Backup application method and system for vehicle-mounted perception system

Abstract

The application discloses a backup application method and system of a vehicle-mounted sensing system, and the method comprises the following steps: when a train-ground wireless communication fault, a ground system fault and / or a train unable to complete screening to calculate a moving authorization occur, the train runs according to a backup sensing moving authorization after remote or local confirmation, and at this time, the train running level is a sensing backup running level; when the train runs at the sensing backup level, the train in the current route can realize moving block by relying on sensing, and when the train travels to the front of a route start-end signal, the train runs in a route fixed block mode by sensing the permission state of the signal. The application can avoid long-time train stagnation, and improves train running efficiency.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a backup application method and system for an on-board sensing system. Background Technology

[0002] Fully automated operation systems have been widely used in the rail transit industry. The design of each function of the signaling system takes into account the unmanned driving scenario. However, when the vehicle-to-ground communication terminal or ground system fails, the train movement authorization becomes unavailable, which will cause the train to stop in the section and wait for rescue.

[0003] To avoid prolonged train stoppages, an In-Train Eye (ITE) system is added to the fully automated operation system architecture. This system uses radar, cameras, and other sensors to collect track information ahead of the train, enabling precise train positioning and obstacle detection. The onboard controller calculates the train's trajectory based on the real-time sensing distance from the ITE system, allowing for degraded train awareness operation while ensuring train safety. Summary of the Invention

[0004] In view of this, the present invention provides a backup application method and system for vehicle-mounted sensing systems to solve the above-mentioned technical problems.

[0005] This invention discloses a backup application method for an in-vehicle perception system, comprising:

[0006] When there is a failure in the vehicle-to-ground wireless communication and / or a failure in the ground system and / or the train has not completed the screening and cannot calculate the mobility authorization, the train will operate based on the backup sensing mobility authorization after remote or local confirmation. At this time, the train operation level is the sensing backup operation level.

[0007] When a train is running at the sensing backup level, the train can rely on sensing to achieve moving block. When it reaches the signal at the beginning of the route ahead, it can use sensing to identify the permitted status of the signal and run in the route fixed block mode.

[0008] Furthermore, normal trains operate at the communication-based train control system level within the route. When the route ahead is locked, train-to-ground communication is interrupted, and train movement authorization is unavailable, the train brakes and stops. After confirmation, it is downgraded to the perception backup level.

[0009] Furthermore, when the train is running at the perception backup level, it uses the train's intelligent eagle eye system to perceive the line of sight and calculate the movement authorization based on the route endpoint, and then runs to the blocking signal ahead.

[0010] Furthermore, the train operates at the perception backup level. Within the movement authorization range, the train's intelligent eagle eye system identifies the signal ahead as a permission signal, either green or yellow. The onboard controller then considers the route ahead to be authorized for the train, and the train can enter the route based on the open signal.

[0011] Furthermore, the on-board controller considers the route endpoint corresponding to the starting signal as the moving authorization endpoint and calculates the protection curve for the train.

[0012] Furthermore, the train identifies the open status of the signal based on the train's intelligent eagle eye system and operates accordingly. Similar to the point-level system, when the signal at the beginning of the route is open, in addition to checking the position of the turnouts inside the route and the clearness of the section, it is also necessary to check that the emergency closure is not activated, the platform doors are closed and locked, and the personnel protection switches are not activated.

[0013] Furthermore, the first and second trains on the same road operate at the communication-based train control system level; if the second train, which is ahead in the direction of travel, experiences a communication failure with ground equipment, it will downgrade to the perception backup level when the perception mobility authorization is valid.

[0014] The first train behind in the direction of travel communicates normally with the ground equipment and has valid motion authorization. After confirmation, it is downgraded to the backup sensing level and proceeds to the forward route signal based on the sensing line of sight.

[0015] Furthermore, in the event of a vehicle-to-ground wireless failure, the train's onboard controller completes the positioning and confirms that it can be upgraded from the restricted manual driving mode to the autonomous perception backup operation level mode. After the onboard controller successfully switches to the visible distance information of the train's intelligent eagle eye system, the train continues to operate in the restricted manual driving mode until it recognizes that the signal ahead is green or yellow and there are no obstacles or switches in front of the train, at which point the train upgrades to the perception mode.

[0016] This invention also discloses a backup application system for an in-vehicle perception system, comprising:

[0017] The backup sensing module is used to calculate the movement authorization for the train in real time based on the backup sensing system when the vehicle-to-ground wireless communication failure and / or ground system failure and / or the train has not completed screening and cannot calculate the movement authorization. After confirmation through a separate channel or local confirmation, the train operates according to the backup sensing movement authorization. At this time, the train operation level is the sensing backup operation level.

