A virtual platooning vehicle automatic driving system and method

Abstract

The present disclosure relates to the technical field of train automatic control, and in particular to a virtual formation train automatic driving system and method, the system comprising: a dispatching command system, a ground safety control device and on-board train control devices of at least two trains, the on-board train control devices comprising an ATO module; wherein the dispatching command system is configured to generate formation information according to a train operation plan; the ground safety control device is configured to: determine the legality of the formation information; and generate formation instructions according to legal formation information; the on-board train control device is configured to: perform virtual formation according to the formation instructions; and control the automatic driving of the train to which it belongs based on the ATO module; wherein the ATO module is configured to: when the train to which it belongs is not the first car of the virtual formation, determine its own driving strategy according to the automatic driving parameters of the first car of the virtual formation. The scheme provided by the present disclosure can achieve coordinated control of formation trains.

Description

Technical Field

[0001] The present disclosure relates to the technical field of train automatic control, and in particular to an automatic driving system and method for virtual platooning vehicles. Background Art

[0002] In order to match the passenger flow demand with uneven temporal and spatial distribution and meet the operational needs of low-carbon and green, cost reduction and efficiency improvement, and effective resource utilization, a flexible train formation and operation mode has been applied in rail transit, which combines multiple sets (including two sets) of trains to form a long train and then restores them to multiple sets (including two sets) of independently operating trains by disassembling them when necessary.

[0003] There are two flexible train marshaling operation modes: one is the traditional method of connecting trains through couplers; the other is a virtual coupling / virtual marshaling method that does not use couplers for hard connection, but uses a control system to achieve tracking operation with short spacing between trains.

[0004] During the operation of each virtual train, the constraints and disturbances brought by vehicle characteristics (acceleration and deceleration performance, command response delay, etc.), minimum spacing between trains, vehicle-to-vehicle communication delay and line environmental factors will cause unstable fluctuations in the operation of a single train (such as speed changes, rapid speed changes caused by changes in distance from the preceding train, etc.). Such fluctuations will be transmitted to adjacent trains in the virtual coupled / virtual marshaled train fleet, and cause the adjacent train's automatic driving system to respond and adjust to the fluctuations, resulting in a cumulative effect on the entire virtual coupled fleet. In addition, the existing automatic driving system uses the train's movement authorization as the restricted target point for strategy control. The fluctuation of the preceding train needs to be converted into the movement authorization of the following train before affecting the automatic driving of the following train. The impact is not direct and the time cost is large, which seriously affects the stability and comfort of the automatic driving control of the fleet trains and even causes the unavailability of automatic driving. Summary of the invention

[0005] The present disclosure aims to solve at least one of the technical problems in the above-mentioned technologies to a certain extent, and proposes a virtual platooning vehicle automatic driving system, including:

[0006] The dispatching command system, ground safety control equipment and on-board train control equipment of at least two trains, wherein the on-board train control equipment includes an ATO module; wherein:

[0007] The dispatching and commanding system is configured to generate formation information according to the train operation plan;

[0008] The ground safety control device is configured to: determine the legitimacy of the formation information; and generate a formation instruction according to the legal formation information;

[0009] The on-board train control equipment is configured to: perform virtual formation according to the formation instruction; and control the automatic driving of the train it is in based on the ATO module; wherein the ATO module is configured to: when the train it is in is not the first car of the virtual formation, determine its own driving strategy according to the automatic driving parameters of the first car of the virtual formation.

[0010] Furthermore, the ATO module is also configured as follows:

[0011] When its train is the first train in a virtual formation, it determines its own driving strategy based on the performance parameters of all trains in the virtual formation.

[0012] Furthermore, the ATO module is also configured as follows:

[0013] The driving strategy is calculated based on the worst performance parameter among all the performance parameters of the virtual formation.

[0014] Furthermore, the ATO module is also configured to execute the following method:

[0015] Calculating expected driving information according to the worst performance parameter;

[0016] Determine whether the acceleration or speed of the following vehicle does not meet the expected driving information; if so, perform multi-objective optimization on the control variable parameters of the following vehicle according to the expected driving information; wherein the control variable parameters of the following vehicle include: at least one of acceleration, braking acceleration, braking time, acceleration time, uniform speed time and expected speed;

[0017] Generate autonomous driving parameters based on multi-objective optimization results.

[0018] Furthermore, the ATO module is also configured as follows:

[0019] When the multi-objective optimization times out or the number of iterations exceeds the preset value, the autonomous driving parameters are generated based on the current set of control variable parameters of the following vehicle.

[0020] Furthermore, the ATO module is also configured as follows:

[0021] According to the virtual formation operation strategy, the control variable parameter set of the following vehicle is selected to generate the automatic driving parameters.

[0022] Furthermore, the vehicle-mounted train control device further includes:

[0023] Wireless communication module and ATP module; wherein,

[0024] The wireless communication module is configured to realize communication between the on-board train control device where it is located and the dispatching command system, ground safety control equipment and other on-board train control equipment;

[0025] The ATP module is configured to: interact with other ATP modules that have received the same formation instruction according to the formation instruction to realize the virtual formation of the trains to be formed; and perform automatic train protection according to the mobile authorization.

