Train degradation operation control method and system based on active perception

Abstract

The invention provides a train degradation operation control method and system based on active perception, and the method comprises the steps: obtaining a high-safety visual distance and signal machine information through an intelligent perception system after a train enters an ABL mode; a speed curve is calculated based on the train operation condition, the signal machine information and the high-safety visual distance, and the train is controlled; wherein the intelligent sensing system is composed of vehicle-mounted equipment and trackside equipment; the vehicle-mounted equipment comprises a sensing host, a radar sensor and a camera; the trackside equipment comprises a coding signboard; the camera is used for collecting image data; the radar sensor is used for detecting point cloud data; and the sensing host is used for determining a high-safety visual distance and signal machine information according to the image data and the point cloud data. According to the method, in the transformation process of the urban rail transit signal system, when the signal equipment beside the rail does not meet the transformation condition, the train degradation operation control can be carried out.

Description

Technical Field

[0001] The present application relates to the field of rail transit technology, and in particular to a train degradation operation control method and system based on active perception. Background Art

[0002] In the technical field of train autonomous operation system based on vehicle-to-vehicle communication in rail transit technology, trains implement autonomous resource management and active interval protection based on operation plans and real-time positions, which has higher safety and reliability.

[0003] When the communication between the train and the dispatching system is interrupted, the train can no longer operate autonomously based on the real-time position. At this time, the train needs to enter the degraded mode and perform degraded operation.

[0004] How to perform train downgrade operation control when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system has become an urgent problem to be solved. Summary of the invention

[0005] In order to solve one of the above-mentioned technical defects, the present application provides a train degradation operation control method and system based on active perception.

[0006] In a first aspect of the present application, a train degradation operation control method based on active perception is provided, the method comprising:

[0007] After the train enters the autonomous sensing backup operation level ABL mode, the intelligent sensing system obtains the high safety visual distance and signal information; the signal information includes whether there is a signal. If there is a signal, the signal information also includes the light status of the signal, which is on or off. When the waiting state is on, the signal information also includes the light color;

[0008] Calculate the speed curve and control the train based on the train operation status, signal information and high safety visibility distance; the train operation status is single-car operation or double-car tracking;

[0009] Among them, the intelligent sensing system consists of on-board equipment and trackside equipment;

[0010] Onboard equipment, including perception hosts, radar sensors, and cameras;

[0011] Trackside equipment, including coded identification plates;

[0012] A camera for collecting image data;

[0013] Radar sensor for detecting point cloud data;

[0014] The perception host is used to determine the high-safety visual distance and signal information based on image data and point cloud data.

[0015] Optionally, the train operation status is single-car operation, and the train is already inside the approach route;

[0016] Calculate speed curve based on train operation, signal information and high safety visibility distance, including:

[0017] If it is determined based on the signal information that there is no signal, and there is no signal in fact, the speed curve is calculated based on the high safety visual distance;

[0018] If it is determined according to the signal information that there is no signal, but there is actually a signal, or if it is determined according to the signal information that there is a signal and the light of the signal is on and the light color is red, the speed curve is calculated based on the section properties and the high safety visual distance;

[0019] If it is determined based on the signal information that there is a signal, and the signal light is on and the light color is green or yellow, the end of the high safety visibility distance is used as the MA end point to calculate the speed curve.

[0020] Optionally, a speed profile is calculated based on the segment properties and high safety visibility distance, including:

[0021] If the section is a forked section, the speed curve is calculated by taking the position of the existing signal as the end point of the mobile authorization MA within the high safety visual distance range;

[0022] If the section is a non-branching section, the end of the high safety visibility distance is used as the MA end point to calculate the speed curve.

[0023] Optionally, controlling the train includes:

[0024] The automatic train monitoring system is controlled to carry out track section occupancy according to the non-communication-based automatic train control mode, and the train number window is stepped according to the axle counting section occupancy method.

[0025] Optionally, the train operation condition is double-car tracking;

[0026] Calculate speed curve based on train operation, signal information and high safety visibility distance, including:

[0027] If the train is tracking in adjacent routes, and the route of the rear train is a branched route, and the route of the front train is a non-branched route, it is determined according to the signal information that there is a signal, and the light of the signal is on, then the light color is red, and the position of the signal is used as the end point of MA to calculate the speed curve;

[0028] Otherwise, the end of the high safe visual distance is used as the MA end point to calculate the speed curve.

[0029] Optionally, the train is the rear train;

[0030] Control of trains, including:

[0031] If the train is tracking in an adjacent non-branch route, when it is determined according to the signal information that there is a signal and the light of the signal is on, the train is controlled to pass the signal and enter the route where the preceding train is located;

[0032] If a train is tracking in adjacent routes, and the route of the rear train is a branched route and the route of the front train is a non-branched route, and it is determined based on the signal information that a signal exists and the light status of the signal is on, the train is controlled based on the color of the light.

[0033] Optionally, the train is controlled according to the light color, including:

[0034] If the light is green, the vehicle will pass the signal and enter the path of the vehicle ahead.

[0035] If the light is yellow, the vehicle will be controlled to pass the signal and enter the side approach;

[0036] If the light is red, the control does not cross the signal.

[0037] Optionally, after the train enters the autonomous sensing backup operation level ABL mode, before obtaining the high safety visual distance and signal information through the intelligent sensing system, it also includes:

[0038] If the train is in the restricted manual driving RM mode and the first condition is met, it is determined that the train enters the ABL_CM level in the ABL mode;

[0039] If the train is at the ABL_CM level in the ABL mode and the second condition is met, it is determined that the train enters the ABL_AM level in the ABL mode;

[0040] If the train is at the ABL_AM level in the ABL mode and meets the third condition, it is determined that the train enters the RM mode;

[0041] If the train is at the ABL_CM level in the ABL mode and the fourth condition is met, it is determined that the train enters the RM mode;

[0042] If the train is at the ABL_AM level in the ABL mode and the fifth condition is met, it is determined that the train enters the ABL_CM level in the ABL mode.

[0043] Among them, the first condition is: the train has completed positioning and is in the ATC area of ​​the train automatic control system, and, according to the signal information obtained by the intelligent perception system, it is determined that there is a signal, the light of the signal is on, and the light color is green or yellow, and there are no obstacles and switches between the train safety head and the signal, and the automatic train protection system ATP communicates normally with the intelligent perception system, and the communication of the area controller ZC to which the train belongs is interrupted, but the perception MA is valid, and a manual confirmation instruction is obtained;

[0044] The second condition is: ATP communicates normally with the train automatic operation system ATO, and ATO does not feedback abnormal faults, and the highest preset is not lower than the ABL_AM level in the ABL mode, and the train is not in emergency braking state, and the main control handle is in zero position and the direction is forward, and the communication of the train zone controller ZC is interrupted or CBTC_MA is invalid but the sensing MA is valid, and the ATO start button is pressed;

[0045] The third condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or the highest preset mode is reduced to ABL_CM level in ABL mode, or the highest preset mode is reduced to point-type_CM, or the highest preset mode is reduced to any driving mode in CBTC_CM, or red light running is allowed, or the communication between ATP and intelligent perception system is interrupted, or the perception MA is invalid;

[0046] The fourth condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or running a red light is allowed, or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid;

[0047] The fifth condition is: the communication between ATP and the intelligent sensing system is interrupted, or the ATO feedback is abnormal, or the train is in emergency braking state, or the direction handle is not in the forward position, or the main control handle is not in the zero position, or the backup communication is abnormal.

