Urban rail FAO autonomous operation method and device under vehicle-mounted communication module fault

Abstract

The invention discloses an urban rail FAO autonomous operation method and device under a vehicle-mounted communication module fault, and relates to the technical field of train operation control. According to the method, a vehicle-mounted subsystem of a train autonomously senses a front obstacle, and the fault train is controlled to autonomously operate according to a sensing result; and meanwhile, a ground subsystem is matched to select, arrange and route the train to prevent the subsequent train from conflicting with the fault train, and the whole train is dispatched and managed, so that the urban rail FAO train is ensured to safely drive to a preset safe position, the fault train is prevented from staying in a section for a long time to cause great interference to the operation order of the whole line, and the safety of the whole line is ensured. And the travel safety of passengers and the smooth operation of lines are ensured.

Description

Technical Field

[0001] The present application relates to the technical field of train operation control, and in particular to a method and device for autonomous operation of urban rail FAO (Full Automatic Operation) under a vehicle-mounted communication module failure. Background Art

[0002] In the existing FAO system, train operation relies on the mobile authorization sent by the ground system (area controller) through vehicle-to-ground communication. The mobile authorization is updated every cycle to ensure the safe operation of the train. In this technical solution, if a communication interruption occurs, since there is no other technical means to obtain the mobile authorization, the on-board system can only use emergency braking to stop the train based on the fail-safe principle to ensure driving safety. However, urban rail lines with long sections have problems such as rescue difficulties (such as the Beijing New Airport Line). If the train stops due to a communication interruption in the section, the faulty train may stay in the section for a long time, which will seriously disrupt the operation order of the line, affect passengers' travel plans, and cause serious operational risks. Summary of the invention

[0003] The purpose of the present application is to provide a method and device for autonomous operation of urban rail FAO under the condition of a vehicle-mounted communication module failure. The vehicle-mounted subsystem of the train can autonomously sense the obstacle ahead and control the autonomous operation of the faulty train according to the sensed result. At the same time, the ground subsystem can be cooperated with to select an approach route for the train to prevent the subsequent train from colliding with the faulty train, and the trains on the entire line can be dispatched and managed to ensure that the urban rail FAO train safely drives to a preset safe position, so as to avoid the faulty train staying in the section for a long time and causing great interference to the operation order of the entire line.

[0004] To achieve the above objectives, this application provides the following solutions:

[0005] In a first aspect, the present application provides a method for autonomous operation of urban rail FAO under a vehicle-mounted communication module failure, comprising:

[0006] The ground subsystem and the onboard subsystem of the faulty train obtain the fault location, wherein the fault location refers to the train location at the last communication between the ground subsystem and the onboard subsystem, and the faulty train refers to the train in which the onboard communication module in the onboard subsystem fails;

[0007] The onboard subsystem and the ground subsystem respectively determine a relevant route table according to the fault location, wherein the relevant route table is used to query the route of the fault train from the fault location to the target location;

[0008] The on-board subsystem identifies an obstacle ahead of the faulty train on the approach route, calculates a recommended speed according to the identified obstacle position, and controls the faulty train to autonomously run to the target position according to the recommended speed;

[0009] The ground subsystem selects a route for the faulty train according to the relevant route table, and determines different operation strategies according to the relationship between the real-time position of the faulty train and the target position, wherein the operation strategy is used for scheduling and managing trains on the entire line.

[0010] Optionally, the vehicle-mounted subsystem determines a relevant route table according to the fault occurrence location, specifically including:

[0011] The vehicle-mounted device in the vehicle-mounted subsystem determines a clearing position according to the fault occurrence position and the line topology structure, wherein the clearing position is a passenger evacuation position;

[0012] The on-board device determines the offline position of the faulty train according to the line topology and the passenger clearing position;

[0013] The on-board equipment determines the driving path of the faulty train according to the fault occurrence location, the passenger clearance location and the offline location, and obtains a related route table according to the driving path.

