An auxiliary driving method, system, medium and device for a high-speed motor train unit

Abstract

The application provides an auxiliary driving method, system, medium and equipment of a high-speed train set, relates to the field of train operation control, and comprises the following steps: when an auxiliary driving request is detected, a corresponding auxiliary driving working mode of the auxiliary driving request is determined; and corresponding auxiliary driving information in the auxiliary driving guidance information, the real-time auxiliary driving guidance information and the automatic driving control information is called according to the auxiliary driving working mode to perform auxiliary driving. When the auxiliary driving request is detected, the corresponding auxiliary driving working mode is determined first, different auxiliary driving working modes can be enabled in different application scenarios, and the auxiliary driving of the high-speed train set in different external scenarios can be adapted.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of train operation control, in particular to an auxiliary driving method, system, medium and equipment of high-speed motor train unit. BACKGROUND

[0002] Traditional train driving relies on driver control, and is manually operated by the driver according to experience, which is difficult to ensure the punctuality, comfort and energy saving of train operation. Therefore, how to ensure the availability of train driving is a technical problem to be solved by those skilled in the art. SUMMARY

[0003] The purpose of the present application is to provide an auxiliary driving method, system, computer readable storage medium and electronic equipment of high-speed motor train unit, which can realize auxiliary driving of high-speed motor train unit in different application scenarios.

[0004] To solve the above technical problems, the present application provides an auxiliary driving method of high-speed motor train unit, and the specific technical solutions are as follows:

[0005] When the auxiliary driving request is detected, the auxiliary driving work mode corresponding to the auxiliary driving request is determined;

[0006] If the auxiliary driving work mode is an offline auxiliary driving mode, the positioning information of the high-speed motor train unit is obtained, and the auxiliary driving data is called to generate auxiliary driving guidance information based on the positioning information;

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

[0008] If the auxiliary driving work mode is an automatic cruise mode, the train running control information and the positioning information are obtained, and it is determined whether the controllable vehicle condition is met according to the train running control information and the positioning information; if the controllable vehicle condition is met, the automatic driving control information is generated by calling the auxiliary driving data in the automatic cruise mode;

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

[0010] Optionally, the positioning information is obtained in the following manner:

[0011] The runtime data and navigation information are obtained from the auxiliary driving data;

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

[0013] determining the positioning information according to the running time interval data, the real-time position data and the navigation information.

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

[0015] calling a train-mounted train overspeed prevention device to interact with a ground transponder to calibrate the real-time position data of the high-speed train set;

[0016] or, using a Beidou differential positioning to position a train-mounted positioning plug-in to determine the real-time position data of the high-speed train set;

[0017] or, using a train-mounted obstacle detection system to identify a position of a stop sign and a distance to the stop sign, and calculating the real-time position data of the high-speed train set according to speed integration.

[0018] Optionally, the calling of the auxiliary driving data to generate auxiliary driving guidance information based on the positioning information comprises:

[0019] acquiring road condition information contained in driving of the high-speed train set in front according to matching of navigation data in the auxiliary driving data based on the positioning information, and obtaining standard arrival time according to running time interval data in the auxiliary driving data; the road condition information comprises a slope, a curve, a tunnel, a bridge, a phase separation, a signal machine, station information, speed limit information and distance information of a station in front.

[0020] Optionally, the generating of real-time auxiliary driving guidance information according to the train driving control information, the positioning information and the auxiliary driving data comprises:

[0021] if the driving speed curve planning information comprises dynamic driving speed information, determining real-time train speed of the high-speed train set according to the positioning information; determining remaining distance and remaining time to a station in front according to the auxiliary driving data and the positioning information; setting a train energy-saving running speed curve for feeding back the dynamic driving speed information according to the train driving control information, the real-time train speed, the remaining distance, the remaining time and navigation information in the auxiliary driving data;

[0022] if the driving speed curve planning information comprises inter-station driving speed information, determining real-time train speed of the high-speed train set according to the positioning information; determining route navigation information from a current station to a station in front according to the auxiliary driving data and the positioning information, and combining the running time interval data in the auxiliary driving data to plan an inter-station whole-process optimal speed curve for feeding back the inter-station driving speed information.