[0048] According to a second aspect of the present application, a train automatic control system is provided, characterized in that the system is used to execute the method described in the first aspect above.

[0049] In a third aspect of the present application, there is provided a train degradation operation control system based on active perception, characterized in that the system comprises a train automatic control system and an intelligent perception system;

[0050] The train automatic control system is the automatic control system described in the second aspect above.

[0051] The present application provides a train degradation operation control method based on active perception, a train automatic control system, and a train degradation operation control system based on active perception. After the train enters the autonomous perception backup operation level ABL mode, the method obtains a high safety visual distance and signal information through an intelligent perception system; the signal information includes whether a signal exists, and if a signal exists, the signal information also includes the light status of the signal, which is on or off. When the light status is on, the signal information also includes the light color; the speed curve is calculated based on the train operation status, signal information and high safety visual distance, and the train is controlled; the train operation status is single-car operation, or double-car tracking; wherein the intelligent perception system is composed of on-board equipment and trackside equipment; the on-board equipment includes a perception host, a radar sensor and a camera; the trackside equipment includes a coded identification plate; a camera for collecting image data; a radar sensor for detecting point cloud data; a perception host for determining a high safety visual distance and signal information based on image data and point cloud data. The method of the present application can be used to perform train downgrade operation control during the transformation of an urban rail transit signal system when the existing trackside signal equipment does not meet the transformation conditions. BRIEF DESCRIPTION OF THE DRAWINGS

[0052] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0053] Figure 1 A schematic diagram of position information calculation provided in an embodiment of the present application;

[0054] Figure 2 A schematic diagram of a continuous location update principle provided in an embodiment of the present application;

[0055] Figure 3 A schematic diagram of constructing a limit range provided in an embodiment of the present application;

[0056] Figure 4 A schematic diagram of a mobile authorization principle provided in an embodiment of the present application;

[0057] Figure 5 A flow chart of a train degradation operation control method based on active perception provided in an embodiment of the present application;

[0058] Figure 6 A schematic diagram of a single vehicle running without a traffic light provided in an embodiment of the present application;

[0059] Figure 7 A schematic diagram of a bicycle running in a forked section provided in an embodiment of the present application;

[0060] Figure 8 A schematic diagram of a single-vehicle operation in a non-forking section provided in an embodiment of the present application;

[0061] Fig. 9 A schematic diagram of the operation of a green light or yellow light of a traffic signal within the sight range of a single vehicle provided in an embodiment of the present application;

[0062] Fig.10 A schematic diagram of a two-car tracking adjacent non-branching operation provided in an embodiment of the present application;

[0063] Fig.11 A schematic diagram of two vehicles tracking adjacent forks provided in an embodiment of the present application;

[0064] Fig.12 A schematic diagram of a train degradation operation control system based on active perception provided in an embodiment of the present application. DETAILED DESCRIPTION

[0065] In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the exemplary embodiments of the present application are further described in detail below in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present application, rather than an exhaustive list of all the embodiments. It should be noted that the embodiments in the present application and the features in the embodiments can be combined with each other without conflict.

[0066] In the process of implementing this application, the inventor found that when the communication between the train and the dispatching system is interrupted, the train can no longer operate autonomously according to the real-time position. At this time, the train needs to enter the degradation mode and perform degradation operation processing. How to perform train degradation operation control when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system has become an urgent problem to be solved.

[0067] In response to the above problems, the present application provides a train downgrade operation control method and system based on active perception. After the train enters the autonomous perception backup operation level ABL mode, the method obtains the high safety visual distance and signal information through the intelligent perception system; the signal information includes whether there is a signal, if there is a signal, the signal information also includes the light status of the signal, the light status is on or off, when the state is on, the signal information also includes the light color; based on the train operation status, signal information and high safety visual distance, the speed curve is calculated, and the train is controlled; the train operation status is single-car operation, or double-car tracking; wherein the intelligent perception system is composed of on-board equipment and trackside equipment; on-board equipment, including a perception host, a radar sensor and a camera; trackside equipment, including a coded identification plate; a camera for collecting image data; a radar sensor for detecting point cloud data; a perception host for determining the high safety visual distance and signal information based on image data and point cloud data. The method of the present application can be used to perform train downgrade operation control when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system.

[0068] Embodiment 1: This embodiment provides an intelligent sensing system.

[0069] The intelligent sensing system consists of on-board equipment and trackside equipment.

[0070] 1. Trackside equipment

[0071] Trackside equipment includes coded identification plates. In addition, trackside equipment may also include non-coded identification plates.

[0072] 2. Vehicle-mounted equipment

[0073] On-board equipment, including perception host, radar sensors and cameras.

[0074] (1) Radar sensor

[0075] Radar sensor for detecting point cloud data.

[0076] The radar sensor may be a lidar and / or a millimeter wave radar.

[0077] Radar sensors are the core sensors for reliable obstacle detection.

[0078] (2) Camera

[0079] A camera is used to collect image data.

[0080] The camera may be a telephoto camera and / or a short-focus camera.

[0081] Cameras are used to capture image data for reliable recognition of traffic lights.

[0082] (3) Perception Host

[0083] The perception host is used to process the data from the lidar and camera and send it to the onboard ATP (Automatic Train Protection). For example, the perception host is used to determine the high-safety visual distance and signal information based on image data and point cloud data.

[0084] The signal information includes whether a signal exists. If a signal exists, the signal information also includes the light status of the signal, which may be on or off. When the light status is on, the signal information also includes the light color.

[0085] For example, in the electronic map of the intelligent sensing system, the logical map information of each coding card with different codes is determined through on-site measurement, map modeling, etc., and the coding principle of the coding card is used to confirm that each code is unique in the line.

[0086] The sensing host can process the point cloud data detected by the radar sensor to determine whether the coding plate and the corresponding coding information of the coding plate are recognized, and then query the location of the corresponding coding plate through the electronic map, and combine the distance to the coding plate obtained by the radar sensor to determine the direction and location of the train according to certain coding rules. According to the position of the center point of the track, the track position and limit are confirmed, and the limit range is constructed to obtain a high safety visual distance.

[0087] In addition, the sensing host is used to obtain pulse information of the speed sensor, and determine the second position S2 of the train and the accumulated running error Se of the train according to the pulse information.