[0014] Optionally, the vehicle-mounted subsystem identifies an obstacle ahead of the faulty train on the approach route, specifically including:

[0015] The autonomous sensing module in the vehicle-mounted subsystem acquires images of the front and surrounding environment of the faulty train;

[0016] The autonomous perception module uses an image recognition algorithm to identify the category and position of the obstacle in the image. When the category of the obstacle is a turnout, it is determined whether the turnout position determined by the relevant route table is consistent with the turnout position identified by the image to obtain a first judgment result; when the first judgment result is yes, the turnout in the image is an obstacle; when the first judgment result is no, the turnout in the image is not an obstacle.

[0017] Optionally, calculating a recommended speed according to the identified obstacle position, and controlling the faulty train to autonomously run to the target position according to the recommended speed specifically includes:

[0018] The autonomous sensing module in the vehicle-mounted subsystem calculates the distance between the obstacle and the train according to the identified obstacle position, wherein the distance between the obstacle and the train is a safe distance between each identified obstacle and the faulty train;

[0019] The autonomous perception module calculates the movement authorization according to the distance between the obstacle and the train, the maximum perception distance, and the distance between the current position of the faulty train and the position of the next parking point;

[0020] The train automatic protection module in the onboard subsystem calculates the emergency braking speed of the faulty train according to the safety braking model and the movement authorization;

[0021] The train automatic driving module in the on-board subsystem calculates the recommended speed according to the emergency braking speed, and controls the faulty train to autonomously run to the target position according to the recommended speed.

[0022] Optionally, the ground subsystem selects a route for the faulty train according to the relevant route table, specifically comprising:

[0023] The train automatic monitoring module in the ground subsystem sends a route command to the interlocking module in the ground subsystem according to the relevant route table;

[0024] The interlocking module selects an approach route according to the approach command.

[0025] Optionally, different operation strategies are determined according to the relationship between the real-time position of the faulty train and the target position, specifically including:

[0026] The train automatic monitoring module in the ground subsystem determines the real-time position of the faulty train according to the position of the trackside equipment on the selected approach route;

[0027] When the relationship between the real-time position and the target position is that the real-time position is not at the target position, the train automatic monitoring module sets the track section where the faulty train is located to a faulty occupied state, optimizes the full-line train operation diagram according to the real-time position, and controls the full-line train operation according to the optimized full-line train operation diagram;

[0028] When the relationship between the real-time position and the target position is that the real-time position is at the target position, the train automatic monitoring module sets the track section where the faulty train is located to a fault-relieved state, adjusts the driving plan according to the number of stranded passengers, and controls the operation of trains on the entire line according to the adjusted driving plan.

[0029] Optionally, optimizing the train operation diagram of the entire line according to the real-time position specifically includes:

[0030] The intelligent dispatching unit in the ground subsystem calculates the real-time running speed of the faulty train according to the real-time position;

[0031] The intelligent dispatching unit calculates the running time of the faulty train to the next parking point according to the real-time running speed;

[0032] The intelligent scheduling unit inputs the running time into the full-line train operation diagram adjustment model to obtain an optimized full-line train operation diagram, wherein the full-line train operation diagram adjustment model includes an objective function and a set of constraint conditions, the objective function is a function constructed with the goal of minimizing train delay time, and the constraint condition set includes train travel time constraints, delay and stop time relationship constraints, and waiting time and delay time relationship constraints.

[0033] In the second aspect, the present application provides a FAO autonomous operation device for urban rail under a vehicle-mounted communication module failure, comprising:

[0034] Ground subsystems and onboard subsystems of the faulty train;

[0035] The ground subsystem is used to obtain the fault location, determine the relevant route table according to the fault location, identify the obstacle in front of the faulty train on the route, calculate the recommended speed according to the identified obstacle location, and control the faulty train to autonomously run to the target location according to the recommended speed; wherein the fault location refers to the train location at the time of the last communication between the ground subsystem and the on-board subsystem; the faulty train refers to a train in which the on-board communication module in the on-board subsystem fails; the relevant route table is used to query the route of the faulty train from the fault location to the target location;

[0036] The on-board subsystem is used to obtain the location of the fault, determine a relevant route table based on the fault location, select a route for the faulty train based on the relevant route table, and determine different operation strategies based on the relationship between the real-time location of the faulty train and the target location, wherein the operation strategy is used to schedule and manage trains on the entire line.

