commands. When the train is in traction mode at the time of takeover, the system controls the train to run at a constant current speed and sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a first time period, the system applies the brakes to the train. When the train is in braking mode at the time of takeover, the system maintains the braking commands received before the takeover from the automatic driving system and applies the brakes to the train based on the braking commands.

[0110] The designated operating equipment includes the master key, the brake handle, and various designated non-guided safety devices.

[0111] In one specific embodiment of the present invention, the second switching control execution module 302 is specifically used for:

[0112] When the train is in a non-station area, and an interruption in communication with the automatic driving system is detected, or a malfunction of the automatic driving system is detected, the train takes over control of the train and ignores any train control commands sent by the automatic driving system. It maintains the train control commands sent by the automatic driving system that were received before the takeover and controls the train operation based on the train control commands. It also sends a manual takeover request to the ground control system. If no feedback is received from the ground control system within a second time period, it controls the train operation according to the pre-stored train operation plan.

[0113] When the train is in the station approach area and an interruption in communication with the automatic driving system is detected, or when a malfunction is detected in the automatic driving system, the system takes over control of the train and ignores any train control commands sent by the automatic driving system, and controls the train to the set station approach and stopping position.

[0114] In one specific embodiment of the present invention, when the third switching control execution module 301 detects a train equipment fault, it determines whether the current equipment fault meets the speed-limited operation conditions based on a preset fault handling plan. If it does, it determines the speed limit value according to the fault handling plan and sends it to the automatic driving system. It also receives the train control command fed back from the automatic driving system based on the speed limit value to control the train's operation based on the train control command, including:

[0115] When a train equipment malfunction is detected, the system determines whether the malfunction meets the speed limit conditions based on the preset malfunction handling plan. If it does, the system determines the speed limit value according to the malfunction handling plan and sends it to the automatic driving system. The system also receives the train control command fed back by the automatic driving system after adjusting the speed control curve based on the speed limit value, the current state of the train traction system, and the current state of the train braking system, and controls the train operation based on the train control command.

[0116] In one specific embodiment of the present invention, the third switching control execution module 301 is further configured to:

[0117] After receiving the train control command from the automatic driving system after adjusting the speed control curve based on the speed limit value, the current state of the train traction system, and the current state of the train braking system, and controlling the train operation based on the train control command, the vehicle status is sent to the ground control system. If no feedback is received from the ground control system within the third time period, the train is controlled to run to the nearest platform and then stop.

[0118] In one specific embodiment of the present invention, when the third switching control execution module 301 detects a train equipment fault, it determines, based on a preset fault handling plan, whether the currently occurring equipment fault meets the speed-limited operation conditions. If not, it brakes the train, including:

[0119] When a train equipment malfunction is detected, based on the preset fault handling plan, it is determined whether the current equipment malfunction meets the speed limit operation conditions. If it does not meet the conditions, an emergency braking control is requested from the automatic driving system. If no feedback is received from the automatic driving system within the fourth time period, a third alarm message is sent to the automatic driving system, and the train hardware circuit is automatically disconnected to brake the train.

[0120] In one specific embodiment of the present invention, an on-board signal system maintenance module is further included, for:

[0121] When taking over control of the train under any conditions, maintain the operation of the onboard signaling system to protect the train from overspeed.

[0122] Corresponding to the above methods and system embodiments, this invention also provides a train and an automatic driving switching control device for the train, which can be referred to in conjunction with the above.

[0123] The train's automatic driving switching control equipment may include:

[0124] Memory, used to store computer programs;

[0125] A processor for executing a computer program to implement the steps of the automatic train switching control method as described in any of the above embodiments.

[0126] The train may include an automatic driving switching control system as described in any of the above embodiments.

[0127] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0128] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementations should not be considered beyond the scope of this invention.

[0129] This article uses specific examples to illustrate the principles and implementation methods of the present invention. The descriptions of the above embodiments are only for the purpose of helping to understand the technical solutions and core ideas of the present invention. It should be noted that for those skilled in the art, several improvements and modifications can be made to the present invention without departing from the principles of the present invention, and these improvements and modifications also fall within the protection scope of the present invention.