[0088] Among them, the speed sensor is located on the train.

[0089] S2=S1+ΔS, S1 is the position of the train at the previous moment, and ΔS is the position error.

[0090] Δp is the pulse difference, C is the number of pulses generated by one rotation of the train wheel, and w is the wheel diameter of the train.

[0091] Δp=p1-p2, p1 is the pulse value at the previous moment obtained according to the pulse information, and p2 is the pulse value at the current moment obtained according to the pulse information.

[0092] Se=α*[(t2-t1)*v2+0.5*α*(t2-t1) 2 ], α is the cumulative coefficient (i.e., the error cumulative coefficient), t1 is the previous moment, t2 is the current moment, and v2 is the speed of the train at the current moment obtained based on the speed information.

[0093] See also Figure 1 As shown in the schematic diagram of position information calculation, the intelligent perception system receives relevant data from the speed sensor (the speed sensor is located on the train) to maintain its own positioning information, calculates the distance traveled by the vehicle in each cycle through the pulse information, speed measurement information and other data of the speed sensor, and then infers the position of the train in the current cycle.

[0094] See also Figure 3 As shown in the schematic diagram of the principle of continuous position update, if the position of the train at time t1 (i.e. the previous moment) after initial positioning is S1, the pulse value recorded at this time is p1. The pulse value of the train at time t2 (i.e. the current moment) is p2, and the speed is v2, then the position S2 of the train at time t2 (i.e. the current moment) and the accumulated running error Se during this period are: S2 = S1 + ΔS, Se = α*[(t2-t1)*v2+0.5*α*(t2-t1) 2 ].

[0095] The perception system obtains real-time point cloud images through sensors and compares them with point cloud maps to determine the train's location, and sends the positioning information to the on-board ATP system to achieve continuous positioning function.

[0096] Among them, the speed sensor is used to measure the speed. It is installed at both ends of the train. Two sets of speed sensors are installed at each end, and the speed measuring equipment at both ends forms a redundant relationship. Each speed sensor has two speed signals output to the on-board ATP system. The on-board ATP system calculates the speed value according to the speed signal of the speed sensor, and verifies the two speed information to realize real-time circuit breaking and air slip inspection. In this embodiment, the perception system obtains the verified speed (i.e., v1 and v2) from the ATP system.

[0097] In a specific implementation, the intelligent perception system of this embodiment may be an ITE (Intelligent Train Eye System). The ITE may identify obstacles in front of the train, including trains, pedestrians, and station entry signals in the track area in front of the train, through a telephoto camera and / or a short-focus camera, and identify the distance to obstacles through a lidar and / or a millimeter-wave radar.

[0098] Specifically, it can realize train positioning, obstacle detection, signal recognition, mobile authorization calculation, etc.

[0099] A. Train positioning

[0100] For example, after the sensing host recognizes the coding card combination, it queries the electronic map to obtain the location of the coding card [Link, Offset], determines the distance S_Lidar between the train and the coding card based on the ranging information detected by the radar sensor, and then calculates the distance S_Train between the train and the coding card, thereby calculating the current position of the train as [Link, Offset-S_Train].

[0101] The current position of the train is [Link, Offset-S_Train] which can be sent to the ATP system by the sensing host. After receiving the position [Link, Offset-S_Train], the ATP system can directly use it to obtain the train positioning and realize the train initial positioning function.

[0102] See also Figure 1 As shown in the schematic diagram of position information calculation, the intelligent perception system receives relevant data from the speed sensor (the speed sensor is located on the train) to maintain its own positioning information, calculates the distance traveled by the vehicle in each cycle through the pulse information, speed measurement information and other data of the speed sensor, and then infers the position of the train in the current cycle.

[0103] See also Figure 2 As shown in the schematic diagram of the principle of continuous position update, if the position of the train at time t1 (i.e. the previous moment) after initial positioning is S1, the pulse value recorded at this time is p1. The pulse value of the train at time t2 (i.e. the current moment) is p2, and the speed is v2, then the position S2 of the train at time t2 (i.e. the current moment) and the accumulated running error Se during this period are: S2 = S1 + ΔS, Se = α*[(t2-t1)*v2+0.5*α*(t2-t1) 2 ].

[0104] The perception system obtains real-time point cloud images through sensors and compares them with point cloud maps to determine the train's location, and sends the positioning information to the on-board ATP system to achieve continuous positioning function.

[0105] B. Obstacle Detection

[0106] The perception host matches the point cloud data detected by the radar sensor with the map, and calculates the precise posture of the current train through three calculations: obtaining the initial posture value, calculating the posture estimate value, and correcting the precise position. After the system obtains the current posture, it loads the center line of the track ahead according to the current position and posture. After the point cloud map is generated, the point cloud is projected from the current radar posture to the center line of the track, and then the position of the track center is determined within the range of the radar point cloud.

[0107] Clearly define the obstacle detection range in the electronic map, and confirm the track position and limit according to the position of the track center point, and construct the limit range, such as Figure 3 shown.

[0108] When it is determined that there is a point cloud in a certain limit section ahead, it is judged that there is an obstacle, and the position and distance of the obstacle are obtained.

[0109] If the sensing host sends the obstacle position and distance to the on-board ATP system, the ATP system can determine that it can control the train to stop in front of the obstacle, and then apply the maximum common brake to stop the train. If the ATP system determines that it cannot control the train to stop in front of the obstacle, it will apply the emergency brake to stop the train and report to the dispatching workstation that "the train stopped due to an obstacle" and report the obstacle position at the same time.

[0110] C. Signal recognition

[0111] The perception host predicts the location of the traffic light ahead based on the point cloud map, and identifies the traffic light information ahead based on the image data (whether a traffic light exists, whether the light is on or off, whether it is red, green, or yellow, etc.).

[0112] After the sensing host verifies the signal information with the offline map (such as verifying that there is no signal according to the signal information, but the information of the actual signal is recognized incorrectly, etc.), the verification result is output to the ATP system for train control.

[0113] The intelligent perception system provided in this embodiment can collect line information data ahead of the train through radar, camera, etc., and provide high-safety visual distance and signal information for train downgraded operation control, so that the train downgraded operation control process can be carried out through high-safety visual distance and signal information. During the transformation of the urban rail transit signal system, the existing trackside signal equipment does not meet the transformation conditions, and the train downgraded operation control is carried out.

[0114] Embodiment 2: This embodiment provides a train degradation operation control method based on active perception, which is executed after the train enters the ABL (Autonomous Backup Level) mode.

[0115] The judgment process of train driving mode conversion is as follows:

[0116] If the train is in the restricted manual driving RM mode and the first condition is met, it is determined that the train enters the ABL_CM level in the ABL mode.

[0117] If the train is at the ABL_CM level in the ABL mode and the second condition is met, it is determined that the train enters the ABL_AM level in the ABL mode.