[0026] Furthermore, the vehicle-mounted train control device further includes:

[0027] Speed ​​and distance measurement module, including laser radar and secondary radar;

[0028] The speed and distance measuring module is configured to measure the relative speed and relative distance between the train it is in and an adjacent train.

[0029] Furthermore, the ATP module is also configured as follows:

[0030] When the train it is on is not the first train in the virtual formation, the movement authorization of the train it is on is generated according to the operation information of the adjacent preceding train in the virtual formation and the signal authorization received from the ground safety control equipment.

[0031] The present disclosure also proposes a virtual platooning vehicle automatic driving method, comprising: performing virtual platooning vehicle automatic driving based on the above-mentioned virtual platooning vehicle automatic driving system.

[0032] Compared with the prior art, the beneficial effects of the present disclosure are as follows: the solution provided by the present disclosure breaks through the existing automatic driving instructions and parameter calculation methods, achieves coordinated control of the formation vehicles, and ensures the real-time, stability and reliability of the train automatic driving instructions. In addition, the most unfavorable parameters in the formation vehicles are used uniformly to make the formation operation more stable and feasible. The mobile authorization and safety envelope interval hyperbolic line protection realize train safety protection, realize the control of the train formation through ground safety equipment, realize the organic integration of formation commands and signal authorization, simplify the downgrade process, and ensure downgrade safety and operation order.

[0033] Other features and advantages of the present disclosure will be described in the subsequent description, and partly become apparent from the description, or be understood by practicing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures particularly pointed out in the written description and the drawings. The technical solution of the present disclosure is further described below through drawings and embodiments. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the embodiments of the present disclosure, they are used to explain the present disclosure and do not constitute a limitation of the present disclosure. In the accompanying drawings:

[0035] Figure 1 A schematic diagram of a virtual platooning vehicle automatic driving system provided in an embodiment;

[0036] Figure 2 A schematic diagram of an automatic driving system for virtual platooning vehicles according to another embodiment;

[0037] Figure 3 A schematic diagram of a train virtual marshaling construction process provided in an embodiment;

[0038] Figure 4 A schematic diagram of the extension of subsequent movement authorization after train formation provided in an embodiment;

[0039] Figure 5 A schematic diagram showing that the operation of a platoon vehicle is subject to the constraints of a movement authorization curve and a minimum safety interval curve provided for an embodiment;

[0040] Figure 6 A schematic diagram of a train virtual marshaling and disassembling process provided in an embodiment;

[0041] Figure 7 A schematic diagram of automatic driving of a single train before virtual marshaling is provided in an embodiment;

[0042] Figure 8 A schematic diagram of recalculating automatic driving measurement for a single train during virtual marshaling according to an embodiment;

[0043] Fig. 9 It is a schematic diagram of adjusting the automatic driving strategy of a single train according to the performance parameters of other trains in the formation during virtual formation given in an embodiment;

[0044] Fig.10 A schematic diagram of automatic driving of a virtual train formation under an ideal state given in an embodiment;

[0045] Fig.11 The flowchart of vehicle control parameter calculation given in the embodiment is shown in FIG. DETAILED DESCRIPTION

[0046] The present disclosure is described below in conjunction with the accompanying drawings. The preferred embodiments described herein are only used to illustrate and explain the present disclosure and are not used to limit the present disclosure.

[0047] Figure 1 The architecture of the virtual coupling train control system provided in the present invention includes: a dispatching command system, ground safety control equipment and on-board train control equipment of at least two trains. The on-board train control equipment includes: a wireless communication module, an ATP module, an ATO module, an existing speed and distance measurement module and a newly added train relative speed measurement and relative distance measurement module.

[0048] According to some embodiments of the present disclosure, in order to realize the control of virtual coupled trains / virtual marshaled trains, the on-board train control equipment is optimized, and laser radar and secondary radar are added to realize the measurement of the relative distance between trains and the relative speed of the preceding vehicle. Direct measurement values ​​are used for straight sections, and the calculated values ​​obtained by calculating the straight-line distance measurement values ​​measured by the sensor and the curve radius provided by the on-board map for curved sections are used as the basis. The two sets of equipment have different working principles and processing methods, thereby achieving safe values ​​for the relative distance and speed measurements between trains. By measuring the speed of the preceding vehicle, the acceleration information of the preceding vehicle is obtained through calculation.

[0049] According to some embodiments of the present disclosure, the dispatching and command system is configured to generate formation information according to the train operation plan; the ground safety control equipment is configured to: determine the legality of the formation information; and generate formation instructions according to the legal formation information; that is, the train formation information is automatically generated by the ground dispatching and command system according to the driving plan, and the train formation is realized by the ground safety control equipment generating safe formation instructions (such as the first car ID, the second car ID... the last car ID) according to the information of the dispatching and command system, which are sent to the on-board train control equipment through wireless transmission between the train and the ground, and a signal authorization is sent to each train in the formation train.