[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 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 running resistance to plan the energy-saving running 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 using an optimization operation algorithm according to the running resistance includes:

[0028] determining a route ramp according to the navigation information in the assisted 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 subsections, and the control constraints are the traction and braking performance of the high-speed EMU in the line subsections;

[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 within each of the route sub-intervals;

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

[0033] Optionally, also include:

[0034] determining a tunnel location in navigation information based on the assisted driving data;

[0035] When the high-speed train unit reaches the tunnel location, 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 travel 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 by:

[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 mode is online assisted driving mode, it also includes:

[0041] Obtain real-time weather information and enable severe weather assisted driving warnings when severe weather is detected; the severe weather assisted driving warnings include enabling 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 assisted driving system for a high-speed train, comprising:

[0045] A mode switching module is 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, configured to obtain positioning information of the high-speed train set if the assisted driving working mode is the offline assisted driving mode, and to call assisted driving data to generate assisted driving guidance information based on the positioning information;

[0047] an online assisted driving module, configured to, if the assisted driving operating mode is the online assisted driving mode, obtain train travel control information and the positioning information, and generate real-time assisted driving guidance information based on 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] an automatic cruise driving module, configured to, if the auxiliary driving mode is an automatic cruise mode, acquire train running control information and the positioning information, determine whether a controllable train condition is met according to the train running control information and the positioning information, and call the auxiliary driving data to generate automatic driving control information in the automatic cruise mode if the controllable train condition is met.

[0049] an auxiliary driving output module, configured to call the offline auxiliary driving module, the online auxiliary driving module and the automatic cruise driving module to perform auxiliary driving according to the auxiliary driving mode.

[0050] The application further provides a computer readable storage medium, which has a computer program stored thereon, and the computer program is executed by a processor to implement the steps of the method.

[0051] The application further provides a server, which comprises a memory and a processor, and the memory has a computer program stored therein, and the processor calls the computer program in the memory to implement the steps of the method.

[0052] The application provides an auxiliary driving method for a high-speed train set, which comprises the following steps: when an auxiliary driving request is detected, determining an auxiliary driving mode corresponding to the auxiliary driving request; if the auxiliary driving mode is an offline auxiliary driving mode, acquiring positioning information of the high-speed train set, and calling auxiliary driving data to generate auxiliary driving guidance information based on the positioning information; if the auxiliary driving mode is an online auxiliary driving mode, acquiring train running control information and the positioning information, and generating real-time auxiliary driving guidance information according to the train running control information, the positioning information and the auxiliary driving data; the real-time auxiliary driving guidance information comprises running speed curve planning information generated based on the positioning information; if the auxiliary driving mode is an automatic cruise mode, acquiring train running control information and the positioning information, and determining whether a controllable train condition is met according to the train running control information and the positioning information; if the controllable train condition is met, calling the auxiliary driving data to generate automatic driving control information in the automatic cruise mode; 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 to perform auxiliary driving according to the auxiliary driving mode.

[0053] The application determines the corresponding auxiliary driving working mode when detecting the auxiliary driving request, and can enable different auxiliary driving working modes in different application scenarios to adapt to the auxiliary driving of the high-speed motor train set in different external scenarios. When the train running control information cannot be acquired, the offline auxiliary driving mode can be entered, the auxiliary driving guidance information is generated according to the pre-downloaded auxiliary driving data, the positioning matching navigation and the auxiliary driving demand of the runtime division determination can be met. When the online auxiliary driving mode is entered, the real-time auxiliary driving guidance information can be generated according to the train running control information and the positioning information, so that the high-speed motor train set can run according to the recommended running mode calculated in real time based on the running speed curve planning information, the running energy consumption is reduced under the premise of ensuring punctual operation. Meanwhile, the automatic cruise mode can be performed, so as to reduce the driving requirement for the driver, help to relieve the working fatigue of the driver, and concentrate more on the driving of the dangerous section, and then ensure the driving safety.

[0054] The application further provides a high-speed motor train set auxiliary driving system, a computer readable storage medium and an electronic device, which have the above beneficial effects, and details are not repeated here. BRIEF DESCRIPTION OF DRAWINGS

[0055] In order to more clearly illustrate the technical solutions in the embodiments of the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description only constitute the embodiments of the application, and for those skilled in the art, other drawings can be obtained without creative labor based on the provided drawings.