[0118] If the train is at the ABL_AM level in the ABL mode and the third condition is met, it is determined that the train enters the RM mode.

[0119] If the train is at the ABL_CM level in the ABL mode and the fourth condition is met, it is determined that the train enters the RM mode.

[0120] If the train is at the ABL_AM level in the ABL mode and the fifth condition is met, it is determined that the train enters the ABL_CM level in the ABL mode.

[0121] Among them, the first condition is: the train has completed positioning and is in the ATC (Automatic Train Control) area, and, based on the signal information obtained by the intelligent perception system, it is determined that there is a signal (such as the main signal), the signal light is on, the light color is green or yellow, and there are no obstacles and switches between the train safety front and the signal (such as the main signal), and the train automatic protection system ATP communicates normally with the intelligent perception system, and the communication with the ZC (Zone Controller) to which the train belongs is interrupted, but the perception MA is valid, and a manual confirmation indication is obtained.

[0122] The second condition is: ATP communicates normally with ATO (Automatic Train Operation), and ATO does not report any abnormal faults, and the highest preset is not lower than the ABL_AM level in the ABL mode, and the train is not in emergency braking state, and the main control handle is in zero position and facing forward, and the communication with the area controller ZC to which the train belongs is interrupted or CBTC_MA is invalid but the perception MA is valid, and the ATO start button is pressed.

[0123] The third condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or the highest preset mode is reduced to ABL_CM level in ABL mode, or the highest preset mode is reduced to point_CM, or the highest preset mode is reduced to any driving mode in CBTC_CM, or red light running is allowed (such as detecting a red light signal), or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid.

[0124] The fourth condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or running a red light is allowed, or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid.

[0125] The fifth condition is: the communication between ATP and the intelligent sensing system is interrupted, or the ATO feedback is abnormal, or the train is in emergency braking state, or the direction handle is not in the forward position, or the main control handle is not in the zero position, or the backup communication is abnormal.

[0126] The ABL mode includes two levels, namely ABL_CM level and ABL_AM level. No matter which level is transferred, it is determined to be transferred to the ABL mode. As shown in Table 1:

[0127] Table 1

[0128]

[0129]

[0130] Among them, 1. Level: RM mode is lower than ABL_CM level, and ABL_CM level is lower than ABL_AM level.

[0131] 2. Mobile authorization calculation

[0132] MA (Movement Authority) refers to the distance from the rear of the train to the obstacle in front. The end point of the movement authority may be the starting point of the movement authority of the preceding train, the axle counting point where the signal is located, or the switch, platform, etc. Figure 4 As shown in the figure, the mobile authorization is calculated autonomously based on the safe visual distance, obstacle information and signal information obtained by the intelligent perception system, ensuring that the MA does not cross the red light signal, obstacles and other obstacles in the forked section of the line, and can run through the red light signal in the non-forked section of the line. When there is a signal ahead, the mobile authorization can be calculated based on the signal information identified by the intelligent perception system. When the signal is open, the end point of the mobile authorization is the approach terminal; when the signal is not open or the signal is off, the end point of the mobile authorization does not cross the signal.

[0133] See also Figure 5 This embodiment provides a train degradation operation control method based on active perception, the method comprising:

[0134] 501. After the train enters the ABL mode, the intelligent sensing system is used to obtain high-safety visual distance and signal information.

[0135] The signal information includes whether a signal exists. If a signal exists, the signal information also includes the light status of the signal, which may be on or off. When the light status is on, the signal information also includes the light color.

[0136] The intelligent sensing system is the system described in the first embodiment, which is composed of vehicle-mounted equipment and trackside equipment.

[0137] On-board equipment, including perception host, radar sensors and cameras.

[0138] Trackside equipment, including coded identification plates.

[0139] A camera is used to collect image data.

[0140] Radar sensor for detecting point cloud data.

[0141] The perception host is used to determine the high-safety visual distance and signal information based on image data and point cloud data.

[0142] 502, calculating a speed curve based on the train operation status, signal information and high safety visibility distance, and controlling the train.

[0143] Among them, the train operation status is single-car operation, or double-car tracking.

[0144] If the train operation is single-car operation and the train is already inside the route, the implementation process of calculating the speed curve based on the train operation, signal information and high safety visibility distance in step 502 is:

[0145] If it is determined that there is no signal according to the signal information, and there is no signal in fact (i.e. there is no signal within the sight distance), the speed curve is calculated based on the high safety visual distance. During the calculation process, the front vehicle retreats or slips, and the end of the sight distance is withdrawn a certain safety distance.

[0146] If it is determined based on the signal information that there is no signal, but there is actually a signal (i.e. there should be a signal but it is not identified), or if it is determined based on the signal information that there is a signal and the light of the signal is on and the light color is red (i.e. there is a red light of the signal within the sight range), the speed curve is calculated based on the section properties and the high safety visual distance. For example, for a section with a fork, within the high safety visual distance, the position of the existing signal is used as the end point of the mobile authorization MA to calculate the speed curve (when calculating, the preceding vehicle retreating or slipping is also considered, and the MA end point is withdrawn a certain safety distance). For a section without a fork, the end of the high safety visual distance is used as the end point of the MA to calculate the speed curve (when calculating, the preceding vehicle retreating or slipping is also considered, and the sight end point is withdrawn a certain safety distance).

[0147] If it is determined based on the signal information that there is a signal, and the signal light is on and the light color is green or yellow (that is, there is a green or yellow signal light within the sight range), then the end of the high safety visual distance (that is, the end point of the approach) is used as the MA end point to calculate the speed curve (when calculating, the preceding vehicle retreating or slipping is also considered, and the sight distance end point is retreated a certain safety distance).

[0148] The process of controlling the train in step 502 is: controlling the ATS (Automatic Train Supervision) to occupy the track section in a non-CBTC (Communication Based Train Control) mode, and the train number window is stepped according to the axle counting section occupancy method.

[0149] If the train operation is double-car tracking, the implementation process of calculating the speed curve based on the train operation, signal information and high safety visual distance in step 502 is as follows: if the train is tracking in adjacent routes, and the route where the rear vehicle is located is a forked route, and the route where the front vehicle is located is a non-forked route, it is determined according to the signal information that there is a signal, and the light state of the signal is on, then the light color is red (that is, the terminal signal of the route where the rear vehicle is located is red), and the position of the signal is used as the MA end point (and withdrawn a certain safety protection distance) to calculate the speed curve. Otherwise, the end of the high safety visual distance is used as the MA end point to calculate the speed curve.