[0050] According to some embodiments of the present disclosure, the on-board train control equipment is configured to: process formation instructions based on the ATP module to realize the virtual formation of its train and other trains; when the virtual formation is established or disconnected, a movement authorization is generated based on the information of the adjacent preceding vehicle authorized by the signal sent by the ground safety control equipment to perform automatic train protection, that is, the formation execution of the train is realized by the on-board train control ATP equipment, and the on-board train control equipment forms a train formation according to the formation instruction, and generates a movement authorization through the signal authorization sent by the ground safety control equipment and the information of the adjacent preceding vehicle in the formation train sequence (the movement authorization is a guarantee of safe intervals between trains and a guarantee of train driving safety, that is, ATP is responsible for safety supervision and control).

[0051] According to some embodiments of the present disclosure, the ATO module is configured as follows: when the train it is in is the first train in the virtual formation, its own driving strategy is determined according to the performance parameters of all trains in the virtual formation; its own driving strategy is calculated according to the worst performance parameter among the various performance parameters of all trains in the virtual formation. That is, the automatic driving of the trains in the formation is realized by the on-board train control ATO device. The ATO device obtains the formation information and the first train ID from the ATP device, and the ATO establishes wireless communication and an independent communication channel with the ATO of the first train. The trains in each formation send their own performance parameters to the first train, and obtain the target information of the automatic driving and the parameter information for achieving the target from the first train. The on-board train control device generates the automatic driving information of this train based on the automatic driving information obtained from the first train, and the formation travels (the automatic driving is carried out under the protection of ATP, that is, the safety is guaranteed by ATP, and the driving is achieved by ATO).

[0052] According to some embodiments of the present disclosure, the dispatching and commanding system is configured to generate formation information according to the train operation plan, that is, the formation of the formation is realized according to the transportation plan. Therefore, the dispatching and commanding system realizes the formation and normal disorganization of the train virtual formation train. The disorganization and reorganization in the event of a fault are completed by other equipment in the signal system. In this application, the formation and disorganization of the train are realized by the ground safety control center of the train. The device is a ground train operation control device under a lightweight and flat system, which realizes the interlocking function, the train control center function, the wireless block center function and the newly added train formation and disorganization function. In this embodiment, the device system architecture is as follows Figure 2 As shown, including:

[0053] The main functions added by the central ATS are: adding the functions of preparing, adjusting and executing virtual marshaling train plans; adding the functions of generating, tracking and canceling virtual marshaling train numbers; adding the function of sending virtual train marshaling queues to STC and receiving STC's marshaling status, and triggering routes in real time according to the marshaling status; adding the function of sending operation plans to virtual marshaling trains; adding real-time tracking and display functions for virtual marshaling trains.

[0054] STC (Train Safety Control Center): Ground equipment with integrated interlocking and train control functions. The main functions added on the existing basis are: receiving the virtual train formation plan from ATS, verifying the feasibility and correctness of the formation according to the train position; sending the train virtual formation message to the on-board ATP according to the train virtual formation train information and train position; handling special routes for virtual formation trains; sending signal authorization for virtual formation trains; releasing the virtual formation of trains according to ATS information; sending virtual formation train status information to ATS in real time, etc.

[0055] Sensor collection: Add secondary radar, laser rangefinder and other sensors to the existing lidar, long-focus and short-focus cameras to form a sensor array. Multiple information sources increase the availability, credibility and reliability of measurement information.

[0056] TEPU (Train Environment Processing Unit): Newly added equipment that processes information from sensor equipment such as lidar, secondary radar, long and short focus cameras, and laser rangefinders. It compares and complements information from multiple sources to generate reliable parameters of the train operating environment, including the directly measured relative distance to the preceding vehicle, the relative speed and acceleration of the preceding vehicle, and other information.

[0057] ATP adds the following functions: Virtual marshaling information processing function, receiving virtual marshaling train information from STC, establishing a link with the preceding car according to instructions, accepting information from the preceding car, receiving link requests from the following car and sending information about the following car to the following car; Driving permission calculation function, calculating the driving permission based on the performance of the car, the signal authorization sent by STC, basic line data, temporary speed limit, position, speed, optimal braking distance and acceleration sent by the preceding car, and superimposing the train operating environment parameters (including preceding car parameters) sent by TEPU.

[0058] ATO adds the following functions: virtual marshaling information processing function, receiving virtual marshaling train information from ATP, establishing a link with the preceding car according to instructions, accepting information from the preceding car, receiving link requests from the following car and sending information about the present car to the following car; automatic driving function is added, which coordinates the operation of the present car based on the performance of the preceding car, the performance of the present car, and the automatic driving status and position of the preceding car.

[0059] In this embodiment, the communication between the train and the train operation safety control center in the train-to-ground communication mainly realizes the management of ground resource information, the management of trains, and the realization of virtual train marshaling. The communication between the train and the command and dispatch center in the train-to-ground communication mainly realizes dispatching commands such as running time, train detention, mediation and other information. The train-to-train communication information mainly realizes the safety envelope, speed, acceleration and deceleration, emergency braking distance (shortest driving distance) between trains, etc. When the train-to-train communication and the train-to-ground communication are normal, the virtual train marshaling operation can be realized. When the train-to-train communication is interrupted and the train-to-ground communication is normal, the quasi-mobile block operation or mobile block operation between trains can be realized. Instead of directly falling to the interlocking level mode when the train-to-train communication is interrupted, affecting the operating order. When the train-to-train communication and the train-to-ground communication are interrupted, point mode or interlocking level mode operation can be realized.

