Auxiliary driving method, system, medium and equipment for high-speed motor train unit

Abstract

The invention provides an auxiliary driving method and system for a high-speed motor train unit, a medium and equipment, and relates to the field of train operation control, and the method comprises the steps: determining an auxiliary driving working mode corresponding to an auxiliary driving request when the auxiliary driving request is detected; and calling corresponding auxiliary driving information in the auxiliary driving guidance information, the real-time auxiliary driving guidance information and the automatic driving control information according to the auxiliary driving working mode to carry out auxiliary driving. When the auxiliary driving request is detected, the corresponding auxiliary driving working mode is determined firstly, and different auxiliary driving working modes can be started in different application scenes so as to adapt to auxiliary driving of the high-speed motor train unit in different external scenes.

Description

Technical Field

[0001] The present application relates to the field of train operation control, and in particular to an assisted driving method, system, medium and equipment for high-speed EMUs. Background Art

[0002] Traditional train driving relies on driver control. It is often difficult to ensure the punctuality, comfort and energy efficiency of train operation by relying solely on manual operation based on driver experience. Therefore, how to ensure the availability of train driving is a technical problem that technical personnel in this field urgently need to solve. Summary of the invention

[0003] The purpose of the present application is to provide an assisted driving method, system, computer-readable storage medium and electronic device for a high-speed EMU, which can realize assisted driving in different application scenarios of the high-speed EMU.

[0004] In order to solve the above technical problems, the present application provides an assisted driving method for a high-speed EMU, and the specific technical solution is as follows:

[0005] When an assisted driving request is detected, determining an assisted driving working mode corresponding to the assisted driving request;

[0006] If the assisted driving working mode is the offline assisted driving mode, obtaining the positioning information of the high-speed EMU, calling the assisted driving data to generate assisted driving guidance information based on the positioning information;

[0007] If the assisted driving working mode is the online assisted driving mode, the train travel control information and the positioning information are obtained, and real-time assisted driving guidance information is generated according to the train travel control information, the positioning information and the assisted driving data; the real-time assisted driving guidance information includes travel speed curve planning information generated based on the positioning information;

[0008] If the assisted driving working mode is the automatic cruise mode, the train travel control information and the positioning information are obtained, and whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, the assisted driving data is called in the automatic cruise mode to generate the automatic driving control information;

[0009] According to the assisted driving working mode, the corresponding assisted driving information in the assisted driving guidance information, the real-time assisted driving guidance information and the automatic driving control information is called to perform assisted driving.

[0010] Optionally, the method for acquiring the positioning information includes:

[0011] Obtaining running time data and navigation information from assisted driving data;

[0012] Acquiring real-time position data of the high-speed train set;

[0013] The positioning information is determined based on the runtime data, the real-time position data and the navigation information.

[0014] Optionally, obtaining the real-time position data of the high-speed train set includes:

[0015] Calling the on-board train overspeed protection device to exchange information with the ground transponder to calibrate and obtain the real-time position data of the high-speed EMU;

[0016] Or, using Beidou differential positioning to locate the vehicle-mounted positioning plug-in to determine the real-time position data of the high-speed EMU;

[0017] Alternatively, a vehicle-mounted obstacle detection system is used to identify the location of a stop sign and the distance to the stop sign, and the real-time position data of the high-speed train set is calculated based on the speed integral.

[0018] Optionally, calling the assisted driving data to generate the assisted driving guidance information based on the positioning information includes:

[0019] According to the positioning information, the navigation data in the assisted driving data is matched to obtain the road condition information contained in the driving ahead of the high-speed EMU, and the running time data in the assisted driving data is matched to obtain the standard arrival time; the road condition information includes ramps, curves, tunnels, bridges, phase separations, signals, station information, speed limit information and distance information of the station ahead.

[0020] Optionally, generating real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data includes:

[0021] If the travel speed curve planning information includes dynamic travel speed information, the real-time speed of the high-speed EMU is determined according to the positioning information; the remaining distance and remaining time to the station ahead are determined according to the auxiliary driving data and the positioning information; and the train energy-saving operation speed curve for feeding back the dynamic travel speed information is set according to the train travel control information, the real-time speed, the remaining distance, the remaining time and the navigation information in the auxiliary driving data;

[0022] If the travel speed curve planning information includes inter-station travel speed information, the real-time speed of the high-speed EMU is determined according to the positioning information; the route navigation information from the current station to the next station is determined according to the assisted driving data and the positioning information, and the inter-station optimal speed curve for the entire journey is planned and fed back based on the running time data in the assisted driving data.

[0023] Optionally, setting a train energy-saving operation speed curve for feeding back the dynamic driving speed information according to the train driving control information, the real-time vehicle speed, the remaining distance, the remaining time, and the navigation information in the auxiliary driving data includes:

[0024] Determining train parameters, train load status and EMU traction and braking performance in the train travel control information;

[0025] Calculating the running resistance according to the train parameters, the train load state and the traction and braking performance of the motor vehicle;

[0026] The remaining distance and the remaining time are used as conditional parameters, and an optimization operation algorithm is used according to the operation resistance to plan the energy-saving operation speed of the high-speed EMU.