[0150] If the train is the rear vehicle, the control process of the train in step 502 is as follows: if the train is tracking in an adjacent non-branching route, when it is determined according to the signal information that there is a signal, and the light state of the signal is on (regardless of the light color), the train is controlled to cross the signal and enter the route where the front vehicle is located. If the train is tracking in an adjacent route, and the route where the rear vehicle is located is a branching route, and the route where the front vehicle is located is a non-branching route, it is determined according to the signal information that there is a signal, and the light state of the signal is on, then the train is controlled according to the light color. For example, if the light color is green (i.e., the terminal signal of the route where the rear vehicle is located is green), the train is controlled to cross the signal and enter the route where the front vehicle is located. If the light color is yellow (i.e., the terminal signal of the route where the rear vehicle is located is yellow), the train is controlled to cross the signal and enter the lateral route. If the light color is red (i.e., the terminal signal of the route where the rear vehicle is located is red), the train is controlled not to cross the signal.

[0151] That is to say, the implementation process of step 502 is:

[0152] 1. The train operation is single-car operation

[0153] (1) After the train turns to ABL, it is already inside the route and according to the signal information, it is determined that there is no signal within the sight range.

[0154] like Figure 6 As shown, the speed curve is calculated for the train based on the real-time high-safety visual distance of the intelligent perception system (considering the front vehicle retreating or slipping, the end of the visual distance is withdrawn a certain safe distance). The distance to the obstacle ahead (or the end of the visual distance, including the operating parking point) can also be prompted on the on-board human-machine interface. At this time, the ATS is controlled to occupy the track section according to the non-CBTC mode, and the train number window is stepped according to the axle counting section occupancy method.

[0155] (2) After the train turns to ABL, it is already inside the approach route and according to the signal information, it is determined that there is a red light on the signal within the sight distance or the signal should be there but is not recognized

[0156] like Figure 7As shown in the figure, in the section with branches, within the real-time high-safety visual distance range of the intelligent perception system, the position of the existing signal is used as the mobile authorization MA end point (considering the retreat or slipping of the preceding train, the MA end point is withdrawn a certain safe distance) and the train calculates the speed curve. At this time, the ATS is controlled to occupy the track section in the non-CBTC mode, and the train number window is stepped according to the axle counting section occupation mode.

[0157] like Figure 8 As shown, in the section without forks, if the red light of the signal is recognized within the high-safety visual range of the intelligent perception system, the approach ahead is considered to be open. In this case, the end of the high-safety visual distance that can perceive the system is used as the MA end point (considering the front vehicle retreating or slipping, the end of the visual distance is withdrawn a certain safe distance) to calculate the speed curve for the train. In addition, the distance to the obstacle in front (including the operating stop point) will also be displayed on the on-board human-machine interface. At this time, the ATS is controlled to occupy the track section in non-CBTC mode, and the train number window is stepped according to the axle counting section occupancy method. In this scenario, the subway operator is required to ensure that there is no reverse operation of trains on the entire line.

[0158] (3) After the train turns to ABL, it is already inside the approach route and according to the signal information, it is determined that there is a green or yellow signal light within the sight range.

[0159] like Fig. 9 As shown, after switching to ABL mode, if the green or yellow light of the signal is identified within the high safety visual range of the intelligent perception system, the approach ahead is considered open. In this case, the end of the high safety visual distance (i.e. the end of the approach) is used as the MA end point (considering the front vehicle retreating or slipping, the end of the visual range is withdrawn a certain safe distance) to calculate the speed curve for the train. The distance to the obstacle ahead (including the operating stop) can also be prompted on the MMI (train display). At this time, the ATS is controlled to occupy the track section in accordance with the non-CBTC mode, and the train number window is stepped according to the axle counting section occupancy method.

[0160] 2. The train operation is double-car tracking

[0161] (1) Two ABL-class trains tracking each other on adjacent non-branching routes

[0162] like Fig.10 As shown, both ABL-class trains track the end of the high safety visual distance as the MA end point calculation speed curve.

[0163] In addition, if the train is the rear vehicle, when it is determined that there is a signal according to the signal information and the light of the signal is any color, it will be controlled to cross the signal and enter the route where the front vehicle is located. The rear vehicle will also calculate the MA end point to the rear of the front vehicle based on the high safety visual distance and consider the front vehicle retreating / slipping back to a certain safety protection distance.

[0164] (2) Two ABL-class trains are tracking each other on adjacent routes. The route of the rear train is a diverging route, while the route of the front train is a non-diverging route.

[0165] like Fig.11 As shown in the figure, if the terminal signal of the route where the rear vehicle is located is red, the position of the signal is used as the end point of MA (and a certain safety protection distance is withdrawn) to calculate the speed curve. Otherwise, the speed curve is calculated for the train based on the end of the safe visual distance as the end point of MA for tracking.

[0166] When the terminal signal of the route where the rear vehicle is located is green, the rear vehicle can cross this signal and enter the route where the front vehicle is located. The rear vehicle must calculate the MA end point from the high safety visible distance to the rear of the front vehicle and retreat a certain safety protection distance to consider the front vehicle's retreat / slipping; when the terminal signal of the route where the rear vehicle is located is yellow, the rear vehicle can cross this signal and enter the lateral route. The rear vehicle must calculate the MA end point from the high safety visible distance and retreat a certain safety protection distance; when the terminal signal of the route where the rear vehicle is located is red, the rear vehicle cannot cross this signal.

[0167] Among them, the speed-distance curve is used to calculate the speed limit of the train, protect the train interval, and ensure the safe and efficient operation of the train.

[0168] During the train control process, the train's safe braking distance is also used to ensure that the train can stop within the MA terminal when the emergency brake is triggered under the most unfavorable conditions. By controlling the train tracking interval, the tracking train calculates the movement authorization in real time to ensure that it always maintains a certain safety protection distance from the preceding train.

[0169] The method provided in this embodiment can solve the problem of urban rail transit signal system reconstruction project. When the existing trackside signal equipment does not meet the reconstruction conditions, the on-board automatic train control (ATP) system can be preferentially reverse-cut and reconstructed to realize the downgraded operation of the new on-board signal system. It mainly solves the problems of large driving intervals and insufficient capacity when the existing CBTC system is downgraded, and the problem that the new signal system cannot be equipped with BTM positioning equipment during reconstruction.

[0170] The present embodiment provides a train degradation operation control method based on active perception. After the train enters the autonomous perception backup operation level ABL mode, the high safety visibility distance and signal information are obtained through the intelligent perception system. The signal information includes whether there is a signal. If there is a signal, the signal information also includes the light status of the signal. The light status is on or off. When the light status is on, the signal information also includes the light color. The speed curve is calculated based on the train operation status, signal information and high safety visibility, and the train is controlled. The train operation status is single-car operation or double-car tracking. The intelligent perception system is composed of on-board equipment and trackside equipment. The on-board equipment includes a perception host, a radar sensor and a camera. The trackside equipment includes a coded identification plate. The camera is used to collect image data. The radar sensor is used to detect point cloud data. The perception host is used to determine the high safety visibility distance and signal information based on the image data and the point cloud data. The train degradation operation control can be performed when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system.