[0037] Optionally, the vehicle-mounted subsystem further includes an autonomous perception module;

[0038] The autonomous perception module is used to obtain images of the front and surrounding environment of the faulty train, use an image recognition algorithm to identify the type and position of obstacles in the image, calculate the distance between the obstacle and the train based on the identified obstacle position, and calculate the movement authorization based on the distance between the obstacle and the train, the maximum perception distance, and the distance between the current position of the faulty train and the next parking point. When the type of the obstacle is a turnout, it is determined whether the turnout position determined by the relevant route table and the turnout position identified by the image are consistent to obtain a first judgment result; when the first judgment result is yes, the turnout in the image is an obstacle; when the first judgment result is no, the turnout in the image is not an obstacle; the distance between the obstacle and the train is the safe distance between each identified obstacle and the faulty train.

[0039] Optionally, the ground subsystem further includes a train automatic monitoring module; the train automatic monitoring module further includes an intelligent dispatching unit;

[0040] The intelligent scheduling unit is used to calculate the real-time running speed of the faulty train according to the real-time position, calculate the running time of the faulty train to the next stopping point according to the real-time running speed, and input the running time into the full-line train operation diagram adjustment model to obtain an optimized full-line train operation diagram, wherein the full-line train operation diagram adjustment model includes an objective function and a set of constraint conditions, the objective function is a function constructed with the goal of minimizing train delay time, and the set of constraint conditions includes train travel time constraints, delay and stop time relationship constraints, and waiting time and delay time relationship constraints.

[0041] According to the specific embodiments provided in this application, this application discloses the following technical effects:

[0042] The present application provides a method and device for autonomous operation of urban rail FAO under the condition of a vehicle-mounted communication module failure. The method uses the vehicle-mounted subsystem of the train to autonomously sense the obstacle ahead and control the autonomous operation of the faulty train according to the sensing result. At the same time, the method cooperates with the ground subsystem to select an approach route for the train to prevent the subsequent train from colliding with the faulty train, and performs dispatch management on the trains on the entire line to ensure that the urban rail FAO train safely drives to a preset safe position, avoids the faulty train staying in the section for a long time and causing great interference to the operation order of the entire line, reduces the risk of train operation, improves the train operation efficiency, and ensures the travel safety of passengers and the smooth operation of the line. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0044] Figure 1 A schematic diagram of the operation flow of an on-board subsystem in an urban rail FAO autonomous operation method under a vehicle-mounted communication module failure provided in an embodiment of the present application;

[0045] Figure 2 A schematic flow chart of the operation of the ground subsystem in a method for autonomous operation of urban rail FAO under a vehicle-mounted communication module failure provided in an embodiment of the present application. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present application to clearly and completely describe the technical solutions in the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0047] In order to make the above-mentioned objects, features and advantages of the present application more obvious and easy to understand, the present application is further described in detail below with reference to the accompanying drawings and specific implementation methods.

[0048] In the relevant technical solutions, when the train-ground communication is interrupted and a fault occurs, the driver needs to cooperate with the dispatcher to manually drive the train to keep it running. This method has problems such as high labor intensity and relatively high safety risks. In addition, if the current FAO system is at GoA4 level (no driver on duty), it will be difficult for the driver to reach the faulty train, which will greatly delay the fault recovery time.

[0049] In this regard, in order to overcome this technical defect, the present embodiment provides a fully automatic operation (FAO) system, which implements a city rail FAO autonomous operation method under a vehicle-mounted communication module failure through the cooperation of the on-board subsystem and the ground subsystem in the FAO system. The train autonomously senses the obstacles ahead to calculate the movement authorization, calculates the speed limit by sensing the environmental information, and then calculates the safety protection speed (i.e., the emergency braking speed). At the same time, it cooperates with the intelligent dispatching unit to ensure that the city rail FAO train safely drives to a preset safe position.

[0050] The following combination Figure 1-Figure 2 , the specific implementation process of the urban rail FAO autonomous operation method under the failure of the on-board communication module is explained in detail.