[0056] Figure 1 A flowchart of a high-speed motor train set auxiliary driving method provided by the embodiments of the application;

[0057] Figure 2 An auxiliary driving working mode switching schematic diagram provided by the embodiments of the application;

[0058] Figure 3 An auxiliary driving application scenario schematic diagram of a high-speed motor train set provided by the embodiments of the application;

[0059] Figure 4 A high-speed motor train set auxiliary driving system structure schematic diagram provided by the embodiments of the application. DETAILED DESCRIPTION

[0060] In order to make the purposes, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are some but not all of the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative work fall within the protection scope of the present application.

[0061] Reference is made to Figure 1 , Figure 1 A flowchart of an auxiliary driving method of a high-speed train provided by the embodiments of the present application is shown in the figure. The method comprises the following steps.

[0062] S101: When an auxiliary driving request is detected, a corresponding auxiliary driving mode of the auxiliary driving request is determined.

[0063] S102: If the auxiliary driving mode is an offline auxiliary driving mode, positioning information of the high-speed train is acquired, and auxiliary driving data is called to generate auxiliary driving guidance information based on the positioning information.

[0064] S103: If the auxiliary driving mode is an online auxiliary driving mode, train running control information and the positioning information are acquired, and real-time auxiliary driving guidance information is generated according to the train running control information, the positioning information and the auxiliary driving data. The real-time auxiliary driving guidance information comprises running speed curve planning information generated based on the positioning information.

[0065] S104: If the auxiliary driving mode is an automatic cruise mode, train running control information and the positioning information are acquired, and it is determined whether controllable vehicle conditions exist according to the train running control information and the positioning information. If the controllable vehicle conditions exist, automatic driving control information is generated by calling the auxiliary driving data in the automatic cruise mode.

[0066] S105: Auxiliary driving is performed according to the auxiliary driving information corresponding to the auxiliary driving guidance information, the real-time auxiliary driving guidance information and the automatic driving control information called according to the auxiliary driving mode.

[0067] When the auxiliary driving request is detected, the corresponding auxiliary driving mode of the auxiliary driving request is determined first. The auxiliary driving mode can be determined by analyzing the auxiliary driving request, or the auxiliary driving mode can be determined by the user through the selection box provided according to the auxiliary driving request. That is, the auxiliary driving mode does not necessarily need to be included in the auxiliary driving request. In addition, the determined auxiliary driving mode can be determined directly according to the auxiliary driving request issued by the user, or the auxiliary driving mode can be adapted according to the running scene of the current high-speed train.

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

[0069] The assisted driving modes include an offline assisted driving mode, an online assisted driving mode, and an automatic cruise mode. This embodiment can be applied to a driver assistance system (DAS).

[0070] After the driver assistance system is powered on and completes self-checking, it enters standby, and does not have assisted driving prompting or control functions in the standby state. Thereafter, it can enter the corresponding mode according to the assisted driving working mode determined in step 101.

[0071] In the offline assisted driving mode, positioning information of the high-speed train set is acquired, and assisted driving data is called to generate assisted driving guidance information based on the positioning information. The driver assistance system can download all data onto the high-speed train set at the beginning or before the driving process, and cannot be updated during the entire driving process. In addition to acquiring train positioning information, other data such as vehicle control systems, signal systems, dispatch systems, and line data cannot be acquired to dynamically adjust the operation planning curve.

[0072] Specifically, navigation data in the assisted driving data can be matched according to the positioning information to acquire road condition information contained in the driving of the front of the high-speed train set, and standard arrival time can be obtained by matching operation time data in the assisted driving data. The road condition information includes ramps, curves, tunnels, bridges, phase separation, signal machines, station information, speed limit information, and distance information of the front station.

[0073] In the online assisted driving mode, train driving control information and the positioning information can be acquired, so as to generate real-time assisted driving guidance information according to the train driving control information, the positioning information, and the assisted driving data. At this time, the driver assistance system communicates with the signal system, the dispatch system, and the vehicle control system, and can acquire online train driving control information. In the online assisted driving mode, the assisted driving strategy can be adjusted according to online data. The dynamic adjustment capability can also be determined according to the completeness of the accessed required equipment. It needs to be emphasized that the real-time assisted driving guidance information includes driving speed curve planning information generated based on the positioning information, that is, the driving of the high-speed train set can be planned in real time, and real-time driving adjustment can be performed.