[0171] Embodiment 3: This embodiment provides a train automatic control system, which is used for the train degradation operation control method based on active perception described in Embodiment 2.

[0172] For example,

[0173] After the train enters the autonomous sensing backup operation level ABL mode, the intelligent sensing system obtains the high safety visual distance and signal information. The signal information includes whether there is a signal. If there is a signal, the signal information also includes the light status of the signal, which is on or off. When the light status is on, the signal information also includes the light color.

[0174] The speed curve is calculated based on the train operation status, signal information and high safety visibility distance, and the train is controlled. The train operation status is single-car operation or double-car tracking.

[0175] Among them, the intelligent sensing system consists of on-board equipment and trackside equipment.

[0176] On-board equipment, including perception host, radar sensors and cameras.

[0177] Trackside equipment, including coded identification plates.

[0178] A camera is used to collect image data.

[0179] Radar sensor for detecting point cloud data.

[0180] The perception host is used to determine the high-safety visual distance and signal information based on image data and point cloud data.

[0181] Optionally, the train operation status is single-car operation, and the train is already inside the route.

[0182] Calculate speed curve based on train operation, signal information and high safety visibility distance, including:

[0183] If it is determined based on the signal information that there is no signal and there is actually no signal, the speed curve is calculated based on the high safety visual distance.

[0184] If it is determined based on the signal information that there is no signal, but there actually is a signal, or if it is determined based on the signal information that there is a signal and the signal light is on and the light color is red, the speed curve is calculated based on the section properties and the high safety visibility distance.

[0185] If it is determined based on the signal information that there is a signal, and the signal light is on and the light color is green or yellow, the end of the high safety visibility distance is used as the MA end point to calculate the speed curve.

[0186] Optionally, a speed profile is calculated based on the segment properties and high safety visibility distance, including:

[0187] If the section is a forked section, the speed curve is calculated using the location of the existing signal as the end point of the mobile authorization MA within the high safety visibility range.

[0188] If the section is a non-branching section, the end of the high safety visibility distance is used as the MA end point to calculate the speed curve.

[0189] Optionally, controlling the train includes:

[0190] The automatic train monitoring system is controlled to carry out track section occupancy according to the non-communication-based automatic train control mode, and the train number window is stepped according to the axle counting section occupancy method.

[0191] Optionally, the train operation condition is double-car tracking.

[0192] Calculate speed curve based on train operation, signal information and high safety visibility distance, including:

[0193] If the train is tracking in adjacent routes, and the route where the rear train is located is a branched route, and the route where the front train is located is a non-branched route, it is determined based on the signal information that there is a signal, and the signal light is on, then the light color is red, and the position of the signal is used as the MA end point to calculate the speed curve.

[0194] Otherwise, the end of the high safe visual distance is used as the MA end point to calculate the speed curve.

[0195] Optionally, the train is the rear train.

[0196] Control of trains, including:

[0197] If the train is tracking in an adjacent non-branching route, when it is determined based on the signal information that there is a signal and the signal light is on, the train is controlled to pass the signal and enter the route where the preceding vehicle is located.

[0198] If a train is tracking in adjacent routes, and the route of the rear train is a branched route and the route of the front train is a non-branched route, and it is determined based on the signal information that a signal exists and the light status of the signal is on, the train is controlled based on the color of the light.

[0199] Optionally, the train is controlled according to the light color, including:

[0200] If the light is green, the vehicle will pass the signal and enter the route of the vehicle ahead.

[0201] If the light is yellow, control the vehicle past the signal and into the side approach.

[0202] If the light is red, the control does not cross the signal.

[0203] Optionally, after the train enters the autonomous sensing backup operation level ABL mode, before obtaining the high safety visual distance and signal information through the intelligent sensing system, it also includes:

[0204] If the train is in the restricted manual driving RM mode and the first condition is met, it is determined that the train enters the ABL_CM level in the ABL mode.

[0205] If the train is at the ABL_CM level in the ABL mode and the second condition is met, it is determined that the train enters the ABL_AM level in the ABL mode.

[0206] If the train is at the ABL_AM level in the ABL mode and the third condition is met, it is determined that the train enters the RM mode.

[0207] If the train is at the ABL_CM level in the ABL mode and the fourth condition is met, it is determined that the train enters the RM mode.

[0208] If the train is at the ABL_AM level in the ABL mode and the fifth condition is met, it is determined that the train enters the ABL_CM level in the ABL mode.

[0209] Among them, the first condition is: the train has completed positioning and is in the ATC area of ​​the train automatic control system, and, based on the signal information obtained by the intelligent perception system, it is determined that there is a signal, the signal light is on, and the light color is green or yellow, and there are no obstacles or switches between the train safety front and the signal, and the automatic train protection system ATP communicates normally with the intelligent perception system, and the communication with the area controller ZC to which the train belongs is interrupted, but the perception MA is valid, and a manual confirmation indication is obtained.

[0210] The second condition is: ATP communicates normally with the train automatic operation system ATO, and ATO does not feedback abnormal faults, and the highest preset is not lower than the ABL_AM level in the ABL mode, and the train is not in emergency braking state, and the main control handle is in zero position and the direction is forward, and the communication with the area controller ZC to which the train belongs is interrupted or CBTC_MA is invalid but the perception MA is valid, and the ATO start button is pressed.

[0211] The third condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or the highest preset mode is reduced to ABL_CM level in ABL mode, or the highest preset mode is reduced to point_CM, or the highest preset mode is reduced to any driving mode in CBTC_CM, or running a red light is allowed, or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid.

[0212] The fourth condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or running a red light is allowed, or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid.

[0213] The fifth condition is: the communication between ATP and the intelligent sensing system is interrupted, or the ATO feedback is abnormal, or the train is in emergency braking state, or the direction handle is not in the forward position, or the main control handle is not in the zero position, or the backup communication is abnormal.

[0214] The system provided in this embodiment obtains the high-safety visual distance and signal information through the intelligent perception system after the train enters the autonomous perception backup operation level ABL mode; the signal information includes whether there is a signal, and if there is a signal, the signal information also includes the light status of the signal, which is on or off. When the light status is on, the signal information also includes the light color; the speed curve is calculated based on the train operation status, signal information and high-safety visual distance, and the train is controlled; the train operation status is single-car operation, or two-car tracking; wherein the intelligent perception system is composed of on-board equipment and trackside equipment; the on-board equipment includes a perception host, a radar sensor and a camera; the trackside equipment includes a coded identification plate; a camera for collecting image data; a radar sensor for detecting point cloud data; a perception host for determining the high-safety visual distance and signal information based on image data and point cloud data, and the train can be downgraded for operation control when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system.

[0215] Embodiment 4: This embodiment provides a train degradation operation control system based on active perception, which includes a train automatic control system and an intelligent perception system.