[0060] Figure 3The virtual train formation construction process given in the embodiment of the present disclosure is as follows: first, the dispatching command device generates formation information according to the operation plan, and then sends it to the ground train safety control device; the ground safety train control device generates a formation sequence train ID according to the formation information, and then searches for the train registered in the train management list, and determines the legality and executability of the formation information according to the train position. If it is illegal or unexecutable, the illegal formation is fed back to the dispatching command system. If it is executable and legal, the first car ID and the adjacent front car ID are sent to each train according to the formation ID; the train control devices A and B on board receive the formation information according to the received formation. The ID confirms its own attributes in the formation (for example, whether it is the first car), and then the on-board train control equipment of the non-first car matches the corresponding IP address according to the train ID, calls the on-board train control equipment of the first car, and after the on-board train control equipment of the first car accepts the call, a secure link is established between the two; the on-board train control equipment of the safety train sends the map version, ID and other data of the train to the on-board train control equipment communicating with it; each on-board train control equipment confirms whether the communication link is legal based on the map version information and ID received from other on-board train control equipment. If the version is legal, it confirms the establishment of a secure link and reports it. If the version is illegal, the link is removed. Regardless of whether the link is successfully established, the link establishment status and the corresponding reasons are reported to the ground train safety equipment control device; the ground train safety control equipment confirms whether the formation is completed based on the information reported by the on-board train control equipment in the formation, and feedbacks to the dispatching control equipment; after confirming that the formation completion information is correct, the dispatching command equipment sends corresponding instructions to the ground train safety control equipment according to the formation operation plan, and the ground train safety control equipment arranges the route according to the plan.

[0061] According to some embodiments of the present disclosure, the calculation of the movement authorization is calculated in combination with the signal permission of the vehicle, the safety envelope of the adjacent preceding vehicle, the closest distance of the preceding vehicle under the most unfavorable conditions, and the safety protection distance. The signal authorization is a part of the information package sent by the ground train operation safety control center to the on-board train control equipment every cycle, the safety envelope of the adjacent preceding vehicle and the closest distance of the preceding vehicle under the most unfavorable conditions are part of the information in the vehicle-to-vehicle communication data packet, and the safety protection distance is the safety amount increased by various influencing factors of the comprehensive operation.

[0062] The mobile authorization calculation is calculated under four restrictive conditions: first, the permission of the ground trackside equipment (such as track conditions, turnout conditions, emergency commands, foreign object intrusion, temporary speed limits, etc.) (whether the ground basic equipment has the driving conditions, and the restrictions on the driving conditions are directly implemented by the ground equipment and sent to the train in the form of signal permission), second, the next moment's expected position of the preceding vehicle of the adjacent preceding vehicle (how far the train will move forward at the next moment, the present disclosure adopts the nearest forward distance at the next moment, that is, the end point of the trajectory after the preceding vehicle's emergency braking is the farthest target point), third, the safety envelope of the adjacent preceding vehicle (at any time, the safety envelope of the subsequent adjacent train cannot overlap with the safety envelope of the preceding train), fourth, the safety protection distance (to overcome the safety risks caused by speed and distance measurement errors and trackside equipment installation errors), Figure 4 Schematic diagram of the extension of authorization for subsequent movement after train formation.

[0063] (1) Permission under the comprehensive ground trackside equipment (such as track conditions, turnout conditions, emergency commands, foreign object intrusion, temporary speed limits, etc.) (that is, whether the ground basic equipment has the conditions for driving, and the restrictions on driving conditions are directly implemented by the ground equipment and sent to the train in the form of signal permission). The signal permission of the train formation disclosed in this disclosure is implemented by the ground train operation safety control center. The safety control center arranges the route for each train in the train formation according to the operation plan of the dispatching command system and the position of each train received, and sends signal permission to each train according to the real-time position of each train (such as signal open without vehicle occupying, signal open communication vehicle occupying, signal closed route locked without vehicle occupying, signal closed route locked without communication vehicle occupying, etc.). Signal authorization is the permission for the train to pass the signal and enter the next section.

[0064] (2) The parking position of the adjacent preceding vehicle after emergency braking, that is, how far the train can go forward, is assumed to be the farthest target point by assuming that the end point of the trajectory of the preceding vehicle after emergency braking is the farthest target point. The adjacent preceding vehicle sends its real-time speed, acceleration and deceleration, and real-time emergency braking distance to the adjacent following vehicle. The following adjacent train calculates the basic value of the movement authorization based on the estimated position of the preceding vehicle (the present disclosure uses the shortest distance under the most unfavorable condition, i.e., the emergency braking distance) combined with the signal permission of the vehicle. The value expression is: S 前 =V 现 2 / 2a.