[0074] In addition, in the online auxiliary driving mode, the driving speed curve planning information needs to be generated. 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 certain distance, for example, within a range of 10km-20km in front of the train, and the inter-station planning can plan the train driving speed planning between the current station and the front parking station.

[0075] If the driving speed curve planning information includes dynamic driving speed information, the real-time speed of the high-speed train is determined according to the positioning information; the remaining distance and the remaining time from the front station 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 driving speed information is set according to the train driving control information, the real-time speed, the remaining distance, the remaining time, and the navigation information in the auxiliary driving data.

[0076] If the driving speed curve planning information includes inter-station driving speed information, the real-time speed of the high-speed train is determined according to the positioning information; the line navigation information from the current station to the front station is determined according to the auxiliary driving data and the positioning information, and the inter-station optimal speed curve for feeding back the inter-station driving speed information is planned in combination with the running time data in the auxiliary driving data.

[0077] When planning the dynamic driving speed information, the auxiliary driving system can dynamically adjust the energy-saving planning curve according to the remaining distance, the remaining time, and the current speed of the high-speed train from the front station under the premise of meeting the quasi-determination requirements, comprehensively considering the train performance and the line navigation information. When abnormal conditions such as power loss of the train, motor failure, inconsistency between the driver's speed control and the operation suggestion of the auxiliary driving system, and large deviation between the actual speed and the planned speed occur, the auxiliary driving system will re-trigger local planning. In the online auxiliary driving mode, when the train overspeed protection equipment has temporary speed limit information and temporary dispatching command, the auxiliary driving system plans the advance control speed according to the temporary speed limit and the temporary dispatching command information, guides the driver to safely pass through the temporary speed limit and execute the temporary dispatching command, and gives corresponding prompts. In the local planning human-computer interaction interface, the position of the train remains unchanged, and the navigation information, the planning curve, the speed limit, etc. are relatively moved backward from the train.

[0078] In the inter-station planning, the auxiliary driving system plans a one-time inter-station optimal energy-saving planning curve according to the line navigation information from the current station to the front station and the running time requirement in the station, and no longer dynamically updates the planning during the running. In the inter-station planning human-computer interaction interface, the navigation information, the planning curve, the speed limit, etc. remain unchanged in the display interface, and the train moves forward.

[0079] The two planning methods can be executed simultaneously: the energy-saving train speed curve and the optimal speed curve for the entire inter-station route can be displayed simultaneously. Users can view the corresponding speed planning curves on 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 scopes, such as global (i.e., inter-station) 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 assisted driving data is called in the automatic cruise mode to generate automatic driving control information. When the controllable vehicle conditions are met, the assisted driving working mode can be upgraded to the automatic cruise mode, which automatically controls the train operation scenarios within a specific range and replaces the driver's operation. The automatic cruise mode is an extended upgrade mode, that is, the automatic cruise mode is a more advanced assisted 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 without abnormalities, etc.

[0081] There is no limitation on how to obtain the positioning information. The positioning information acquisition 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] The third step is to determine 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 one 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] Invoking the onboard train overspeed protection device to exchange information with the ground transponder to calibrate and obtain the real-time position data of the high-speed train set;

[0087] Alternatively, the vehicle-mounted positioning plug-in is positioned using Beidou differential positioning to determine the real-time position data of the high-speed train set;

[0088] Alternatively, an on-board 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, the ATP train overspeed prevention device can be used. After the on-board train overspeed prevention device is powered on, the position of the motor train unit can be calibrated through the ground transponder. After the train overspeed prevention device obtains the position information, accurate positioning information and navigation information can be provided for the driver assistance driving system, and the online assistance driving mode can be realized.

[0090] In the assistance driving system, the on-board host of the driver assistance driving system can also be provided with a positioning plug-in. The Beidou differential positioning is used to determine the current kilometer marker information for the driver assistance driving system. Alternatively, an obstacle detection system can be added. The on-board idas device (on-board obstacle detection system) is used to identify the position and distance of the fixed scene or the parking sign position of the parking point on the ground in front, calibrate the position of the motor train unit, and calculate the current position of the motor train unit according to the speed integral of the motor train unit. The offline assistance driving mode is realized. In the offline assistance driving mode, the driver assistance driving system can match the navigation data and the running time data according to the positioning information and the pre-stored electronic map file in the assistance driving data, obtain the information of the slope, curve, tunnel, bridge, phase separation, signal machine, station, speed limit, distance in front, and standard arrival time in front of the motor train unit.