[0216] Among them, the train automatic control system is the train automatic control system described in Example 3.

[0217] The intelligent sensing system is the intelligent sensing system described in the first embodiment.

[0218] like Fig.12 As shown in the figure, the intelligent perception system collects information data on the line ahead of the train through sensors such as radar and cameras, and uses real-time positioning, map construction technology and sensor fusion technology to achieve accurate train positioning and obstacle detection functions. The intelligent perception system dynamically calculates the high-safety visual distance based on the line conditions and obstacle detection results, and the train automatic control system comprehensively calculates the train operation curve to achieve train safety protection functions. The intelligent perception system is a backup system and technical supplement for the CBTC system, which can assist the train automatic control system to achieve operation in the degraded mode ABL level.

[0219] The active sensing-based train degradation operation control system provided in this embodiment can solve the problem in the urban rail transit signal system reconstruction project that when the existing trackside signal equipment does not meet the reconstruction conditions, the on-board automatic train control (ATP) system can be preferentially reverse-cut and transformed to realize the downgraded operation of the new on-board signal system. It mainly solves the problems of large driving intervals and insufficient capacity when the existing CBTC system is downgraded, and the problem that the new signal system cannot be equipped with BTM positioning equipment during reconstruction.

[0220] The train degradation operation control system based on active perception provided in this embodiment can be in ABL mode. The train automatic control system realizes the train positioning function according to the high-precision positioning provided by the intelligent perception system, realizes the red light running protection and red light false triggering functions according to the signal recognition results provided by the intelligent perception system, and realizes the calculation of movement authorization (MA) according to the obstacle detection results and safe visual distance provided by the intelligent perception system.

[0221] In addition, the following functions can be realized:

[0222] 1. Train positioning

[0223] In the electronic map of the intelligent perception system, the logical map information of each coding plate with different codes is determined through on-site measurement, map modeling, etc., and the coding principle of the coding plate is used to confirm that each code is unique in the line. The intelligent perception system can process the point cloud data to determine whether the coding plate and the corresponding coding information of the coding plate are recognized, and then query the location of the corresponding coding plate through the electronic map, combined with the distance to the coding plate obtained by radar sensor ranging, and determine the direction and position of the train according to certain coding rules.

[0224] After the intelligent perception system recognizes the coding plate combination, it queries the electronic map to obtain the location of the coding plate [Link, Offset], determines the distance S_Lidar between the train and the coding plate based on the radar sensor ranging information, and then deduces the distance S_Train between the train and the coding plate, thereby calculating the current position of the train as [Link, Offset-S_Train] and sending it to the train automatic control system. After receiving the position information, the train automatic control system can directly use it to obtain the local positioning and realize the train initial positioning function.

[0225] The intelligent perception system receives speed sensor-related data to maintain its own positioning information. It calculates the distance traveled by the vehicle in each cycle through the speed sensor's pulse information, speed measurement information and other data, and then infers the position of the train in the current cycle.

[0226] The perception system obtains point cloud data through sensors and compares it with the point cloud map to determine the train's position, and sends the positioning information to the on-board train automatic control system to achieve continuous positioning function.

[0227] 2. Train speed measurement

[0228] Two sets of speed sensors are installed at each end of the train for speed measurement, and the speed measurement equipment at both ends forms a redundant relationship. Each speed sensor has two speed signals output to the on-board train automatic control system, which calculates the speed value based on the speed signal of the speed sensor and verifies the two speed information to achieve real-time circuit breaking and slippage inspection.

[0229] 3. Active obstacle protection

[0230] The intelligent perception system matches the point cloud data obtained by the radar sensor with the point cloud map, and calculates the precise posture of the current train through three calculations: obtaining the initial posture value, calculating the posture estimate value, and correcting the precise position. After the system obtains the current posture, it loads the center line of the track ahead according to the current position and posture. After the point cloud map is generated, the system will project the point cloud from the current radar posture to the center line of the track, so that the intelligent perception system can determine the position of the track center within the point cloud data range.

[0231] The obstacle detection range is clearly defined in the electronic map of the intelligent perception system, and the intelligent perception system confirms the track position and limit based on the position of the track center point and constructs the limit range.

[0232] When the intelligent perception system finds an obstacle in a certain limit section ahead, it will send the obstacle's location and distance to the on-board train automatic control system. If the train automatic control system determines that it can control the train to stop in front of the obstacle, it will apply the maximum common brake to stop the train. If the train automatic control system determines that it cannot control the train to stop in front of the obstacle, it will apply the emergency brake to stop the train and report to the dispatching workstation that "the train stopped due to an obstacle" and report the obstacle's location at the same time.

[0233] 4. Signal recognition

[0234] The intelligent perception system predicts the location of the signal ahead based on the point cloud map. At the same time, the sensor identifies the information of the signal ahead. The intelligent perception system unit receives the signal status information and verifies it with the offline map, and outputs the verification results to the train automatic control system for train control.

[0235] 5. Mobile Authorization (MA) Calculation

[0236] In the active perception degradation mode (ABL), the onboard train automatic control system autonomously calculates the movement authorization based on the safe visual distance, obstacle information and signal information output by the intelligent perception system to ensure that the MA does not cross the red light signal, obstacles and other obstacles in the forked section of the line, and can run through the red light signal in the non-forked section of the line. When there is a signal ahead, the train automatic control system calculates the movement authorization based on the state of the signal identified by the intelligent perception system. When the signal is open, the end point of the movement authorization is the approach terminal; when the signal is not open or the signal is off, the end point of the movement authorization does not cross the signal.

[0237] The automatic train control system calculates the train speed limit through the speed-distance curve method, protects the train interval, and ensures the safe and efficient operation of the train.

[0238] The guarantee of train safety braking distance is based on the speed-distance curve safety braking model, which can ensure that the train can stop within the MA terminal when the emergency brake is triggered under the most unfavorable conditions.

[0239] Train tracking interval control is the real-time calculation of movement authorization by the tracking train to ensure that it always maintains a certain safety protection distance with the preceding train.

[0240] The system provided by this embodiment, after the train enters the autonomous perception backup operation level ABL mode, the train automatic control system obtains the high safety visibility distance and signal information through the intelligent perception system; the signal information includes whether there is a signal, if there is a signal, the signal information also includes the light status of the signal, the light status is on or off, when the state is on, the signal information also includes the light color; based on the train operation status, signal information and high safety visibility, the speed curve is calculated, and the train is controlled; the train operation status is single-car operation, or two-car tracking; wherein the intelligent perception system is composed of on-board equipment and trackside equipment; the on-board equipment includes a perception host, a radar sensor and a camera; the trackside equipment includes a coded identification plate; a camera for collecting image data; a radar sensor for detecting point cloud data; a perception host for determining the high safety visibility distance and signal information based on the image data and the point cloud data, and the train can be downgraded for operation control when the existing trackside signal equipment does not meet the conditions for transformation during the transformation of the urban rail transit signal system.