[0065] (3) Safety protection distance, that is, to overcome the safety risks caused by speed measurement errors and trackside equipment installation errors. The safety protection distance is calculated as part of the mobile authorization, mainly to solve the risks caused by data errors caused by speed measurement errors and equipment installation errors. The value of this part is a value that changes in real time according to the train speed and absolute positioning. The value expression is: S 安= Equipment installation error + S × 2% (speed and distance measurement error) + V × T (train position error caused by time delay). S is the distance between the train's current position and the absolute positioning point just passed. V is the train's current speed, and T is the time until the next data packet (if no data is received, the protection distance will be extended).

[0066] (4) S 差 It is the interval between two trains when calculating the mobile authorization. This data is calculated by the map position distance between the adjacent front-sequence trains, that is, the adjacent rear-sequence train calculates the difference between the train position transmitted by the front-sequence train and its own train position S. 位 In order to solve the error of wireless transmission delay in the distance calculation between two trains, a sensor sequence and a processing unit are introduced to measure the distance between the preceding adjacent trains in real time. 测 , and for S 位 and S 测 Perform a safety calculation and use the minimum of the two values ​​as S 差 .

[0067] (5) Movement authorization is based on the signal permission, and is calculated based on the expected future position of the previous vehicle minus the safety protection distance S = S 前 +S 安 +S 差 The movement authorization is a curve described by the distance the train is allowed to move forward and the speed value at the position point.

[0068] (6) Train minimum safety interval control. In a virtual marshaling train, the braking and acceleration performance of the rear adjacent train is better than that of the front adjacent train. After the train calculates the movement authorization, the rear adjacent train may run in front of the front adjacent train. Therefore, it is necessary to monitor the safety distance of the train in real time outside the movement authorization. It can be understood as a hyperbola to control the train operation. One curve manages how far the train can run in the future, and one curve manages the distance from the front adjacent train. This restriction condition is to control the safety envelope of the two trains to always be within a safe range. The distance between the maximum safe front end of the rear adjacent train and the minimum safe rear end of the front adjacent train is: S 间 =(V 后 2 -V 前 2 ) / 2a+S 安 The operation of the platoon is subject to the constraints of two curves: the movement authorization curve and the minimum safety interval curve. Figure 5 shown.

[0069] According to some embodiments of the present disclosure, the distance between trains in virtual marshaling operation is small, and the meaning of marshaling operation is lost when the distance is large. Therefore, the delay in communication between trains is one of the constraints that affect the relative distance between trains in the marshaling team. If the delay in communication between trains is large, it will inevitably cause the expansion of the safety interval. In severe cases, the efficiency may be consistent with mobile blocking. Therefore, how to effectively handle the delay is also one of the control factors of virtual marshaling train control. However, the delay in wireless transmission has always been a problem that the operation control system cannot effectively solve. Therefore, the present disclosure takes a new approach and uses the system to supplement the key data caused by the wireless transmission delay. Figure 1 As shown in the figure, by adding a sensor array to the system, the sensor array consists of a laser radar and a secondary radar, which can realize non-disturbance testing and data fusion of multi-source sensors in various weather environments. The distance and speed measurement results are accurate and data security is achieved through sensors without safety levels in different implementation methods. The data processing unit is composed of a 2×2 redundant safety platform to realize the processing of sensor data. This module realizes the real-time measurement of the relative speed and distance of the adjacent front-sequence vehicles to compensate for the transmission of the position envelope, speed, acceleration and other information of the front-sequence vehicle due to wireless transmission timeout. That is, when the wireless transmission data packet of the vehicle-to-vehicle communication is not received, the data measured by the sensor is used for calculation.

[0070] According to some embodiments of the present disclosure, when the vehicle-to-vehicle communication is interrupted, it will cause the virtual marshaled train to degrade. In this embodiment, when the vehicle-to-vehicle communication is interrupted, multiple formations will not be formed, because forming multiple formations will be inconsistent with the intention of the duty officer, so the current formation will be disbanded. Since the formation information and signal authorization of this embodiment are all derived from the ground equipment STC, the process and state of the entire system will not change. The external manifestation of the change is that the spacing between trains becomes longer, and the current train tail envelope is changed from chasing the future projection envelope to chasing the current train tail envelope. All functional subjects such as planning function, interlocking function, signal authorization, movement authorization, etc. do not change.

[0071] According to some embodiments of the present disclosure, the disassembly of the formation is implemented according to the transportation plan. Therefore, the dispatching command system sends a disassembly instruction according to the operation plan. Or the virtual formation fleet is disassembled due to the interruption of vehicle-to-vehicle communication. Since the disassembly under the fault condition is consistent with the principle of disassembly according to the operation plan, that is, the entire fleet is disassembled and the formation is re-formed after the fault is restored.