Claims

1. An automatic driving switching control method of a train, characterized by, The application is applied to a train control system, comprising: When any one of the specified operating devices of the train is detected to be operated, the control of the train is taken over, and the operation control of the train is performed based on the detected operation content; When the communication with the automatic driving system is detected to be interrupted or the automatic driving system is detected to be faulty, the control of the train is taken over, any train control instruction sent by the automatic driving system is ignored, and the operation of the train is controlled according to the corresponding strategy according to whether the train is currently in a non-station area; When a train equipment fault is detected, whether the current occurring equipment fault meets a speed-limiting operation condition is judged based on a preset fault handling scheme, if yes, a speed-limiting value is determined according to the fault handling scheme and sent to the automatic driving system, and a train control instruction fed back by the automatic driving system based on the speed-limiting value is received to control the operation of the train based on the train control instruction, if no, the train is braked; When any one of the specified operating devices of the train is detected to be operated, the control of the train is taken over, and the operation control of the train is performed based on the detected operation content, comprising: When the main control key of the train is detected to be operated, the control of the train is taken over, first alarm information is sent to the automatic driving system to make the automatic driving system exit the automatic driving mode and cancel all train control instructions, and the activated state of the train is maintained; When the brake handle of the train is detected to be operated, the control of the train is taken over, first alarm information is sent to the automatic driving system to make the automatic driving system exit the automatic driving mode and cancel all train control instructions, the activated state of the train is maintained, and the train is braked according to the brake level of the operated brake handle; When any one of the specified non-guiding safety devices of the train is detected to be operated, the control of the train is taken over, second alarm information is sent to the automatic driving system to make the automatic driving system remain in the automatic driving mode and only maintain the output of the activated instruction and the direction instruction, when the train is in the traction state when the control is taken over, the train is controlled to run at a constant speed at the current speed and a manual control request is sent to the ground control system, and when no feedback of the ground control system is received within a first time length, the train is braked; when the train is in the braking state when the control is taken over, the brake instruction sent by the automatic driving system before the control is taken over is maintained to brake the train based on the brake instruction; The specified operating devices comprise the main control key, the brake handle and the specified non-guiding safety devices; When a train equipment fault is detected, whether the current occurring equipment fault meets a speed-limiting operation condition is judged based on a preset fault handling scheme, if yes, a speed-limiting value is determined according to the fault handling scheme and sent to the automatic driving system, and a train control instruction fed back by the automatic driving system based on the speed-limiting value is received to control the operation of the train based on the train control instruction, if no, the train is braked, comprising: When detecting a train equipment fault, based on a preset fault handling scheme, it is judged whether the current occurring equipment fault meets a speed limit operation condition, if yes, a speed limit value is determined according to the fault handling scheme and sent to the automatic driving system, and a control instruction fed back by the automatic driving system after adjusting a speed control curve based on the speed limit value, current state of a train traction system and current state of a train braking system is received to control the train operation based on the control instruction; Wherein, the train equipment fault includes a fault of a train existing system, and the train existing system includes a traction system, a braking system and a door control system.

2. The automatic driving switching control method of a train according to claim 1, characterized by, When detecting a communication interruption with the automatic driving system or detecting a fault of the automatic driving system, the control of the train is taken over and any control instruction sent by the automatic driving system is ignored, and a corresponding strategy is adopted to control the train operation according to whether the train is currently in a non-station area, including: When the train is in the non-station area, the communication interruption with the automatic driving system is detected or the fault of the automatic driving system is detected, the control of the train is taken over and any control instruction sent by the automatic driving system is ignored, and the control instruction received by the automatic driving system before taking over is maintained to control the train operation based on the control instruction, a manual takeover request is sent to a ground control system, and when no feedback of the ground control system is received within a second time length, the train operation is controlled according to a pre-stored train operation plan; When the train is in the non-station area, the communication interruption with the automatic driving system is detected or the fault of the automatic driving system is detected, the control of the train is taken over and any control instruction sent by the automatic driving system is ignored, and the train is controlled to run to a set station parking position.

3. The automatic driving switching control method of a train according to claim 1, characterized by, After receiving the control instruction fed back by the automatic driving system after adjusting the speed control curve based on the speed limit value, current state of a train traction system and current state of a train braking system, the train operation is controlled based on the control instruction, further including: The vehicle state is sent to the ground control system, and when no feedback of the ground control system is received within a third time length, the train is controlled to run to the nearest platform and then stop.