[0241] Those skilled in the art will appreciate that the embodiments of the present application can be provided as methods, systems, or computer program products. Therefore, the present application can adopt the form of complete hardware embodiments, complete software embodiments, or embodiments in combination with software and hardware. Moreover, the present application can adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code. The scheme in the embodiments of the present application can be implemented in various computer languages, for example, object-oriented programming language Java and literal scripting language JavaScript, etc.

[0242] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0243] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0244] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0245] Although the preferred embodiments of the present application have been described, those skilled in the art may make other changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications falling within the scope of the present application.

[0246] Obviously, those skilled in the art can make various changes and modifications to the present application without departing from the spirit and scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is also intended to include these modifications and variations.

Claims

1. A train degradation operation control method based on active perception, characterized in that: The method comprises: After the train enters the autonomous sensing backup operation level ABL mode, the high safety visual distance and signal information are obtained through the intelligent sensing system; the signal information includes whether there is a signal, and if there is a signal, the signal information also includes the light status of the signal, and the light status is on or off. When the light status is on, the signal information also includes the light color; Calculating a speed curve based on the train operation status, signal information and the high safety visibility distance, and controlling the train; the train operation status is single-car operation or double-car tracking; Among them, the intelligent sensing system consists of on-board equipment and trackside equipment; The vehicle-mounted equipment includes a perception host, a radar sensor and a camera; Trackside equipment, including coded identification plates; The camera is used to collect image data; The radar sensor is used to detect point cloud data; The perception host is used to determine the high-safety visual distance and signal information based on the image data and the point cloud data.

2. The method according to claim 1, characterized in that The train operation status is single-car operation, and the train is already on the inside of the route; The speed curve is calculated based on the train operation status, signal information and the high safety visual distance, including: If it is determined according to the signal information that there is no signal, and there is actually no signal, then the speed curve is calculated according to the high safety visual distance; If it is determined according to the signal information that there is no signal, but there is actually a signal, or if it is determined according to the signal information that there is a signal and the light of the signal is on and the light is red, then a speed curve is calculated based on the section property and the high safety visual distance; If it is determined according to the signal information that there is a signal, and the light state of the signal is on, and the light color is green or yellow, the end of the high safety visual distance is used as the MA end point to calculate the speed curve.

3. The method according to claim 2, characterized in that The calculating of the speed curve based on the section property and the high safety visual distance includes: If the section is a forked section, the speed curve is calculated by taking the position of the existing signal as the end point of the mobile authorization MA within the high safety visual distance range; If the section property is a non-branching section, the end of the high safety visibility distance is used as the MA end point to calculate the speed curve.

4. The method according to claim 2, characterized in that: The controlling of the train comprises: The automatic train monitoring system is controlled to carry out track section occupancy according to the non-communication-based automatic train control mode, and the train number window is stepped according to the axle counting section occupancy method.

5. The method according to claim 1, characterized in that The train operation condition is double-car tracking; The speed curve is calculated based on the train operation status, signal information and the high safety visual distance, including: If the train is tracking in an adjacent route, and the route of the rear vehicle is a branched route, and the route of the front vehicle is a non-branched route, it is determined according to the signal information that there is a signal, and the light state of the signal is on, the light color is red, and the position of the signal is used as the MA end point to calculate the speed curve; Otherwise, the end of the high safety visual distance is used as the MA end point to calculate the speed curve.

6. The method according to claim 5, characterized in that The train is the rear train; The controlling of the train comprises: If the train is tracking in an adjacent non-branching route, when it is determined according to the signal information that there is a signal and the light of the signal is on, the train is controlled to pass the signal and enter the route where the preceding train is located; If a train is tracking in an adjacent route, and the route of the rear vehicle is a branched route and the route of the front vehicle is a non-branched route, and it is determined based on the signal information that a signal exists and the light status of the signal is on, the train is controlled based on the color of the light.

7. The method according to claim 6, characterized in that The controlling of the train according to the light color comprises: If the light is green, the vehicle will be controlled to pass the signal and enter the route where the vehicle ahead is located; If the light is yellow, the control passes the signal and enters the side approach; If the light color is red, the control does not cross the signal.

8. The method according to claim 1, characterized in that After the train enters the autonomous sensing backup operation level ABL mode, before obtaining the high safety visual distance and signal information through the intelligent sensing system, it also includes: If the train is in the restricted manual driving RM mode and the first condition is met, it is determined that the train enters the ABL_CM level in the ABL mode; If the train is at the ABL_CM level in the ABL mode and the second condition is met, it is determined that the train enters the ABL_AM level in the ABL mode; If the train is at the ABL_AM level in the ABL mode and meets the third condition, it is determined that the train enters the RM mode; If the train is at the ABL_CM level in the ABL mode and the fourth condition is met, it is determined that the train enters the RM mode; If the train is at the ABL_AM level in the ABL mode and the fifth condition is met, it is determined that the train enters the ABL_CM level in the ABL mode; Among them, the first condition is: the train has completed positioning and is in the ATC area of ​​the train automatic control system, and, according to the signal information obtained by the intelligent perception system, it is determined that there is a signal, the light of the signal is on, and the light color is green or yellow, and there are no obstacles and switches between the train safety head and the signal, and the automatic train protection system ATP communicates normally with the intelligent perception system, and the communication of the area controller ZC to which the train belongs is interrupted, but the perception MA is valid, and a manual confirmation instruction is obtained; The second condition is: ATP communicates normally with the train automatic operation system ATO, and ATO does not feedback abnormal faults, and the highest preset is not lower than the ABL_AM level in the ABL mode, and the train is not in emergency braking state, and the main control handle is in zero position and the direction is forward, and the communication of the train zone controller ZC is interrupted or CBTC_MA is invalid but the sensing MA is valid, and the ATO start button is pressed; The third condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or the highest preset mode is reduced to ABL_CM level in ABL mode, or the highest preset mode is reduced to point-type_CM, or the highest preset mode is reduced to any driving mode in CBTC_CM, or red light running is allowed, or the communication between ATP and intelligent perception system is interrupted, or the perception MA is invalid; The fourth condition is: the train loses its position, or the highest preset mode is reduced to RM mode, or running a red light is allowed, or the communication between ATP and the intelligent perception system is interrupted, or the perception MA is invalid; The fifth condition is: the communication between ATP and the intelligent sensing system is interrupted, or the ATO feedback is abnormal, or the train is in emergency braking state, or the direction handle is not in the forward position, or the main control handle is not in the zero position, or the backup communication is abnormal.

9. A train automatic control system, characterized in that: The system is used to execute the method according to any one of claims 1 to 8.

10. A train degradation operation control system based on active perception, characterized in that: The system includes an automatic train control system and an intelligent sensing system; The automatic train control system is as described in claim 9.

Images