[0051] The fully automatic operation (FAO) system provided in this embodiment is composed of a vehicle-mounted subsystem and a ground subsystem.

[0052] The ground subsystem includes ATS (Automatic Train Supervision), interlocking module and ZC (Zone Controller). ATS is responsible for issuing route commands according to the operation plan, and the intelligent dispatching unit in ATS is responsible for automatically adjusting the operation diagram in real time according to the line conditions; the interlocking module selects the route after receiving the route command to ensure the route safety; ZC is responsible for calculating MA and sending it to the vehicle under normal circumstances of the on-board communication module.

[0053] The on-board subsystem includes ATO (Automatic Train Operation), ATP (Automatic Train Protection), autonomous perception module, on-board communication module and other on-board equipment. Among them, ATO is responsible for controlling the operation of the train based on mobile authorization; ATP is responsible for ensuring the driving safety of the train; the autonomous perception module is responsible for autonomously sensing obstacles in front of the train and the surrounding environment of the train; the on-board communication module is responsible for establishing the communication connection between the on-board subsystem and the ground subsystem.

[0054] When a FAO train has a communication failure (i.e., the onboard communication module fails), the train cannot receive movement authorization from the ZC. On this basis, this embodiment enables the faulty train to continue to run safely to a preset safe position through the cooperation of the onboard subsystem and the ground subsystem. The processing process of the onboard subsystem and the processing process of the ground subsystem are as follows.

[0055] (1) On-board subsystem processing solution for on-board communication module failure:

[0056] The onboard subsystem is responsible for ensuring the safe movement of the train, such as Figure 1 As shown, the working principle is as follows:

[0057] Step 1: Autonomously calculate the clearing location.

[0058] After a train communication module fails, the passengers on the train should be evacuated as soon as possible. Therefore, the train starts from the fault location p0. The on-board equipment searches forward for the nearest station on the line according to the line topology stored in the electronic map, and the train autonomously determines the clearing location p1. To ensure that the clearing location determined by the train and the intelligent dispatching unit is consistent, the calculation method is consistent with the method used by the ground subsystem to calculate the clearing location (ground subsystem step 1).

[0059] Step 2: Autonomously calculate offline position.

[0060] After the train breaks down and the passengers are evacuated, the train needs to continue to autonomously drive to the offline position to wait for maintenance. Therefore, the train starts from the passenger clearance position. The on-board equipment searches forward for the nearest station siding, storage line, and maintenance line on the line according to the line topology stored in the electronic map as the offline position p2. There is a possibility that the offline position and the passenger clearance position are the same. To ensure that the offline position determined by the train and the intelligent dispatching unit is consistent, the calculation method is consistent with the method used by the ground subsystem to calculate the offline position (ground subsystem step 2).

[0061] Step 3: Self-search route.

[0062] The faulty train determines the starting and ending positions of the route by looking up the route table according to the fault location p0, the clearing location p1, and the offline location p2, and connects the routes in series to form a driving path that sequentially covers the train fault location p0, the clearing location p1, and the offline location p2, thereby obtaining the relevant route list R for the train to travel from the fault location to the target location. The method is consistent with the autonomous route query method of the ground subsystem (ground subsystem step 3).

[0063] Step 4: Autonomously sense obstacles ahead.

[0064] The autonomous perception module collects images of the front of the train and the surrounding environment through the on-board camera, and uses the image recognition algorithm to identify the obstacle information in the image. The obstacles to be identified include the front train, personnel, animals, construction and maintenance equipment, turnouts, etc. The image recognition algorithm can use an image recognition algorithm based on deep learning, such as YOLO, etc. Look up the relevant route list R to judge the correct position of the identified turnout (if any), and compare it with the position of the identified turnout:

[0065] (1) If the turnout is in the correct position, it is not considered an obstacle;

[0066] (2) If the turnout is not in the correct position, it will be considered as an obstacle.

[0067] The safe distance (actual measured distance plus safety margin) x1, x2, ..., xn of each obstacle from the train is calculated based on the image. The algorithm for calculating the distance between the obstacle and the train (i.e., the safe distance between the obstacle and the train) can adopt a visual distance measurement algorithm.