[0091] It can be seen that, by obtaining the position of the high-speed motor train unit, the running time of the station in front, and the navigation data of the line slope, curve, tunnel, phase separation, etc., the driving speed planning curve of the high-speed motor train unit can be calculated. The running time data and the navigation data can be pre-stored in the assistance driving data, and the positioning information needs to be obtained in real time. The real-time position data can be obtained in multiple ways to determine the positioning information.

[0092] When the assistance driving request is detected, the corresponding assistance driving working mode is determined. Different assistance driving working modes can be enabled in different application scenarios to adapt to the assistance driving of the high-speed motor train unit in different external scenarios. When the train driving control information cannot be obtained, the offline assistance driving mode is entered, and the assistance driving guidance information is generated according to the matching of the pre-stored assistance driving data and the positioning information. In the online assistance driving mode, real-time assistance driving guidance information can be generated according to the train driving control information and the positioning information, so that the driver can drive according to the recommended driving mode calculated in real time, and the energy consumption is reduced on the premise of ensuring punctual operation. At the same time, the automatic cruise mode can also be performed, thereby reducing the driving requirements for the driver, helping to relieve the working fatigue of the driver, and concentrating more on the driving of dangerous sections, thereby ensuring driving safety.

[0093] In addition, the assistance driving mode requested by the assistance driving request also needs to meet the operation conditions of the assistance driving mode before entering the corresponding assistance driving mode.

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

[0095] First, determine the train parameters, train load state and motor car traction braking performance in the train running control information;

[0096] Second, calculate the running resistance according to the train parameters, the train load state and the motor car traction braking performance;

[0097] Third, taking the remaining distance and the remaining time as condition parameters, the train energy-saving operation speed of the high-speed motor train set is planned according to the running resistance by using an optimization operation algorithm.

[0098] When planning the train energy-saving operation speed by using the optimization operation algorithm, the following methods can be used:

[0099] First, determine the line slope according to the navigation information in the auxiliary driving data, and divide the line slope into a plurality of line subintervals;

[0100] Second, convert the line feature information of the plurality of line subintervals into state constraints and control constraints;

[0101] Third, set an energy-saving operation target function according to the running energy consumption of the high-speed motor train set running the remaining distance within the remaining time, the train traction braking performance and the train energy conversion efficiency;

[0102] Fourth, convert the energy-saving operation target function into a position domain of the line subintervals, solve the energy-saving operation target function, and obtain the running acceleration in each line subinterval;

[0103] Fifth, obtain the train energy-saving operation speed of the high-speed motor train set according to the running acceleration.

[0104] First, the optimization target is designed as a plurality of line subintervals according to the train line slope, and the line feature information of the line subintervals is converted into state constraints and control constraints. The state constraints are the position information, speed information and acceleration information of the high-speed motor train set in the line subintervals, and the control constraints are the motor car traction braking performance of the high-speed motor train set in the line subintervals, which can improve the adaptability of the energy-saving target to the operation characteristics under the change of line information.

[0105] The energy-saving target function is designed. The main optimization target of the high-speed motor train set 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 devices, and is negatively related to the speed of the train, the energy-saving target function based on the train model can be expressed as:

[0106] ;

[0107] wherein 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, is the conversion efficiency of the train electric energy and kinetic energy.

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

[0109] ;

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

[0111] In addition, the driver-assisted driving system can also automatically output the corresponding recommended operation suggestion according to the driver's selected traction mode. In the speed mode, the assisted driving system considers the existing traction / braking load slope of the EMU control system, maximizes the guarantee that the driver follows the assisted driving operation suggestion, controls the EMU to closely follow the driving speed planning curve, and achieves good energy-saving effect. The human-computer interaction unit outputs visual operation suggestion information and predicted arrival time, predicted positive delay and other information.