[0027] Optionally, taking the remaining distance and the remaining time as conditional parameters and planning the energy-saving running speed of the high-speed train set by using an optimization operation algorithm according to the running resistance includes:

[0028] Determining a route ramp according to the navigation information in the auxiliary driving data, and dividing the route ramp into a plurality of route sub-intervals;

[0029] Converting the line characteristic information of the plurality of line subsections into state constraints and control constraints; the state constraints are the position information, speed information and acceleration information of the high-speed EMU in the line subsection, and the control constraints are the traction and braking performance of the high-speed EMU in the line subsection;

[0030] An energy-saving operation objective function is set according to the operating energy consumption of the high-speed EMU traveling the remaining distance within the remaining time, the train traction and braking performance, and the train energy conversion efficiency;

[0031] Converting the energy-saving operation objective function into the position domain of the route sub-interval, solving the energy-saving operation objective function, and obtaining the driving acceleration in each of the route sub-intervals;

[0032] The energy-saving train running speed of the high-speed train set is obtained according to the running acceleration.

[0033] Optionally, also include:

[0034] Determine the tunnel location in the navigation information according to the assisted driving data;

[0035] When the high-speed train unit reaches the tunnel position, the vehicle electrical circuit is controlled; the vehicle electrical circuit is used to achieve at least one of tunnel headlight brightness adjustment, automatic whistle at the tunnel entrance, and interior lighting adjustment.

[0036] Optionally, if the assisted driving working mode corresponding to the assisted driving request is an online assisted driving mode, and the train driving control information cannot be obtained, the method further includes:

[0037] Generate abnormal prompt information for the online assisted driving mode, and call the mode conversion condition table to switch to the currently executable assisted driving working mode.

[0038] Optionally, the mode conversion condition table is generated in a manner including:

[0039] A mode conversion condition table is generated according to the logical relationship between whether the positioning information is successfully acquired, whether the train travel control information is successfully acquired, and whether there is an abnormality in the onboard control system of the high-speed EMU.

[0040] Optionally, if the assisted driving working mode is the online assisted driving mode, it also includes:

[0041] Obtain real-time weather information and enable severe weather assisted driving warning when severe weather is detected; the severe weather assisted driving warning includes enabling windshield wipers and wheel-track sanding.

[0042] Optionally, also include:

[0043] The assisted driving information and operation suggestion information generated based on the assisted driving information are displayed on an onboard display device of the high-speed EMU.

[0044] The present application also provides an auxiliary driving system for a high-speed train, comprising:

[0045] A mode switching module, used to determine the assisted driving working mode corresponding to the assisted driving request when an assisted driving request is detected;

[0046] An offline assisted driving module, used for obtaining the positioning information of the high-speed EMU if the assisted driving working mode is the offline assisted driving mode, and calling the assisted driving data to generate assisted driving guidance information based on the positioning information;

[0047] an online assisted driving module, for obtaining train travel control information and the positioning information if the assisted driving working mode is the online assisted driving mode, and generating real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data; the real-time assisted driving guidance information includes travel speed curve planning information generated based on the positioning information;

[0048] The automatic cruise driving module is used to obtain the train travel control information and the positioning information if the auxiliary driving working mode is the automatic cruise mode, and determine whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, call the auxiliary driving data to generate automatic driving control information in the automatic cruise mode;

[0049] The assisted driving output module is used to call the offline assisted driving module, the online assisted driving module and the automatic cruise driving module to perform assisted driving according to the assisted driving working mode.

[0050] The present application also provides a computer-readable storage medium having a computer program stored thereon, and the computer program implements the steps of the above-mentioned method when executed by a processor.

[0051] The present application also provides a server, including a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the steps of the above-mentioned method when calling the computer program in the memory.

[0052] The present application provides an assisted driving method for a high-speed EMU, comprising: when an assisted driving request is detected, determining an assisted driving working mode corresponding to the assisted driving request; if the assisted driving working mode is an offline assisted driving mode, obtaining the positioning information of the high-speed EMU, calling the assisted driving data to generate assisted driving guidance information based on the positioning information; if the assisted driving working mode is an online assisted driving mode, obtaining the train travel control information and the positioning information, and generating real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data; the real-time assisted driving guidance information includes travel speed curve planning information generated based on the positioning information; if the assisted driving working mode is an automatic cruise mode, obtaining the train travel control information and the positioning information, and determining whether a controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, calling the assisted driving data in the automatic cruise mode to generate automatic driving control information; calling the assisted driving guidance information, the real-time assisted driving guidance information and the corresponding assisted driving information in the automatic driving control information according to the assisted driving working mode to perform assisted driving.

[0053] When the assisted driving request is detected, the present application first determines the corresponding assisted driving working mode, and can enable different assisted driving working modes in different application scenarios to adapt to the assisted driving of high-speed EMUs in different external scenarios. When the train driving control information cannot be obtained, the offline assisted driving mode can be entered, and the assisted driving guidance information can be generated according to the pre-downloaded assisted driving data, which can meet the assisted driving needs of positioning matching navigation and running time determination. When entering the online assisted driving mode, real-time assisted driving guidance information can be generated according to the train driving control information and positioning information, so that based on the driving speed curve planning information, the high-speed EMU can travel according to the recommended driving mode calculated in real time, and reduce the operating energy consumption while ensuring punctual operation. At the same time, the automatic cruise mode can also be used to reduce the driving requirements for the driver, which helps to relieve the driver's work fatigue and focus more on driving in dangerous sections, thereby ensuring driving safety.

[0054] The present application also provides an assisted driving system for a high-speed EMU, a computer-readable storage medium and an electronic device, which have the above-mentioned beneficial effects and will not be described in detail here. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] 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 or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying any creative work.