[0068] Step 5: Autonomously calculate MA based on all obstacle distances.

[0069] MA length x MA The calculation formula is:

[0070] x MA =min(x1,x2,...,x n ,x M , xT ), where x1,x2,...,x n is the distance between each obstacle and the train, x M is the maximum sensing distance, i.e., the maximum distance at which the images of the front and surrounding environment of the faulty train can be collected, x T The distance from the current train position to the next stop (passenger clearing position or off-line position). Find the distance x from the current train position forward according to the relevant route list R. MA The logical segment sequence L contained in the distance range.

[0071] Step 6: ATP calculates the emergency braking speed.

[0072] Using the safety braking model specified in IEEE Standard 1474.1, combined with MA and the speed limit value V within MA low Calculate the current emergency braking speed v of the train ebi . V low V is the maximum speed limit of the train when it is running autonomously. To ensure the safety of the train, low This is a value preset in the train control system and should be smaller than the speed limit of all lines.

[0073] Step 7: ATO controls the train to run autonomously to the offline position.

[0074] ATO recommended speed v r The calculation method is v r =v ebi -Δv, where Δv is the speed margin, and its value is set according to the speed control deviation. ATO controls the train speed according to the recommended speed, and the control method can be PID control or MPC control.

[0075] (2) Solution for ground subsystem when vehicle communication module fails:

[0076] The ground subsystem is responsible for arranging the train route after the train communication module fails to prevent the subsequent train from colliding with the faulty train. On this basis, the intelligent dispatching unit is used to dispatch and manage the trains on the entire line, automatically intervene in the train operation plan, minimize train delays, and ensure the normal travel of passengers. Figure 2 As shown, the working principle of the ground subsystem is as follows:

[0077] Step 1: The intelligent dispatching unit autonomously calculates the clearing location.

[0078] ATS uses the last received safe position of the train as the fault position p0. The intelligent dispatching unit searches forward for the nearest station on the line as the clearing position p1 based on the fault position of the faulty train and the line topology. To ensure that the clearing position determined by the intelligent dispatching unit is consistent with that determined by the train, the calculation method is consistent with the method used by the onboard subsystem to calculate the clearing position (onboard subsystem step 1).

[0079] Step 2: The intelligent scheduling unit autonomously calculates the offline position.

[0080] The intelligent dispatching unit starts from the clearing position and searches forward according to the line topology to find the nearest station siding, storage line, and maintenance line on the line as the train disembarkation position p2. There is a possibility that the disembarkation position and the clearing position are the same. To ensure that the disembarkation position determined by the intelligent dispatching unit is consistent with that determined by the train, the calculation method is consistent with the method used by the on-board subsystem to calculate the disembarkation position (on-board subsystem step 2).

[0081] Step 3: ATS queries the route.

[0082] ATS queries the route based on the fault location p0, the clearing location p1, and the offline location p2 to obtain the relevant route R. The method is consistent with the method of autonomous route query by the on-board subsystem (on-board subsystem step 3).

[0083] Step 4: ATS sends an approach command to the interlocking module.

[0084] ATS sends route commands to the interlocking module in sequence according to the relevant route list R, and the route command is the route number.

[0085] Before sending the route command, ATS can pre-arrange the route to determine whether the route can be arranged. If so, it will send the route command to the interlocking; if not, it will wait until the route can be arranged before sending the route command to the interlocking.

[0086] Step 5: The interlocking module selects the route according to the route command.

[0087] The interlocking module determines the status of the trackside equipment involved in the route range (trackside equipment includes track sections and switches) according to the route command, and locks the switches in the correct position. When the status of the trackside equipment meets the interlocking conditions, it reports to the ATS that the route is open.

[0088] Step 6: ATS sets the "fault occupied" state.

[0089] ATS relies on trackside equipment (track circuits and axle counting equipment) to determine the real-time location of the faulty train and sets the section where the faulty train is located to the "fault occupied" state. At this time, the movement authorization of the subsequent train cannot enter the section where the faulty train is located, thereby avoiding conflicts between the subsequent train and the faulty train and ensuring the safety of train operation.