[0072] Figure 6The virtual marshaling and disassembling process of the train provided in the embodiment of the present disclosure is as follows: first, the dispatching and commanding system determines the disassembling information according to the operation plan, and then sends it to the ground train safety control device; the ground train safety control device generates the disassembling queue train ID according to the disassembling information, and then sends the disassembling information to each car according to the marshaling queue car ID; the on-board train control device receives the disassembling information to confirm whether there is a leading car, and then the leading car sends a request to remove the communication link to other on-board train control devices linked to it; before the communication connection of the following car is removed, the movement authorization is recalculated according to the signal permission, and the communication link is removed after the movement authorization is successfully calculated and the interval between trains meets the safety distance; after the disassembly is completed, the on-board train control device sends the disassembly completion information to the ground train control safety control device; the ground train control safety control device determines whether the formation is disassembled according to the feedback information of each train, and if so, it is fed back to the dispatching and commanding device; the dispatching and commanding device outputs an independent operation plan according to the disassembly completion information and sends it to the ground train safety control device; the ground train safety control device arranges the route according to the plan and sends the signal permission to each train in the previous formation.

[0073] According to some embodiments of the present disclosure, when the train where the on-board train control device is located is the first train of the virtual formation, the driving strategy is determined according to the performance parameters of all trains in the virtual formation; and when the train where the on-board train control device is located is not the first train of the virtual formation, the driving strategy is determined according to the automatic driving parameters of the first train of the virtual formation, that is, the control strategy of the first train in the virtual formation / coupling fleet for the train is consistent with the existing single-vehicle control strategy, but the communication channel of the ATO device of the first train to the ATO devices of other trains in the fleet is increased, and the control instructions of the ATO device of the vehicle to the train and the parameters contained in the instructions are sent to other trains in the fleet, and the parameters related to the ATO automatic driving of the train: train vehicle characteristics (acceleration and deceleration performance, command response delay, etc.), train speed, train acceleration, target speed, instruction time, etc. are sent to other trains in the fleet. The control strategy of the following train automatic driving in the virtual formation / coupling fleet is restructured. The idea is to use the following train to execute the ATO automatic driving control instructions of the first car to the train as the basis, and convert the control instructions (including parameters) of the first car's ATO automatic driving to the train into the control instructions (including parameters) of the ATO automatic driving of the train of the following train by comparing and calculating the vehicle characteristics of the following train and the first car (acceleration and deceleration performance, command response delay, etc.), train speed, train acceleration, target speed, instruction time, the distance between the first car and the following car, instruction time and other parameters. Inter-ATO communication is an independent communication channel established by ATO equipment, which is different from the existing ATP transmission and can further reduce communication and information processing delays. At the same time, the train adds laser radar and secondary radar speed and distance measurement equipment to realize the real-time relative speed of the following train to the front car and the distance measurement between the two trains in the virtual marshaling / coupling fleet. The above scheme has the following three scenarios:

[0074] (1) If Figure 7 As shown, before the virtual marshaling / coupling fleet is formed, the ATO of each individual train implements automatic driving control of the train according to its own automatic driving strategy.

[0075] (2) If Figure 8 As shown, when a virtual marshaling / coupling fleet is formed, the ATO of each individual train recalculates its own automatic driving strategy according to the movement authorization of each train after marshaling to implement automatic driving control of the train.

[0076] (3) If Fig. 9 As shown, when a virtual marshaling / coupling fleet is formed, the ATO of each single train sends a communication request to the first car of the virtual marshaling train fleet according to the marshaling plan and train ID, establishes a communication channel between ATO devices, and the first train sends control instructions and parameters sent by the ATO automatic driving of the vehicle to the following train, train vehicle characteristics (acceleration and deceleration performance, command response delay, etc.), train speed, train acceleration, target speed, instruction time and other parameters.

[0077] (4) After the virtual marshaling / coupling formation is formed, the ATO automatic driving strategy of the first train remains unchanged. The following train regenerates the control instructions and parameters sent by the ATO automatic driving to the train based on the control instructions and parameters sent by the ATO automatic driving to the train received from the first train, the train vehicle characteristics (acceleration and deceleration performance, command response delay, etc.), train speed, train acceleration, target speed, command time and other parameters combined with the train vehicle characteristics (acceleration and deceleration performance, command response delay, etc.), train speed, train acceleration, target speed, command time and the distance from the preceding train.

[0078] like Fig.10 As shown in the figure, the ideal condition is that the performance of the trains in the convoy is consistent, the distance between trains is within a reasonable range, the speed difference between trains is also within a reasonable range, and the communication between trains is good. After the formation is formed, the following train directly executes the automatic driving control instructions of the ATO of the front car to achieve the synchronous operation of the formation trains. The performance of the trains in the convoy is consistent, but the following train is far away from the adjacent front car (the distance is S phase). After the formation is formed, the following train needs to process and convert the automatic driving control instructions of the ATO of the front car as the automatic driving control instructions of the ATO of the own car, so as to achieve the synchronous operation of the formation trains. The target speed of the first car is the target speed of this car.