[0112] On the basis of the above embodiment, the disclosed assisted driving working modes can be switched. The system can switch the modes according to the configured devices, or the online state of the associated devices, whether to interact, and the driver's use demand under the condition of meeting the corresponding conditions. For example, Figure 2 as shown in Figure 2 is the assisted driving working mode switching schematic diagram provided by the application embodiment.

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

[0114] Table 1 Conversion condition table of assisted driving working mode

[0115]

[0116] Figure 2 The standby is taken as the initial mode, and the conversion conditions of each assisted driving working mode are as follows:

[0117] Condition 1 indicates that the system is powered on;

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

[0119] Condition 3 represents the current offline auxiliary driving mode ∩ exit auxiliary driving command trigger;

[0120] Condition 4 represents Condition 2 ∩ obtaining the vehicle control system or signal system interface is normal;

[0121] Condition 5 represents the current online auxiliary driving mode ∩ obtaining the vehicle control system or signal system interface is interrupted;

[0122] Condition 6 represents the current automatic cruise mode ∩ network control system is not controlled;

[0123] Condition 7 represents the current online auxiliary driving mode ∩ network control system is controlled;

[0124] Condition 8 represents the current automatic cruise mode ∩ exit auxiliary driving command trigger;

[0125] Condition 9 represents Condition 2 ∩ obtaining the vehicle control system ∩ signal system interface is normal ∩ network control system is controlled;

[0126] Condition 10 represents Condition 2 ∩ train positioning is normal ∩ obtaining the vehicle control system or signal system interface is normal

[0127] Condition 11 represents the current online auxiliary driving mode ∩ exit auxiliary driving command trigger;

[0128] Wherein, “∩” represents logical and.

[0129] Referring to Figure 3 , Figure 3 The auxiliary driving application scenario of the high-speed EMU provided by the embodiment of the application is shown in the figure. Figure 3 In the figure, the auxiliary system of the high-speed EMU can include a vehicle-mounted part (i.e. Figure 3 a train part) and a ground part, and the ground part can be configured according to system functions.

[0130] The vehicle-mounted part increases an auxiliary driving device, an auxiliary driving human-computer interaction unit (combined screen or independent screen mode), and can be configured to increase a vehicle-mounted obstacle detection unit and a camera, a radar and other perception sensors on the basis of existing train equipment.

[0131] The ground part increases a ground data server (configurable), a ground operation terminal (configurable) and the like on the basis of existing ground equipment, and the auxiliary driving system can communicate with the ground data server to remotely update auxiliary driving data and other basic data, and the ground operation terminal can issue a remote operation instruction or a basic data update instruction. The ground data server and the ground operation terminal can be configured as needed.

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

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

[0134] The vehicle-mounted train overspeed prevention device system: the auxiliary system can access the train overspeed prevention device system through Ethernet, and the vehicle-mounted train overspeed prevention device system can send train positioning, protection curve, current speed limit, operation level, etc. data to the auxiliary system.

[0135] The vehicle-mounted data unit: the vehicle-mounted data unit communicates with the auxiliary system through Ethernet, and can send train control device clock, running speed, mileage, braking state, etc. and train running state information to the auxiliary driving system.

[0136] The network control system: the auxiliary system can access the network control system through MVB (Multifunction Vehicle Bus) or ETH (Ethernet), and the network control system can send train traction, braking state, train pantograph, main brake state, marshalling state, door state, idling / slip, vehicle weight, etc. information to the auxiliary system.

[0137] Vehicle electrical equipment: the auxiliary system can control vehicle electrical circuits according to the auxiliary driving working mode, such as tunnel headlight adjustment, automatic horn at tunnel entrance, interior light adjustment, etc.

[0138] The ground association system is described as follows:

[0139] The CTC (Centralized Traffic Control System) system: the auxiliary driving system can communicate with the CTC through indirect train-ground communication, and the CTC system can send operation plan, dispatching command, etc. information to the auxiliary driving system as the basis for adjusting the auxiliary driving operation plan.

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

[0141] The train control center: the auxiliary system can communicate with the train control center TCC through indirect train-ground communication, and the train control center can send platform door information to the auxiliary system.

[0142] Wireless communication system: the vehicle-mounted device communicates with the ground dispatching or temporary speed limit server through the wireless communication system.

[0143] In addition, the auxiliary system is provided with a man-machine interaction module, which can be a separate module or can be combined with the existing microcomputer screen on the vehicle to realize the man-machine interaction function of the main state information, curve display information, operation suggestion information, front station information, text voice prompt and other information in the auxiliary driving process.