[0090] Step 7: The intelligent dispatching unit dynamically adjusts the timetable (i.e. optimizes the train operation diagram for the entire line).

[0091] After the faulty train starts running autonomously at a low speed, the intelligent dispatching unit calculates the real-time running speed of the train according to the real-time position of the train, and autonomously determines the running time t of the faulty train to the next stopping point (passenger clearance position or offline position). The train operation diagram adjustment model of the entire line is dynamically optimized according to t to obtain the optimized train operation diagram of the entire line, which is then distributed to all trains on the entire line. The optimization goal is to minimize the train delay time.

[0092] According to the actual operation status of the faulty train, the intelligent dispatching unit can take measures including detaining the train, skipping the train, and limiting the speed.

[0093] The operation graph optimization algorithm can use particle swarm optimization algorithm, simulated annealing algorithm, linear programming, mixed integer programming, etc.

[0094] Taking mixed integer programming as an example, assuming that the running time between stations is known ij represents the running time of the train between station i and station j, T i is the actual time when the train is scheduled to arrive at the i-th station, which can be regarded as a continuous variable here, representing the exact arrival time. i is the actual delay time of the train at the i-th station, which is a non-negative integer variable, and only integer minutes of delay are considered. i is the actual stay time of the train at the i-th station (may be a continuous variable), including the planned stop time, possible delay time and additional waiting time.

[0095] The objective function of the full-line train operation diagram adjustment model is formula (1), where L represents the objective function, formulas (2) to (4) are constraint condition sets, formula (2) is the train travel time constraint, formula (3) is the delay and stay time relationship constraint, and formula (4) is the waiting time and delay time relationship constraint.

[0096]

[0097] T j ≥T i +t ij +W i (2)

[0098] D i ≥T i -T i-1 -t i-1,j (3)

[0099] W i ≥D i (4)

[0100] The above model is solved using a special mixed integer programming solver to obtain the train timetable.

[0101] Step 8: ATS releases the fault occupation.

[0102] After the faulty train reaches the offline position, the fault occupancy set by the ATS should be released after confirmation by the dispatcher.

[0103] Step 9: Resume normal operations.

[0104] After the faulty train is off the line, the intelligent dispatching unit adjusts the driving plan according to the number of stranded passengers. If there are too many stranded passengers, the train frequency will be increased to restore normal operation as soon as possible. For delays that have occurred, the departure time of subsequent trains will be readjusted to reduce the impact on the entire transportation network.

[0105] This embodiment realizes safe operation without driver intervention through the coordinated control of the intelligent dispatching unit and the train autonomous driving module. When the on-board communication module fails, the intelligent dispatching unit predicts the destination of the faulty train based on the fault location and the preset fault-operation strategy, and adjusts the operation plan based on the real-time passenger flow, the location of the faulty train (collected by trackside equipment) and the status of the subsequent train to minimize the impact of the train communication module failure; in this process, the intelligent dispatching unit ensures the safety of the faulty train's route through interlocking.

[0106] The faulty train autonomously determines the destination of the trip based on the location of the fault, and obtains information such as the location of obstacles ahead (front vehicle, switches, etc.) and the driving environment through the autonomous perception module. It autonomously calculates the movement authorization based on the perception results, and calculates the safety protection speed (EBI) based on the movement authorization, electronic map, and speed limit under fault-operation. ATO controls the autonomous operation of the train based on the EBI and the destination plan.

[0107] The autonomous operation method of the urban rail FAO train proposed in this embodiment can ensure that the FAO train can continue to operate when a communication failure occurs, avoiding affecting other normal trains on the track, reducing operational risks, and improving risk resistance. At the same time, since the train can autonomously operate to a safe passenger clearance position, the safety of passengers on the faulty train is guaranteed, and the train rescue speed is improved.

[0108] The advantage of this embodiment comes from the addition of an autonomous sensing module to the on-board equipment. The autonomous sensing module can enable the train to autonomously detect obstacles ahead and autonomously calculate movement authorization, thereby enabling the train to continue to operate autonomously in the event of a communication failure.