[0056] Figure 1 A flowchart of an assisted driving method for a high-speed EMU provided in an embodiment of the present application;

[0057] Figure 2 A schematic diagram of the switching of the assisted driving working mode provided in the embodiment of the present application;

[0058] Figure 3 A schematic diagram of an application scenario of assisted driving of a high-speed train provided in an embodiment of the present application;

[0059] Figure 4 A schematic diagram of the structure of an assisted driving system for a high-speed EMU provided in an embodiment of the present application. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are 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.

[0061] Please refer to Figure 1 , Figure 1 A flowchart of an assisted driving method for a high-speed train set provided in an embodiment of the present application, the method comprising:

[0062] S101: When an assisted driving request is detected, determining an assisted driving working mode corresponding to the assisted driving request;

[0063] S102: If the assisted driving working mode is the offline assisted driving mode, obtaining the positioning information of the high-speed EMU, calling the assisted driving data to generate assisted driving guidance information based on the positioning information;

[0064] S103: If the assisted driving working mode is the online assisted driving mode, obtain the train travel control information and the positioning information, and generate real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data; the real-time assisted driving guidance information includes travel speed curve planning information generated based on the positioning information;

[0065] S104: If the assisted driving working mode is the automatic cruise mode, the train travel control information and the positioning information are obtained, and whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, the assisted driving data is called in the automatic cruise mode to generate the automatic driving control information;

[0066] S105: Call the corresponding assisted driving information in the assisted driving guidance information, the real-time assisted driving guidance information and the automatic driving control information to perform assisted driving according to the assisted driving working mode.

[0067] When an assisted driving request is detected, the assisted driving mode corresponding to the assisted driving request is first determined. The assisted driving request can be parsed to determine the corresponding assisted driving mode, or the user can determine the assisted driving mode by providing a selection box according to the assisted driving request. That is, the assisted driving request does not necessarily include the assisted driving mode. In addition, the determined assisted driving mode can be directly determined according to the assisted driving request issued by the user, or the appropriate assisted driving mode can be automatically adapted according to the current driving scenario of the high-speed EMU.

[0068] It is easy to see that steps S102-S104 in this embodiment are parallel steps. The following describes the three assisted driving modes included in this embodiment:

[0069] The assisted driving mode includes an offline assisted driving mode, an online assisted driving mode and an automatic cruise mode. This embodiment can be applied to a DAS (Driver Assistance System) driver assisted driving system.

[0070] After the driver assistance system is powered on and completes self-test, it enters standby mode, in which it does not have the assisted driving prompt or control function. Thereafter, the corresponding mode can be entered according to the assisted driving working mode determined in step 101.

[0071] In the offline assisted driving mode, the positioning information of the high-speed EMU is obtained, and the assisted driving data is called to generate assisted driving guidance information based on the positioning information. The driver assisted driving system can download all data to the high-speed EMU at the beginning or before the driving process, and cannot be updated during the entire driving process. In addition to obtaining the train positioning information, other data such as the on-board control system, signal system, dispatching system, line data, etc. cannot be obtained to dynamically adjust the operation planning curve.

[0072] Specifically, the navigation data in the auxiliary driving data can be matched with the positioning information to obtain the road condition information of the high-speed train ahead, and the running time data in the auxiliary driving data can be matched to obtain the standard arrival time. The road condition information includes ramps, curves, tunnels, bridges, phase separation, signal machines, station information, speed limit information and the distance information of the station ahead.

[0073] In the online assisted driving mode, the train travel control information and the positioning information can be obtained, so as to generate real-time assisted driving guidance information based on the train travel control information, the positioning information and the assisted driving data. At this time, the driver assisted driving system communicates with the signal system, the dispatching system, and the vehicle control system, and can obtain online train travel control information. In the online assisted driving mode, the assisted driving strategy can be adjusted according to the online data. The ability to dynamically adjust can also be determined based on the completeness of the equipment required for access. It should be emphasized that the real-time assisted driving guidance information includes the travel speed curve planning information generated based on the positioning information, that is, the travel of the high-speed EMU can be planned in real time, and real-time travel adjustments can be made.

[0074] In addition, in the online assisted driving mode, it is necessary to generate driving speed curve planning information. The driving speed curve planning information can include dynamic driving speed information and inter-station driving speed information. The former can dynamically plan the train driving speed within a set distance ahead, such as 10km~20km, and the inter-station planning can plan the train driving speed planning between the current station and the next stop.

[0075] If the travel speed curve planning information includes dynamic travel speed information, the real-time speed of the high-speed EMU is determined according to the positioning information; the remaining distance and remaining time to the station ahead are determined according to the auxiliary driving data and the positioning information; the train energy-saving operation speed curve for feeding back dynamic travel speed information is set according to the train travel control information, the real-time speed, the remaining distance, the remaining time and the navigation information in the auxiliary driving data;

[0076] If the travel speed curve planning information includes the travel speed information between stations, the real-time speed of the high-speed EMU is determined according to the positioning information; the route navigation information from the current station to the next station is determined according to the assisted driving data and the positioning information, and the optimal speed curve for the entire inter-station journey is planned based on the feedback of the travel speed information between stations in combination with the running time data in the assisted driving data.