[0018] The moving block module enables trains to rely on sensing to achieve moving block when the train is running at the sensing backup level. When the train reaches the signal at the beginning of the route ahead, it can identify the permission status of the signal through sensing and run in the route fixed block mode.

[0019] Because of the adoption of the above technical solution, the present invention has the following advantages:

[0020] In the event of a communication disruption between the train and the ground, and under the premise of ensuring safety, the train can autonomously move to the next platform based on sensing equipment and wait for the driver to board and handle the situation, thus avoiding the train being stuck in the section for an extended period of time. Attached Figure Description

[0021] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments recorded in the embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings.

[0022] Figure 1 This is a schematic diagram illustrating the continued operation of a downgraded train within a route, according to an embodiment of the present invention.

[0023] Figure 2 This is a schematic diagram of the operation across the route according to an embodiment of the present invention;

[0024] Figure 3 This is a schematic diagram of rapid vehicle upgrade in a screening-free environment according to an embodiment of the present invention. Detailed Implementation

[0025] The present invention will be further described in conjunction with the accompanying drawings and embodiments. Obviously, the described embodiments are only a part of the embodiments of the present invention, and not all of them. All other embodiments obtained by those skilled in the art should fall within the protection scope of the present invention.

[0026] This invention provides an embodiment of a backup application method for an in-vehicle sensing system, comprising:

[0027] When there is a failure in the vehicle-to-ground wireless communication, a failure in the ground system, or when the train has not completed the screening process and cannot calculate the movement authority, the onboard ATP cannot obtain or calculate the train's movement authority based on real-time ground information. Instead, it can calculate the movement authority for the train in real time based on the backup sensing system. After manual confirmation through a separate channel or local confirmation, the train operates based on the backup sensing movement authority (MA). At this time, the train's operating level is the backup sensing operating level.

[0028] When a train is running at the sensing backup level, it can rely on sensing to achieve moving block signaling within the route. When it reaches the signal at the beginning of the route ahead, it can use sensing to identify the signal's permission status and thus achieve fixed block signaling for the route.

[0029] Scenario 1: Degraded trains continue to run within the route:

[0030] See Figure 1 When the train is operating within the route at the Communication Based Train Control (CBTC) level, and the current route is locked, the train will degrade to a lower level if train-to-ground communication is interrupted and movement authorization becomes unavailable. The train will then brake and stop, and after manual confirmation, will degrade to a perception-backup level. When operating at the perception-backup level, the train uses its intelligent eagle-eye system to calculate movement authorization based on line-of-sight and route endpoints, and proceeds to the obstruction signal ahead.

[0031] Scenario 2: Operation across the access road:

[0032] The train operates at the perception backup level. Within the movement authorization range, the train's intelligent eagle eye system identifies an upcoming signal as a permissive signal (green or yellow). The onboard ATP (Automatic Train Protection) system then considers the route ahead authorized for the train, allowing it to enter the route based on the open signal. The ATP system then uses the route endpoint corresponding to that starting signal as the movement authorization endpoint to calculate the protection curve for the train.

[0033] See Figure 2 The train's intelligent eagle eye system recognizes signal operation similarly to the point-level system. Route checks such as SPKS status are implemented through interlocking logic, and signals can only be opened if the conditions are met.

[0034] Scenario 3: Two trains exist on the same route; the train in front is downgraded.

[0035] See Figure 3 The first and second trains on the same line are operating at the CBTC level in the section. The communication between the leading second train and the ground equipment is interrupted due to a fault. The sensing mobile authorization is valid, so the operation is downgraded to the sensing backup level.

[0036] The first train following behind communicated normally with the ground equipment, but because it did not meet the condition of operating at a distance of one axle interval with the downgraded train ahead, the front screen was lost and the movement authorization could not be calculated. The first train's movement authorization was valid, and after manual confirmation, it was downgraded to the sensing backup level and traveled to the forward route signal based on the sensing line of sight.

[0037] Scenario 4: Interlocking-level trains upgraded to sensing backup level:

[0038] In the event of a train-to-ground wireless failure, the onboard ATP system completes the location check. After manual confirmation, the train can be upgraded from Restricted Train Operating Mode (RM) to Autonomous Backup Level-Operated Train Operating Mode (ABL-CM). After successfully switching to the visual range information of the Train Intelligent Eagle Eye System, the onboard VOBC system continues to operate in RM mode until a green or yellow light is detected ahead and there are no obstacles or switches in front of the train. At this point, the train upgrades to perception mode.