[0109] The present application also provides an application scenario, which applies the above-mentioned urban rail FAO autonomous operation method under the on-board communication module failure. Specifically: The urban rail FAO autonomous operation method under the on-board communication module failure provided in this embodiment can be applied to the scenario of ensuring the stability of train operation during peak hours. The scenario includes a fault detection link, a fault isolation link and an emergency response link. The urban rail FAO autonomous operation method under the on-board communication module failure provided in this embodiment is a key measure in the fault isolation link.

[0110] This article uses specific examples to illustrate the principles and implementation methods of this application. The description of the above embodiments is only used to help understand the method and core ideas of this application. At the same time, for those skilled in the art, according to the ideas of this application, there will be changes in the specific implementation methods and application scope. In summary, the content of this specification should not be understood as limiting this application.

Claims

1. A method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure, characterized in that: The urban rail FAO autonomous operation method under the condition of vehicle-mounted communication module failure includes: The ground subsystem and the onboard subsystem of the faulty train obtain the fault location, wherein the fault location refers to the train location at the last communication between the ground subsystem and the onboard subsystem, and the faulty train refers to the train in which the onboard communication module in the onboard subsystem fails; The onboard subsystem and the ground subsystem respectively determine a relevant route table according to the fault location, wherein the relevant route table is used to query the route of the fault train from the fault location to the target location; The on-board subsystem identifies an obstacle ahead of the faulty train on the approach route, calculates a recommended speed according to the identified obstacle position, and controls the faulty train to autonomously run to the target position according to the recommended speed; The ground subsystem selects a route for the faulty train according to the relevant route table, and determines different operation strategies according to the relationship between the real-time position of the faulty train and the target position, wherein the operation strategy is used for scheduling and managing trains on the entire line.

2. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 1, characterized in that: The vehicle-mounted subsystem determines a relevant route table according to the fault location, specifically including: The vehicle-mounted device in the vehicle-mounted subsystem determines a clearing position according to the fault occurrence position and the line topology, wherein the clearing position is a passenger evacuation position; The on-board device determines the offline position of the faulty train according to the line topology and the passenger clearing position; The on-board equipment determines the driving path of the faulty train according to the fault occurrence location, the passenger clearance location and the offline location, and obtains a related route table according to the driving path.

3. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 1, characterized in that: The on-board subsystem identifies obstacles ahead of the faulty train on the approach route, specifically including: The autonomous sensing module in the vehicle-mounted subsystem acquires images of the front and surrounding environment of the faulty train; The autonomous perception module uses an image recognition algorithm to identify the category and position of the obstacle in the image. When the category of the obstacle is a turnout, it is determined whether the turnout position determined by the relevant route table is consistent with the turnout position identified by the image to obtain a first judgment result; when the first judgment result is yes, the turnout in the image is an obstacle; when the first judgment result is no, the turnout in the image is not an obstacle.

4. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 1, characterized in that: Calculating a recommended speed according to the identified obstacle position, and controlling the faulty train to autonomously run to the target position according to the recommended speed, specifically includes: The autonomous sensing module in the vehicle-mounted subsystem calculates the distance between the obstacle and the train according to the identified obstacle position, wherein the distance between the obstacle and the train is a safe distance between each identified obstacle and the faulty train; The autonomous perception module calculates the movement authorization according to the distance between the obstacle and the train, the maximum perception distance, and the distance between the current position of the faulty train and the position of the next parking point; The train automatic protection module in the onboard subsystem calculates the emergency braking speed of the faulty train according to the safety braking model and the movement authorization; The train automatic driving module in the on-board subsystem calculates the recommended speed according to the emergency braking speed, and controls the faulty train to autonomously run to the target position according to the recommended speed.

5. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 1, characterized in that: The ground subsystem selects a route for the faulty train according to the relevant route table, specifically including: The train automatic monitoring module in the ground subsystem sends a route command to the interlocking module in the ground subsystem according to the relevant route table; The interlocking module selects an approach route according to the approach command.

6. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 1, characterized in that: Determining different operation strategies according to the relationship between the real-time position of the faulty train and the target position specifically includes: The train automatic monitoring module in the ground subsystem determines the real-time position of the faulty train according to the position of the trackside equipment on the selected approach route; When the relationship between the real-time position and the target position is that the real-time position is not at the target position, the train automatic monitoring module sets the track section where the faulty train is located to a faulty occupied state, optimizes the full-line train operation diagram according to the real-time position, and controls the full-line train operation according to the optimized full-line train operation diagram; When the relationship between the real-time position and the target position is that the real-time position is at the target position, the train automatic monitoring module sets the track section where the faulty train is located to a fault-relieved state, adjusts the driving plan according to the number of stranded passengers, and controls the operation of trains on the entire line according to the adjusted driving plan.

7. The method for autonomous operation of urban rail FAO under the condition of vehicle-mounted communication module failure according to claim 6, characterized in that: Optimizing the train operation diagram of the entire line according to the real-time position specifically includes: The intelligent dispatching unit in the ground subsystem calculates the real-time running speed of the faulty train according to the real-time position; The intelligent dispatching unit calculates the running time of the faulty train to the next parking point according to the real-time running speed; The intelligent scheduling unit inputs the running time into the full-line train operation diagram adjustment model to obtain an optimized full-line train operation diagram, wherein the full-line train operation diagram adjustment model includes an objective function and a set of constraint conditions, the objective function is a function constructed with the goal of minimizing train delay time, and the constraint condition set includes train travel time constraints, delay and stop time relationship constraints, and waiting time and delay time relationship constraints.

8. An urban rail FAO autonomous operation device under vehicle communication module failure, characterized in that: The urban rail FAO autonomous operation device under the failure of the on-board communication module includes: Ground subsystems and onboard subsystems of the faulty train; The ground subsystem is used to obtain the fault location, determine the relevant route table according to the fault location, identify the obstacle in front of the faulty train on the route, calculate the recommended speed according to the identified obstacle location, and control the faulty train to autonomously run to the target location according to the recommended speed; wherein the fault location refers to the train location at the time of the last communication between the ground subsystem and the on-board subsystem; the faulty train refers to a train in which the on-board communication module in the on-board subsystem fails; the relevant route table is used to query the route of the faulty train from the fault location to the target location; The on-board subsystem is used to obtain the location of the fault, determine a relevant route table based on the fault location, select a route for the faulty train based on the relevant route table, and determine different operation strategies based on the relationship between the real-time location of the faulty train and the target location, wherein the operation strategy is used to schedule and manage trains on the entire line.

9. The urban rail FAO autonomous operation device under vehicle-mounted communication module failure according to claim 8, characterized in that: The vehicle-mounted subsystem also includes an autonomous perception module; The autonomous perception module is used to obtain images of the front and surrounding environment of the faulty train, use an image recognition algorithm to identify the type and position of obstacles in the image, calculate the distance between the obstacle and the train based on the identified obstacle position, and calculate the movement authorization based on the distance between the obstacle and the train, the maximum perception distance, and the distance between the current position of the faulty train and the next parking point. When the type of the obstacle is a turnout, it is determined whether the turnout position determined by the relevant route table and the turnout position identified by the image are consistent to obtain a first judgment result; when the first judgment result is yes, the turnout in the image is an obstacle; when the first judgment result is no, the turnout in the image is not an obstacle; the distance between the obstacle and the train is the safe distance between each identified obstacle and the faulty train.

10. The urban rail FAO autonomous operation device under vehicle-mounted communication module failure according to claim 8, characterized in that: The ground subsystem also includes a train automatic monitoring module; the train automatic monitoring module also includes an intelligent scheduling unit; The intelligent scheduling unit is used to calculate the real-time running speed of the faulty train according to the real-time position, calculate the running time of the faulty train to the next stopping point according to the real-time running speed, and input the running time into the full-line train operation diagram adjustment model to obtain an optimized full-line train operation diagram, wherein the full-line train operation diagram adjustment model includes an objective function and a set of constraint conditions, the objective function is a function constructed with the goal of minimizing train delay time, and the set of constraint conditions includes train travel time constraints, delay and stop time relationship constraints, and waiting time and delay time relationship constraints.

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