[0077] When planning dynamic driving speed information, the assisted driving system can dynamically adjust the energy-saving planning curve based on the remaining distance, remaining time and current speed of the high-speed EMU from the station ahead, and comprehensively consider the EMU performance and line navigation information on the premise of meeting the specified requirements. When the EMU has power loss, motor failure, the driver's speed control is inconsistent with the auxiliary driving system's operation suggestions, resulting in a large deviation between the actual speed and the planned speed, the assisted driving system will re-trigger the local planning. In the online assisted driving mode, if the train overspeed protection equipment has temporary speed limit information and temporary dispatching commands, the assisted driving system will plan the speed control in advance according to the temporary speed limit and temporary dispatching command information, guide the driver to safely pass the temporary speed limit and execute the temporary dispatching command, and give corresponding prompts. In the local planning human-computer interaction interface, the EMU position remains unchanged, and the navigation information, planning curve, speed limit, etc. retreat relative to the EMU.

[0078] When planning between stations, the auxiliary driving system will plan the optimal energy-saving planning curve for the entire inter-station journey based on the route navigation information from the current station to the next station and the operating time requirements when in the station, and will no longer dynamically update the plan based on abnormal conditions during operation. In the inter-station planning human-computer interaction interface, the navigation information, planning curve, speed limit, etc. remain in the display interface, and the EMU moves forward.

[0079] The two planning methods can be executed at the same time, that is, the energy-saving speed curve of the train and the optimal speed curve for the entire journey between stations. Users can view the corresponding speed planning curve through the display device. By providing switchable local planning and inter-station planning methods, it can meet the crew's needs for speed planning, operation recommendations and viewing in different ranges such as global (i.e., between stations) and local.

[0080] In the automatic cruise mode, the train driving control information and the positioning information can be obtained, and whether the controllable vehicle conditions are met can be determined based on the train driving control information and the positioning information; if the controllable vehicle conditions are met, the auxiliary driving data is called in the automatic cruise mode to generate automatic driving control information. When the controllable vehicle conditions are met, the auxiliary driving working mode can be upgraded to the automatic cruise mode, and the train application scenarios within a specific range are automatically controlled to replace the driver's operation. The automatic cruise mode is an extended upgrade mode, that is, the automatic cruise mode is a more advanced auxiliary driving mode than the offline assisted driving mode and the online assisted driving mode. The automatic cruise mode can only be entered under the controllable vehicle conditions. The controllable vehicle conditions are not specifically limited here, for example, it can include but is not limited to the acquisition of train driving control information and positioning information without abnormalities, and the weather environment and track environment are normal.

[0081] There is no limitation on how to obtain the positioning information, and the positioning information obtaining method described below can be used in the above three assisted driving modes.

[0082] The first step is to obtain the real-time position data of the high-speed train set;

[0083] Step 2: Read the running time data and navigation information from the pre-stored data of the assisted driving;

[0084] Step 3: determining the running time data, the real-time location data and the navigation information according to the real-time location data.

[0085] When obtaining the real-time position data of the high-speed train set, any of the following methods may be used, or a combination of multiple methods may be used simultaneously to obtain more accurate real-time position data.

[0086] Calling the on-board train overspeed protection device to exchange information with the ground transponder to calibrate and obtain the real-time position data of the high-speed EMU;

[0087] Or, using Beidou differential positioning to locate the vehicle-mounted positioning plug-in to determine the real-time position data of the high-speed EMU;

[0088] Alternatively, a vehicle-mounted obstacle detection system is used to identify the location of a fixed scene or a stop sign and the distance to the scene or the stop sign, and the real-time position data of the high-speed train set is calculated based on the speed integral.

[0089] Specifically, ATP train overspeed protection equipment can be used. After the on-board train overspeed protection equipment is powered on, it can calibrate the position of the EMU through the ground transponder. After the train overspeed protection equipment obtains the position information, it can provide accurate positioning information and navigation information for the driver's assisted driving system, thereby realizing online assisted driving mode.

[0090] In the assisted driving system, a positioning plug-in can be added to the onboard host of the driver assisted driving system, and Beidou differential positioning can be used to determine the current kilometer mark information for the driver assisted driving system. Or an obstacle detection system can be added, and the IDAS device (onboard obstacle detection system) can be added to the vehicle to identify the position and distance of the parking sign in a fixed scene or the parking point on the ground in front, calibrate the position of the EMU, and calculate the current EMU position based on the EMU speed integral. To achieve offline assisted driving mode, during offline assisted driving, the driver assisted driving system can match navigation data and running time data based on positioning information and pre-stored electronic map files in the assisted driving data, and obtain information such as the ramp, curve, tunnel, bridge, phase split, signal, station, speed limit, front distance and standard arrival time in front of the EMU.

[0091] It can be seen that by obtaining the location of the high-speed EMU, the operating time of the next station, and the navigation data of the line ramp, curve, tunnel, phase, etc., it can be used to calculate the driving speed planning curve of the high-speed EMU, among which the operating time data and navigation data can be preset through auxiliary driving data, and the positioning information needs to be obtained in real time. A variety of methods can be used to obtain real-time position data to determine the positioning information.

[0092] When an assisted driving request is detected, the embodiment of the present application first determines the corresponding assisted driving working mode, and can enable different assisted driving working modes in different application scenarios to adapt to the assisted driving of high-speed EMUs in different external scenarios. When the train driving control information cannot be obtained, the offline assisted driving mode is entered, and the assisted driving guidance information is generated by matching the pre-stored assisted driving data according to the positioning information. In the online assisted driving mode, real-time assisted driving guidance information can be generated according to the train driving control information and positioning information, so that based on the driving speed curve planning information, the driver can drive according to the recommended driving method calculated in real time, thereby reducing the operating energy consumption while ensuring punctual operation. At the same time, an automatic cruise mode can also be used to reduce the driving requirements for the driver, help alleviate the driver's work fatigue, and focus more on driving in dangerous sections, thereby ensuring driving safety.