[0144] Referring to Table 2, Table 2 is a display content schematic table of the man-machine interaction module.

[0145] Table 2: Display content schematic table of the man-machine interaction module

[0146]

[0147] On the basis of the above-mentioned embodiments, the running auxiliary prompt function based on image recognition can also be provided in the auxiliary driving working mode. For example:

[0148] Position calibration function: based on image recognition, the position of the motor train unit is calibrated according to the calibrated fixed position, or the position is calibrated according to the special signs on the road surface such as the parking sign, guiding the motor train unit speed planning and precise parking assistance.

[0149] Obstacle detection function: when the intruder (person, animal, object) in the limit invades, the detection is carried out, when the intruder is detected in the low-speed running situation of the station parking, the driver is alarmed and reminded, and the image processing-based natural disaster detection and early warning along the way of the motor train unit running direction.

[0150] Driving environment recognition function: based on image recognition, the brightness of the environment in front of the motor train unit is monitored, when the auxiliary driving system detects that the driving environment brightness is low or the motor train unit enters the tunnel, the auxiliary driving system controls the motor train unit to automatically turn on the headlamp. In the tunnel, the direction of the headlamp is automatically adjusted according to the tunnel direction. When the auxiliary driving system identifies that the driving environment is rainy and snowy, the wiper is automatically turned on, and the driver is prompted to observe the wheel track adhesion performance and prepare to sprinkle sand.

[0151] This embodiment realizes high-order auxiliary driving by combining the line, obstacle detection, and automatic operation of driving assistance linked with the electrical circuit of the vehicle.

[0152] On the basis of the above-mentioned embodiments, the auxiliary driving working mode can also realize the electrical operation auxiliary prompt and automatic control.

[0153] In the auxiliary driving mode, the line geographic navigation information prompting function is provided, and the special line information in front of the motor train unit is prompted, including the name and distance of the bridge in front, the name, distance and length of the tunnel, the distance and length of the phase separation section, and the special section information such as the whistle prohibited section.

[0154] In the auxiliary driving mode, the train wake-up / sleeping work in the depot can be realized, the system power-on self-detection and self-diagnosis are realized, and the train preparation process automatic control is realized. When the auxiliary driving system departs from the station, the departure countdown prompt is provided, and the departure operation guidance is provided. When the automatic cruise mode is used, the automatic departure control is realized. When parking, the parking alignment prompt, the estimated time and the late point prompt are provided, and the parking operation guidance is provided. When the automatic cruise mode is used, the automatic parking control is realized. When running in the section, the tunnel entrance automatic whistle and the automatic air door are provided. The automatic phase separation control is provided in the phase separation section. When cruising in the section, the section cruise operation guidance is provided. When on the platform, the door opening and closing state is prompted, the platform door linkage is prompted, and the passenger boarding and alighting state is prompted. When the system device fails or the associated device fails, the early warning and prompt are provided.

[0155] The auxiliary driving system of the high-speed motor train set provided in the embodiment of the present application is introduced as follows. The auxiliary driving system of the high-speed motor train set described below can be correspondingly referred to the auxiliary driving method of the high-speed motor train set described above.

[0156] Referring to Figure 4 , Figure 4 The auxiliary driving system of the high-speed motor train set provided in the embodiment of the present application is introduced as follows. The auxiliary driving system of the high-speed motor train set described below can be correspondingly referred to the auxiliary driving method of the high-speed motor train set described above.

[0157] The data preprocessing module is configured to acquire train positioning, train running state, associated system data, pre-stored data, and train running time data.

[0158] The mode switching module is configured to determine the auxiliary driving mode condition according to the data acquired by the data preprocessing module, determine the corresponding auxiliary driving working mode according to the auxiliary driving mode condition and the auxiliary driving request when the auxiliary driving request is detected, and switch to the corresponding auxiliary driving working mode.

[0159] The offline auxiliary driving module is configured to acquire the positioning information of the high-speed motor train set if the auxiliary driving working mode is the offline auxiliary driving mode, and call the auxiliary driving data to generate the auxiliary driving guidance information based on the positioning information.