[0039] The present invention also provides an embodiment of a backup application system for an in-vehicle perception system, comprising:

[0040] The backup sensing module is used to calculate the movement authorization for the train in real time based on the backup sensing system when the vehicle-to-ground wireless communication fails and / or the ground system fails and / or the train has not completed the screening and cannot calculate the movement authorization. After confirmation by remote or local means, the train operates according to the backup sensing MA. At this time, the train operation level is the sensing backup operation level.

[0041] The moving block module enables trains to rely on sensing to achieve moving block when the train is running at the sensing backup level. When the train reaches the signal at the beginning of the route ahead, it can identify the permission status of the signal through sensing and run in the route fixed block mode.

[0042] This invention provides an embodiment of a backup application system for an in-vehicle perception system, comprising:

[0043] The backup sensing module is used to calculate the movement authorization for the train in real time based on the backup sensing system when the vehicle-to-ground wireless communication fails and / or the ground system fails and / or the train has not completed screening and cannot calculate the movement authorization. After confirmation through a separate channel or local confirmation, the train operates according to the backup sensing MA. At this time, the train operation level is the sensing backup operation level.

[0044] The moving block module enables trains to rely on sensing to achieve moving block when the train is running at the sensing backup level. When the train reaches the signal at the beginning of the route ahead, it can identify the permission status of the signal through sensing and run in the route fixed block mode.

[0045] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention and not to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that modifications or equivalent substitutions can still be made to the specific implementation of the present invention. Any modifications or equivalent substitutions that do not depart from the spirit and scope of the present invention should be covered within the scope of protection of the claims of the present invention.

Claims

1. A method for fallback application of a vehicle onboard perception system, characterized in that, include: When there is a failure in the vehicle-to-ground wireless communication and / or a failure in the ground system and / or the train has not completed the screening and cannot calculate the mobility authorization, the train will operate based on the backup sensing mobility authorization after remote or local confirmation. At this time, the train operation level is the sensing backup operation level. When a train is running at the sensing backup level, the train in this route can rely on sensing to achieve moving block. When it reaches the signal at the beginning of the route ahead, it can use sensing to identify the permission status of the signal and run in the route fixed block mode. When the train is running at the perception backup level, it uses the train's intelligent eagle eye system to perceive the line of sight and calculate the movement authorization based on the route endpoint, and then runs to the blocking signal of the route ahead. The train operates at the perception backup level. Within the movement authorization range, the train's intelligent eagle eye system recognizes that the signal ahead is a permission signal, either green or yellow. The onboard controller then considers the route ahead to be authorized for the train, and the train can enter the route based on the open signal. The on-board controller takes the route endpoint corresponding to the starting signal as the moving authorization endpoint and calculates the protection curve for the train. The train uses the train intelligent eagle eye system to identify the open status of the signal and operate accordingly. Similar to the point-level system, when the signal at the beginning of the route is open, in addition to checking the position of the turnouts inside the route and the clearness of the section, it is also necessary to check that the emergency stop is not activated, the platform door is closed and locked, and the personnel protection switch is not activated. The first and second trains on the same road operate at the communication-based train control system level; the second train, which is ahead in the direction of travel, experiences a communication failure with ground equipment and, if the sensing mobility authorization is valid, degrades to the sensing backup level. The first train behind the direction of travel communicates normally with the ground equipment and the sensing movement authorization is valid. After confirmation, it is downgraded to the sensing backup level and travels to the forward route signal according to the sensing line of sight. In the event of a train-to-ground wireless failure, the train's onboard controller completes the location and confirms that it can be upgraded from the restricted manual driving mode to the autonomous perception backup operation level mode. After the onboard controller successfully switches to the line-of-sight information of the train's intelligent eagle eye system, the train continues to operate in the restricted manual driving mode until it recognizes that the signal ahead is green or yellow and there are no obstacles or switches in front of the train, at which point the train upgrades to perception mode.

2. The method of claim 1, wherein, Normally, trains operate at the communication-based train control system level within the route. When the route ahead is locked, train-to-ground communication is interrupted, and train movement authorization is unavailable, the train brakes and stops. After confirmation, it is downgraded to the perception backup level.

3. A backup application system for a vehicle perception system, implementing the method of claim 1 or 2, characterized in that include: The backup sensing module is used to calculate the movement authorization for the train in real time based on the backup sensing system when the vehicle-to-ground wireless communication failure and / or ground system failure and / or the train has not completed screening and cannot calculate the movement authorization. After confirmation through a separate channel or local confirmation, the train operates according to the backup sensing movement authorization. At this time, the train operation level is the sensing backup operation level. The moving block module enables trains to rely on sensing to achieve moving block when the train is running at the sensing backup level. When the train reaches the signal at the beginning of the route ahead, it can identify the permission status of the signal through sensing and run in the route fixed block mode.

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