[0093] In addition, for the assisted driving mode requested by the assisted driving request, the corresponding assisted driving mode can only be entered when the operating conditions of the assisted driving mode are met.

[0094] The following describes how to set the train energy-saving running speed curve:

[0095] The first step is to determine the train parameters, train load status and EMU traction and braking performance in the train travel control information;

[0096] Step 2: calculating the running resistance according to the train parameters, the train load state and the traction and braking performance of the motor vehicle;

[0097] The third step is to use the remaining distance and the remaining time as conditional parameters and to plan the energy-saving running speed of the high-speed EMU train according to the running resistance by using an optimization operation algorithm.

[0098] When using the optimization control algorithm to plan the energy-saving running speed of the train, the following methods can be used:

[0099] The first step is to determine a route ramp according to the navigation information in the auxiliary driving data, and divide the route ramp into a plurality of route sub-intervals;

[0100] Step 2: converting the line characteristic information of the plurality of line sub-intervals into state constraints and control constraints;

[0101] Step 3: setting an energy-saving operation objective function according to the operation energy consumption of the high-speed EMU traveling the remaining distance within the remaining time, the train traction and braking performance, and the train energy conversion efficiency;

[0102] Step 4: convert the energy-saving operation objective function into the position domain of the route sub-interval, solve the energy-saving operation objective function, and obtain the driving acceleration in each of the route sub-intervals;

[0103] Step 5: obtaining the energy-saving running speed of the high-speed train set according to the running acceleration.

[0104] Firstly, the optimization target is designed into several line sub-sections according to the train line slope, and the line characteristic information of the line sub-section is converted into state constraints and control constraints. The state constraints are the position information, speed information and acceleration information of the high-speed EMU in the line sub-section, and the control constraints are the traction and braking performance of the high-speed EMU in the line sub-section, which can improve the adaptability of the energy-saving target to the handling characteristics under the change of line information.

[0105] Design energy-saving objective function. The main optimization goal of high-speed EMU energy saving is to reduce the running energy consumption of the train on the basis of ensuring safety, punctuality and comfort. Since the actual output traction of the train is affected by the electrical characteristics of the motor, converter, transmission line and other equipment, and is negatively correlated with the speed of the train, the energy-saving objective function based on the train model can be expressed as:

[0106] ;

[0107] Where E is the running energy consumption of the train in a given running time T, vF(v) is the mechanical power obtained by the train, It is the conversion efficiency of the train's electrical energy and kinetic energy.

[0108] The energy-saving operation objective function is converted into the location domain of the line sub-interval:

[0109] ;

[0110] The embodiment of the present application designs the train driving sequence decision based on the energy-saving objective function. The objective function is solved to obtain the acceleration of each line sub-interval, and then the traction / braking force and the corresponding planned speed curve are obtained through Newton's second law, so that the energy-saving running speed of the high-speed EMU can be obtained according to the driving acceleration.

[0111] In addition, the driver assistance system can also automatically output the corresponding recommended operation suggestions according to the traction mode selected by the driver. In speed mode, the assisted driving system takes into account the existing traction / brake loading slope of the EMU control system to maximize the driver's control of the EMU to closely follow the driving speed planning curve when following the assisted driving operation suggestions, thereby achieving good energy-saving effects. Visual operation suggestion information and estimated arrival time, expected delay and other information are output in the human-computer interaction unit.

[0112] Based on the above embodiments, the assisted driving working modes disclosed in this application can be switched. The system can switch modes according to the online status of the configured device or the associated device, whether it is interactive, and the driver's use needs when the corresponding conditions are met. Figure 2 As shown, Figure 2 A schematic diagram of the switching of the assisted driving working modes provided in an embodiment of the present application.

[0113] The corresponding conversion conditions can be found in Table 1, which is a conversion condition table of the assisted driving working mode. Each element in the table represents the condition sequence number for the horizontal header to enter the vertical header.

[0114] Table 1 Conversion conditions of assisted driving working mode

[0115]

[0116] Figure 2 , taking standby as the initial mode, the transition conditions of each auxiliary driving working mode are as follows:

[0117] Condition 1 means the system is powered on;

[0118] Condition 2 means that the system self-check is normal ∩ the train positioning is normal;

[0119] Condition 3 indicates that the current mode is offline assisted driving mode ∩ the exit assisted driving command is triggered;

[0120] Condition 4 means that condition 2∩getting the vehicle control system or signal system interface is normal;

[0121] Condition 5 indicates that the current mode is online assisted driving. All vehicle control system or signal system interfaces are interrupted.

[0122] Condition 6 means that the system is currently in automatic cruise mode ∩ the network control system is not under control;

[0123] Condition 7 indicates that the system is currently in online assisted driving mode ∩ the network control system is controlled;

[0124] Condition 8 indicates that the current state is in automatic cruise mode ∩ the exit assisted driving command is triggered;

[0125] Condition 9 means condition 2 ∩ obtain vehicle control system ∩ signal system interface is normal ∩ network control system is controlled;

[0126] Condition 10 means condition 2 ∩ normal train positioning ∩ normal acquisition of onboard control system or signal system interface

[0127] Condition 11 indicates that the current state is in online assisted driving mode ∩ the exit assisted driving command is triggered;

[0128] Among them, “∩” represents logical AND.

[0129] See also Figure 3 , Figure 3 A schematic diagram of an application scenario of assisted driving of a high-speed train provided in an embodiment of the present application. Figure 3 In the high-speed EMU, the auxiliary system can include the on-board part (i.e. Figure 3 The ground part can be configured according to the system function.