[0079] Theoretically, the performance of the two vehicles is the same, and the goal is to run at the same speed and short distance. Then the rear vehicle needs to have a higher speed than the front vehicle to catch up with the front vehicle, and then the speed should be the same as the front vehicle when catching up with the front vehicle. Therefore, the rear vehicle needs to have a process of higher speed than the front vehicle and then equal to the front vehicle. The calculation principle is as follows:

[0080] t 首加 =(V 首期－ V 首现 ) / a 首加

[0081] S 首变 =V 首现 t 首加 +1 / 2a 首加 t 首加 2

[0082] S 首匀 =V 首期 t 首匀

[0083] t 跟加 =(V 跟追－ V 跟现 ) / a 跟加

[0084] t 跟减 =(V 跟追－ V 跟期 ) / a 跟制

[0085] S 跟加 =V 首现 t 跟加 +1 / 2a 跟加 t 跟加 2

[0086] S 跟匀 =V 跟追 t 匀

[0087] S 跟减 =V 跟追 t 跟制 +1 / 2a 跟制 t 跟制 2

[0088] V 跟期 =V 首期

[0089] t 跟加 +t 跟减 +t 匀 =t 首加 +t 首匀

[0090] S 跟变 +S 跟匀 =S 首变 +S 首匀 +S 相 +A

[0091] S 相 There are two sources: one is calculated based on the position of the leading vehicle and the position of the following vehicle in the communication data; the other is the relative distance between the following vehicle and the leading vehicle directly measured by the following train through sensors (lidar, secondary radar, machine vision calculation, etc.); S in the algorithm 相 The minimum of the two values ​​is needed to ensure the safety of the train and prevent it from rear-ending. The method of directly measuring the relative distance between the following train and the preceding train through sensors (lidar, secondary radar, machine vision computing, etc.) can offset the risk caused by data transmission delay.

[0092] V 跟期 There are two sources: one is the data of the preceding vehicle speed in the communication data, and the other is the relative speed of the preceding vehicle directly measured by the following train through sensors (lidar, secondary radar, machine vision computing, etc.); V in the algorithm 跟期 The minimum of the two values ​​is needed to ensure the safety of the train and prevent it from rear-ending. The method of directly measuring the relative speed of the following train with the preceding train through sensors (lidar, secondary radar, machine vision computing, etc.) can offset the risk caused by data transmission delay.

[0093] According to some embodiments of the present disclosure, the following strategy is adopted by the following train according to the target distance, target speed and acceleration / deceleration performance of the train (the strategy can be an algorithm or a parameter matrix):

[0094] Strategy 1: a 跟≥ a 首 When the acceleration performance of the following train is much greater than that of the leading train and meets the requirements for catching up with the leading train, the following train can use the appropriate acceleration to make the intermediate speed of the following train greater than that of the adjacent leading train within the same acceleration time according to the relative distance to the adjacent leading train, so as to catch up, and finally achieve the same speed and moderate relative distance.

[0095] Strategy 2: t 跟≥ t 首 When the acceleration performance of the following train is less than or equal to that of the leading train and meets the requirements for catching up with the leading train, a longer acceleration time can be used to make the intermediate speed of the following train greater than that of the adjacent leading train according to the relative distance with the adjacent leading train, so as to catch up, and finally achieve the same speed and moderate relative distance.

[0096] Strategy 3: a 跟≥ a 首 And t 跟≥ t 首When the acceleration performance of the following train is slightly greater than that of the leading train but does not meet the requirement of catching up with the leading train, a longer acceleration time and maximum acceleration can be used to catch up with the leading train according to the relative distance from the adjacent leading train, so that the intermediate speed of the following train is greater than that of the adjacent leading train to catch up, and finally the speed is consistent and the relative distance is moderate.

[0097] like Fig.11 As shown, the present disclosure provides a vehicle control parameter calculation process, including:

[0098] according to , Constructing control variables gather It can be expressed as , , .

[0099] Following train acceleration a 跟加 From [0, ] is evenly divided into 20 different levels (acceleration level strategy may be adjusted according to the characteristics of each train. According to the actual results of field tests, the level spacing may be adjusted, or it may be unevenly divided and the levels may be increased in the performance area of ​​the train). 跟制 from[ ,0] are evenly divided into 20 different levels (acceleration level strategy may also be adjusted according to the characteristics of each train. According to the actual results of field tests, the level spacing may be adjusted, or it may be unequally divided and the levels may be encrypted in the performance area of ​​the train).

[0100] According to some embodiments of the present disclosure, If we select from the above levels, the control variable gather , . Follow the train control variable parameter alternative set: , .

[0101] If the solution is followed by the train control variable parameter alternative set , If the element in is greater than 1, you can Perform multi-objective optimization and select the control variables for the following train For example, if you want better comfort during marshaling, you can choose to follow the train control variable parameter alternative set middle All smaller As a train control strategy; if the train is expected to run at a constant speed for a long time, you can choose to follow the train control variable parameter alternative set middle The largest As a vehicle control strategy.