4. The automatic driving switching control method of a train according to claim 1, characterized by, When detecting a train equipment fault, based on a preset fault handling scheme, it is judged whether the current occurring equipment fault meets a speed limit operation condition, if not, the train is braked, including: When detecting a train equipment fault, based on a preset fault handling scheme, it is judged whether the current occurring equipment fault meets a speed limit operation condition, if not, an emergency braking control is requested to be output by the automatic driving system, when no feedback of the automatic driving system is received within a fourth time length, third warning information is sent to the automatic driving system, and the train hardware circuit is automatically disconnected from the emergency braking loop to brake the train.

5. The automatic driving switching control method of a train according to any one of claims 1 to 4, characterized by, Further including: When taking over the control of the train under any condition, the operation of the on-board signal system is maintained to perform the overspeed safety protection of the train.

6. A train automatic driving switching control system, characterized in that, Applied to a train control system, including: The first switching control execution module is configured to take over the control of the train when detecting that any one of the specified operating devices of the train is operated, and perform operation control of the train based on the detected operation content. The second switching control execution module is configured to take over the control of the train and ignore any train control instruction sent by the automatic driving system when detecting that the communication with the automatic driving system is interrupted or detecting that the automatic driving system fails, and control the operation of the train according to whether the train is currently in a non-station area by using a corresponding strategy. The third switching control execution module is configured to, when detecting that a train device fails, judge whether the current device failure meets a speed-limit operation condition based on a preset failure handling scheme, determine a speed-limit value according to the failure handling scheme and send the speed-limit value to the automatic driving system if the current device failure meets the speed-limit operation condition, and receive a train control instruction fed back by the automatic driving system based on the speed-limit value to control the operation of the train based on the train control instruction if the current device failure does not meet the speed-limit operation condition. The first switching control execution module is specifically configured to: take over the control of the train when detecting that the master control key of the train is operated, send first alarm information to the automatic driving system to make the automatic driving system exit the automatic driving mode and cancel all train control instructions, and maintain the activated state of the train; take over the control of the train when detecting that the brake handle of the train is operated, send first alarm information to the automatic driving system to make the automatic driving system exit the automatic driving mode and cancel all train control instructions, maintain the activated state of the train, and brake the train according to the brake level of the operated brake handle; take over the control of the train when detecting that any one of the specified non-directional safety devices of the train is operated, send second alarm information to the automatic driving system to make the automatic driving system remain in the automatic driving mode and only maintain the output of the activated instruction and the directional instruction, control the train to run at a constant speed at the current speed when the train is in a traction state when taking over the control, send a manual takeover request to the ground control system, and brake the train when no feedback of the ground control system is received within a first time length; and maintain the brake instruction received by the automatic driving system before taking over the control to brake the train based on the brake instruction when the train is in a braking state when taking over the control. The specified operating devices include the master control key, the brake handle, and the specified non-directional safety devices. The third switching control execution module is configured to, when detecting that a train device fails, judge whether the current device failure meets a speed-limit operation condition based on a preset failure handling scheme, determine a speed-limit value according to the failure handling scheme and send the speed-limit value to the automatic driving system if the current device failure meets the speed-limit operation condition, and receive a train control instruction fed back by the automatic driving system based on the speed-limit value to control the operation of the train based on the train control instruction if the current device failure does not meet the speed-limit operation condition. When a train equipment fault is detected, it is determined whether the current equipment fault meets a speed-limiting operation condition based on a preset fault handling scheme. If so, a speed-limiting value is determined according to the fault handling scheme and sent to an automatic driving system, and a control command is received from the automatic driving system after the speed control curve is adjusted based on the speed-limiting value, a current state of a train traction system and a current state of a train braking system, so as to control the operation of the train based on the control command. The train equipment fault includes a fault of a train existing system, and the train existing system includes a traction system, a braking system and a door control system.

7. A train automatic driving switching control device, characterized in that, The train automatic driving switching control system comprises: a memory for storing a computer program; a processor for executing the computer program to implement the steps of the train automatic driving switching control method according to any one of claims 1 to 5.

8. A train characterized in that The train automatic driving switching control system according to claim 6.

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