[0130] The on-board part adds an auxiliary driving device and an auxiliary driving human-computer interaction unit (combined screen or independent screen) on the basis of the existing train equipment. It can be configured to add an on-board obstacle detection unit and cameras, radars and other perception sensors.

[0131] The ground part adds a ground data server (configurable) and a ground control terminal (configurable) on the basis of existing ground equipment. The assisted driving system can communicate with the ground data server to remotely update basic data such as assisted driving data, and the ground control terminal can issue remote control instructions or update basic data. The ground data server and ground operation terminal can be configured as needed.

[0132] The auxiliary system on-board associated system includes the on-board train overspeed protection equipment system (i.e. Figure 3 The on-board ATP system), network control system, on-board data unit, vehicle electrical system, etc. The ground system association includes wireless communication system, CTC system, temporary speed limit server, etc.

[0133] The vehicle-mounted association system is described as follows:

[0134] On-board train overspeed protection equipment system: The auxiliary system can be connected to the train overspeed protection equipment system through Ethernet. The on-board train overspeed protection equipment system can send data such as train positioning, protection curve, current speed limit, and operating level to the auxiliary system.

[0135] On-board data unit: The on-board data unit communicates with the auxiliary system via Ethernet, and can send information such as the train control equipment clock, operating speed, mileage, braking status, and train operating status to the auxiliary driving system.

[0136] Network control system: The auxiliary system can be connected to the network control system through MVB (Multifunction Vehicle Bus) or ETH (Ethernet). The network control system can send information such as train traction and braking status, train pantograph, main and auxiliary switch status, marshalling status, door status, idling / coasting, and vehicle weight to the auxiliary system.

[0137] Vehicle electrical: The auxiliary system can control the vehicle's electrical circuits according to the assisted driving working mode, such as tunnel headlight adjustment, automatic horn at the tunnel entrance, interior lighting adjustment and other circuits.

[0138] The ground-related system is described as follows:

[0139] CTC (Centralized Traffic Control System) system: The assisted driving can communicate with the centralized traffic control system CTC through indirect vehicle-to-ground communication. The CTC system can send operation plans, dispatch commands and other information to the assisted driving system as a basis for adjusting the assisted driving operation plan.

[0140] Temporary speed limit server: The auxiliary system can communicate with the ground temporary speed limit server through direct or indirect vehicle-to-ground communication. The temporary speed limit server can send information such as temporary speed limit and line data (if any) to the auxiliary system as a basis for adjusting the temporary speed limit operation plan during assisted driving.

[0141] Train Control Center: The auxiliary system can communicate with the Train Control Center TCC (Train Control Center) through indirect train-to-ground communication, and the Train Control Center can send platform door information to the auxiliary system.

[0142] Wireless communication system: The on-board equipment communicates with the ground dispatch or temporary speed limit server through the wireless communication system.

[0143] In addition, the auxiliary system has a human-computer interaction module, which can be a separate module or combined with the existing microcomputer screen on the vehicle to realize the human-computer interaction function of main status information, curve display information, operation suggestion information, upcoming arrival information, text voice prompts and other information during assisted driving.

[0144] See Table 2, which is a schematic diagram of displayable contents of the human-computer interaction module.

[0145] Table 2 Schematic diagram of displayable contents of human-computer interaction module

[0146]

[0147] On the basis of the above embodiments, an operation assistance prompt function based on image recognition can also be provided in the assisted driving working mode. For example:

[0148] Positioning calibration function: Calibrate the position of the EMU according to the calibrated fixed position based on image recognition, or calibrate the position according to special signs on the road surface such as stop signs, to guide the EMU's driving speed planning and precise parking assistance.

[0149] Obstacle detection function: Detect when foreign objects (people, animals, objects) invade within the limit. When foreign objects are detected when the train is parked at a low speed in the station, the driver will be alerted and warned. Detect and warn of natural disasters along the direction of travel of the EMU based on image processing.

[0150] Driving environment recognition function: Based on image recognition, the brightness of the environment in front of the EMU is monitored. When the assisted driving detects that the driving environment is low in brightness or the EMU enters a tunnel, the assisted driving system controls the EMU to automatically turn on the headlights. In the tunnel, the direction of the headlights is automatically adjusted according to the direction of the tunnel. When the assisted driving system recognizes that the driving environment is rainy or snowy, it automatically turns on the wipers and prompts the driver to observe the wheel-rail adhesion performance and prepare to spread sand.

[0151] This embodiment combines line and obstacle detection, and performs automated driving assistance operations in conjunction with the vehicle's electrical circuits, thereby achieving advanced assisted driving.

[0152] On the basis of the above-mentioned embodiments, electrical operation auxiliary prompts and automatic control can also be realized in the assisted driving working mode.

[0153] In the assisted driving working mode, it has the function of prompting the line geographic navigation information, which prompts the line information ahead of the EMU that requires special attention, including the name and distance of the bridge ahead, the name, distance and length of the tunnel, the distance and length of the phased section, the section where whistle is prohibited and other special section information.

[0154] In the assisted driving working mode, the train can be awakened / sleep in the depot, the system can be powered on for self-detection and self-diagnosis, and the train preparation process can be automatically controlled. When the assisted driving system departs from the station, it will give a departure countdown prompt, provide departure operation guidance, and implement automatic departure control in the automatic cruise mode. When parking, it will provide parking mark prompts, estimated time and delay prompts, provide parking operation guidance, and implement automatic parking control in the automatic cruise mode. When running in the interval, the tunnel entrance will automatically sound the whistle and automatically open and close the air door. The phase-split section will automatically perform over-phase control. When cruising in the interval, it will provide operation guidance for the interval cruise. When on the platform, it will prompt the door switch status, platform door linkage prompt, and passenger boarding and alighting status prompt. Early warning and prompts will be issued when the system equipment fails and the related equipment fails.