[0102] The meanings of the parameters in the above scheme are as follows:

[0103] a 首加 : First train acceleration

[0104] t 首加 : First train speed change time

[0105] t 首匀 : First train running at uniform speed time

[0106] V 首现 : Current speed of the first train

[0107] V 首期 : Target speed of the first train

[0108] a 跟加 : Follow the train acceleration

[0109] a 跟制 : Following train braking deceleration

[0110] t 跟加 : Following train acceleration time

[0111] t 匀 :Follow the train uniform speed time

[0112] t 跟减 : Following train deceleration time

[0113] V 跟现 : Follow the current speed of the train

[0114] V 跟追 : Follow the train to catch up with the speed

[0115] V 跟期 : Follow the train target speed

[0116] S 首变 : Distance travelled during speed change of the first train

[0117] S 首匀 : The distance travelled at a constant speed from the first train to the target point after the speed change is completed

[0118] S 跟加 : Following train acceleration distance

[0119] S 跟匀 : Follow the train at a constant speed

[0120] S 跟减 : The distance the following train slows down

[0121] S 相: The relative distance between the front and rear trains

[0122] A: Safety interval between trains (this application does not list the algorithm, it is a parameter related to the train speed + experience value)

[0123] The present application also proposes a virtual platooning vehicle autonomous driving method, comprising: performing virtual platooning vehicle autonomous driving based on the above-mentioned virtual platooning vehicle autonomous driving system.

[0124] The working principle and beneficial effects of the above technical solution are as follows:

[0125] 1. Break through the existing automatic driving instructions and parameter calculation methods to achieve coordinated control of platoon vehicles. Ensure the real-time, stability and reliability of automatic driving instructions for platoon vehicles.

[0126] 2. Break through the existing data sources, compare double data to overcome time delays, and ensure the real-time nature of parameters.

[0127] 3. Unified use of the most unfavorable parameters in the platoon vehicles makes platoon operation feasible and instructions and parameters executable.

[0128] 4. Mobile authorization and safety envelope interval hyperbolic line protection to achieve train safety protection.

[0129] 5. The relative speed and distance of the preceding vehicle are measured and corrected through different sensors and heterogeneous algorithms. The information transmitted by the preceding vehicle through wireless communication is corrected, thus eliminating the long safety protection distance caused by wireless delay.

[0130] 6. Control the train formation through ground safety equipment, realize the organic integration of formation command and signal authorization, simplify the downgrade process, and ensure downgrade safety and operational order.

[0131] It is obvious that a person skilled in the art can make various changes and modifications to the present disclosure without departing from the spirit and scope of the present disclosure. Thus, if these modifications and variations of the present disclosure fall within the scope of the claims of the present disclosure and their equivalents, the present disclosure is also intended to include these modifications and variations.

Claims

1. A virtual platooning vehicle automatic driving system, characterized in that: include: The dispatching command system, ground safety control equipment and on-board train control equipment of at least two trains, wherein the on-board train control equipment includes an ATO module; wherein: The dispatching and commanding system is configured to generate formation information according to the train operation plan; The ground safety control device is configured to: determine the legitimacy of the formation information; and generate a formation instruction according to the legal formation information; The on-board train control device is configured to: perform virtual formation according to the formation instruction; and control the automatic driving of the train in which it is located based on the ATO module; wherein the ATO module is configured to: when the train in which it is located is not the head train of the virtual formation, determine its own driving strategy according to the automatic driving parameters of the head train of the virtual formation; The ATO module is further configured to: select a set of control variable parameters of a follower vehicle according to the virtual formation operation strategy, and generate an automatic driving parameter; The on-board train control device further includes: an ATP module; The ATP module is further configured to: when the train it is in is not the first train of the virtual formation, generate a movement authorization for the train it is in according to the operation information of the adjacent preceding train in the virtual formation and the signal authorization received from the ground safety control device; The ATO module is further configured to: Calculate the driving strategy of the train according to the worst performance parameter among all performance parameters of the trains in the virtual formation; The ATO module is further configured to execute the following method: Calculating expected driving information according to the worst performance parameter; Determine whether the acceleration or speed of the following vehicle does not meet the expected driving information; if so, perform multi-objective optimization on the control variable parameters of the following vehicle according to the expected driving information; wherein the control variable parameters of the following vehicle include: at least one of acceleration, braking acceleration, braking time, acceleration time, uniform speed time and expected speed; Generate autonomous driving parameters based on multi-objective optimization results; The vehicle-mounted train control device further includes: Speed ​​and distance measurement module, including laser radar and secondary radar; The speed and distance measuring module is configured to measure the relative speed and relative distance between the train it is in and an adjacent train.

2. The virtual platooning vehicle automatic driving system according to claim 1, characterized in that: The ATO module is further configured to: When its train is the first train in a virtual formation, it determines its own driving strategy based on the performance parameters of all trains in the virtual formation.

3. The virtual platooning vehicle automatic driving system according to claim 1, characterized in that: The ATO module is further configured to: When the multi-objective optimization times out or the number of iterations exceeds the preset value, the autonomous driving parameters are generated based on the current set of control variable parameters of the following vehicle.

4. The virtual platooning vehicle automatic driving system according to claim 1, characterized in that: The vehicle-mounted train control device further includes: a wireless communication module; The wireless communication module is configured to realize communication between the on-board train control device where it is located and the dispatching command system, ground safety control equipment and other on-board train control equipment; The ATP module is also configured to: interact with other ATP modules that have received the same formation instruction according to the formation instruction to realize the virtual formation of the trains to be formed; and perform automatic train protection according to the mobile authorization.

5. A method for automatic driving of a virtual platoon vehicle, characterized in that: include: Automatic driving of virtual platooning vehicles is performed based on the system described in any one of claims 1 to 4.

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