[0155] An assisted driving system for a high-speed EMU provided in an embodiment of the present application is introduced below. The assisted driving system for the high-speed EMU described below and the assisted driving method for a high-speed EMU described above can be referenced to each other.

[0156] See also Figure 4 , Figure 4 A schematic diagram of the structure of an auxiliary driving system for a high-speed train provided in an embodiment of the present application, the system comprising:

[0157] Data preprocessing module, used to obtain train location, train running status, related system data, as well as pre-stored data and train running time data;

[0158] a mode switching module, configured to determine an assisted driving mode condition according to the data acquired by the data preprocessing module, and when an assisted driving request is detected, determine a corresponding assisted driving working mode according to the assisted driving mode condition and the assisted driving request, and switch to the corresponding assisted driving working mode;

[0159] An offline assisted driving module, used for obtaining the positioning information of the high-speed EMU if the assisted driving working mode is the offline assisted driving mode, and calling the assisted driving data to generate assisted driving guidance information based on the positioning information;

[0160] an online assisted driving module, for obtaining train driving state information and the positioning information if the assisted driving working mode is the online assisted driving mode, and generating real-time assisted driving guidance information according to the train driving state information, the positioning information and the assisted driving data; the real-time assisted driving guidance information includes driving speed curve planning information generated based on the positioning information;

[0161] The automatic cruise driving module is used to obtain the train travel control information and the positioning information if the auxiliary driving working mode is the automatic cruise mode, and determine whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, call the auxiliary driving data to generate automatic driving control information in the automatic cruise mode;

[0162] The assisted driving output module is used to call the offline assisted driving module, the online assisted driving module and the automatic cruise driving module to perform assisted driving according to the assisted driving working mode, and output a guidance curve or a control instruction.

[0163] It should be noted that the data preprocessing module does not necessarily need to execute the acquisition of all data every time the auxiliary driving mode of the high-speed EMU is judged. The pre-stored data and train running time data can be detected and updated. If no update is required, the corresponding data acquisition steps do not need to be executed.

[0164] The present application also provides a computer-readable storage medium on which a computer program is stored, and when the computer program is executed, the steps provided in the above embodiment can be implemented. The storage medium may include: a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and other media that can store program codes.

[0165] The present application also provides an electronic device, which may include a memory and a processor, wherein a computer program is stored in the memory, and when the processor calls the computer program in the memory, the steps provided in the above embodiment may be implemented. Of course, the electronic device may also include various network interfaces, power supplies and other components.

[0166] The various embodiments in the specification are described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the various embodiments can be referred to each other. For the system provided in the embodiment, since it corresponds to the method provided in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part description.

[0167] Specific examples are used herein to illustrate the principles and implementation methods of the present application, and the description of the above embodiments is only used to help understand the method and core ideas of the present application. It should be pointed out that for ordinary technicians in this technical field, without departing from the principles of the present application, several improvements and modifications can be made to the present application, and these improvements and modifications also fall within the scope of protection of the present application.

[0168] It should also be noted that, in this specification, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "comprise", "include" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the statement "comprises a ..." does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. An assisted driving method for a high-speed train, characterized in that: include: When an assisted driving request is detected, determining an assisted driving working mode corresponding to the assisted driving request; If the assisted driving working mode is an offline assisted driving mode, obtaining the positioning information of the high-speed EMU, calling the assisted driving data to generate assisted driving guidance information based on the positioning information; If the assisted driving working mode is the online assisted driving mode, the train travel control information and the positioning information are obtained, and real-time assisted driving guidance information is generated according to the train travel control information, the positioning information and the assisted driving data; The real-time auxiliary driving guidance information includes driving speed curve planning information generated based on the positioning information; If the assisted driving working mode is the automatic cruise mode, the train travel control information and the positioning information are obtained, and whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, the assisted driving data is called in the automatic cruise mode to generate the automatic driving control information; According to the assisted driving working mode, the assisted driving guidance information, the real-time assisted driving guidance information and the corresponding assisted driving information in the automatic driving control information are called to perform assisted driving.

2. The assisted driving method according to claim 1, characterized in that: The method for obtaining the positioning information includes: Acquiring running time data and navigation information from the assisted driving data; Obtaining real-time position data of the high-speed train set; The positioning information is determined based on the runtime data, the real-time position data and the navigation information.

3. The assisted driving method according to claim 2, characterized in that: Acquiring the real-time position data of the high-speed train group includes: Calling the on-board train overspeed protection device to exchange information with the ground transponder to calibrate and obtain the real-time position data of the high-speed EMU; Or, using Beidou differential positioning to locate the vehicle-mounted positioning plug-in to determine the real-time position data of the high-speed EMU; Alternatively, a vehicle-mounted obstacle detection system is used to identify the location of a stop sign and the distance to the stop sign, and the real-time position data of the high-speed train set is calculated based on the speed integral.

4. The assisted driving method according to claim 1, characterized in that: Calling the assisted driving data to generate assisted driving guidance information based on the positioning information includes: According to the positioning information, the navigation data in the assisted driving data is matched to obtain the road condition information contained in the driving ahead of the high-speed EMU, and the running time data in the assisted driving data is matched to obtain the standard arrival time; the road condition information includes ramps, curves, tunnels, bridges, phase separations, signals, station information, speed limit information and distance information of the station ahead.

5. The assisted driving method according to claim 1, characterized in that: Generating real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data includes: If the travel speed curve planning information includes dynamic travel speed information, the real-time speed of the high-speed EMU is determined according to the positioning information; the remaining distance and remaining time to the station ahead are determined according to the auxiliary driving data and the positioning information; and the train energy-saving operation speed curve for feeding back the dynamic travel speed information is set according to the train travel control information, the real-time speed, the remaining distance, the remaining time and the navigation information in the auxiliary driving data; If the travel speed curve planning information includes inter-station travel speed information, the real-time speed of the high-speed EMU is determined according to the positioning information; the route navigation information from the current station to the next station is determined according to the assisted driving data and the positioning information, and the inter-station optimal speed curve for the entire journey is planned and fed back based on the running time data in the assisted driving data.

6. The assisted driving method according to claim 5, characterized in that: The train energy-saving operation speed curve for feeding back the dynamic driving speed information according to the train driving control information, the real-time vehicle speed, the remaining distance, the remaining time and the navigation information in the auxiliary driving data includes: Determining train parameters, train load status and EMU traction and braking performance in the train travel control information; Calculating the running resistance according to the train parameters, the train load state and the traction and braking performance of the motor vehicle; The remaining distance and the remaining time are used as conditional parameters, and an optimization operation algorithm is used according to the operation resistance to plan the energy-saving operation speed of the high-speed EMU.

7. The assisted driving method according to claim 6, characterized in that: Taking the remaining distance and the remaining time as conditional parameters, and planning the energy-saving running speed of the high-speed train set by using an optimization operation algorithm according to the running resistance includes: Determining a route ramp according to the navigation information in the auxiliary driving data, and dividing the route ramp into a plurality of route sub-intervals; Converting the line characteristic information of the plurality of line subsections into state constraints and control constraints; the state constraints are the position information, speed information and acceleration information of the high-speed EMU in the line subsection, and the control constraints are the traction and braking performance of the high-speed EMU in the line subsection; An energy-saving operation objective function is set according to the operating energy consumption of the high-speed EMU traveling the remaining distance within the remaining time, the train traction and braking performance, and the train energy conversion efficiency; Converting the energy-saving operation objective function into the position domain of the route sub-interval, solving the energy-saving operation objective function, and obtaining the driving acceleration in each of the route sub-intervals; The energy-saving train running speed of the high-speed train set is obtained according to the running acceleration.

8. The assisted driving method according to claim 1, characterized in that: Also includes: Determine the tunnel location in the navigation information according to the assisted driving data; controlling the vehicle electrical circuit when the high-speed train unit travels to the tunnel location; The vehicle electrical circuit is used to implement at least one of tunnel headlight brightness adjustment, automatic whistle at the tunnel entrance, and interior lighting adjustment.

9. The assisted driving method according to claim 1, characterized in that: If the assisted driving working mode corresponding to the assisted driving request is an online assisted driving mode, and the train driving control information cannot be obtained, the method further includes: Generate abnormal prompt information for the online assisted driving mode, and call the mode conversion condition table to switch to the currently executable assisted driving working mode.

10. The assisted driving method according to claim 9, characterized in that: The method of generating the mode conversion condition table includes: A mode conversion condition table is generated according to the logical relationship between whether the positioning information is successfully acquired, whether the train travel control information is successfully acquired, and whether there is an abnormality in the onboard control system of the high-speed EMU.

11. The assisted driving method according to claim 1, characterized in that: If the assisted driving working mode is the online assisted driving mode, it also includes: Obtain real-time weather information and enable severe weather assisted driving warning when severe weather is detected; the severe weather assisted driving warning includes enabling windshield wipers and wheel-track sanding.

12. The assisted driving method according to any one of claims 1 to 11, characterized in that: Also includes: The assisted driving information and operation suggestion information generated based on the assisted driving information are displayed on an onboard display device of the high-speed EMU.

13. An auxiliary driving system for a high-speed train, characterized in that: include: A mode switching module is used to determine the assisted driving working mode corresponding to the assisted driving request and switch to the corresponding assisted driving working mode when an assisted driving request is detected; An offline assisted driving module, used for obtaining the positioning information of the high-speed EMU if the assisted driving working mode is the offline assisted driving mode, and calling the assisted driving data to generate assisted driving guidance information based on the positioning information; An online assisted driving module, for obtaining train travel control information and the positioning information if the assisted driving working mode is the online assisted driving mode, and generating real-time assisted driving guidance information according to the train travel control information, the positioning information and the assisted driving data; The real-time auxiliary driving guidance information includes driving speed curve planning information generated based on the positioning information; The automatic cruise driving module is used to obtain the train travel control information and the positioning information if the auxiliary driving working mode is the automatic cruise mode, and determine whether the controllable vehicle condition is met according to the train travel control information and the positioning information; if the controllable vehicle condition is met, call the auxiliary driving data to generate automatic driving control information in the automatic cruise mode; The assisted driving output module is used to call the offline assisted driving module, the online assisted driving module and the automatic cruise driving module to perform assisted driving according to the assisted driving working mode.

14. An electronic device, characterized in that: include: Memory for storing computer programs; A processor, configured to implement the steps of the method according to any one of claims 1 to 12 when executing the computer program.

15. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores a computer program, which implements the steps of the method according to any one of claims 1 to 12 when executed.

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