[0160] an online assisted driving module, configured to, if the assisted driving mode is an online assisted driving mode, acquire train running state information and the positioning information, and generate real-time assisted driving guidance information according to the train running state information, the positioning information and the assisted driving data; the real-time assisted driving guidance information comprises driving speed curve planning information generated based on the positioning information;

[0161] an automatic cruise driving module, configured to, if the assisted driving mode is an automatic cruise mode, acquire train running control information and the positioning information, and determine whether a controllable train condition is met according to the train running control information and the positioning information; if the controllable train condition is met, generate automatic driving control information by calling the assisted driving data in the automatic cruise mode;

[0162] an assisted driving output module, configured 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 mode, and output guidance curves or control instructions.

[0163] It should be noted that the data preprocessing module does not necessarily need to acquire all data every time the assisted driving mode of the high-speed motor train unit is determined; for example, the pre-stored data and train running time data can be detected and updated, and if there is no need for updating, the corresponding data acquisition step can not be performed.

[0164] The application further provides a computer readable storage medium, which has a computer program stored thereon, and the computer program can implement the steps provided by the above embodiments when executed. The storage medium can include a U disk, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk or an optical disk, and various storage medium capable of storing program codes.

[0165] The application further provides an electronic device, which can include a memory and a processor, the memory has a computer program stored therein, and the processor can implement the steps provided by the above embodiments when calling the computer program in the memory. Of course, the electronic device can further include various network interfaces, power supplies and other components.

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

[0167] The principles and implementations of the present application are described herein with the specific examples. The above description of the embodiments is only used to help understand the method and its core idea of the present application. It should be pointed out that, for those skilled in the art, without departing from the principles of the present application, some improvements and modifications can be made to the present application, and these improvements and modifications also fall within the protection scope of the present application.

[0168] It should also be noted that, in the present specification, the relationship terms such as first and second 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 the entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or device including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or device. Without more limitations, the element defined by the statement "including a" does not exclude the presence of other identical elements in the process, method, article or device including the element.

Claims

1. A high-speed train auxiliary driving method, characterized in that: include: When an assisted driving request is detected, determining an assisted driving operating mode corresponding to the assisted driving request; 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; If the assisted driving working mode is the online assisted driving mode, obtaining 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 driving speed curve planning information generated based on the positioning information; If the assisted driving working mode is the automatic cruise mode, obtaining the train travel control information and the positioning information, and determining whether the controllable vehicle condition is met based on the train travel control information and the positioning information; if the controllable vehicle condition is met, calling the assisted driving data to generate the automatic driving control information in the automatic cruise mode; 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.

2. The assisted driving method according to claim 1, characterized in that: The method for obtaining the positioning information includes: Obtaining 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: Obtaining the real-time position data of the high-speed trainset includes: Invoking the onboard train overspeed protection device to exchange information with the ground transponder to calibrate and obtain the real-time position data of the high-speed train set; Alternatively, the vehicle-mounted positioning plug-in is positioned using Beidou differential positioning to determine the real-time position data of the high-speed train set; Alternatively, an on-board 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: The positioning information is matched with the navigation data in the assisted driving data to obtain road condition information of the high-speed EMU ahead, 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 to the ahead station.

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, determining the real-time speed of the high-speed EMU according to the positioning information; determining the remaining distance and remaining time to the next station according to the assisted driving data and the positioning information; and setting a train energy-saving operation speed curve for feeding back the dynamic travel speed information according to the train travel control information, the real-time speed, the remaining distance, the remaining time, and the navigation information in the assisted 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 inter-station travel speed information in combination with the running time data in the assisted driving data.

6. The assisted driving method according to claim 5, characterized in that: Setting a train energy-saving operation speed curve for feeding back the dynamic operation speed information according to the train operation 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 running resistance to plan the energy-saving running speed of the high-speed EMU.

7. The assisted driving method according to claim 6, characterized in that: Using the remaining distance and the remaining time as conditional parameters and using an optimization control algorithm according to the running resistance to plan the energy-saving running speed of the high-speed train group includes: determining a route ramp according to the navigation information in the assisted 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 subsections, and the control constraints are the traction and braking performance of the high-speed EMU in the line subsections; 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 traction and braking performance of the EMU, and the energy conversion efficiency of the train; 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 within each of the route sub-intervals; The energy-saving 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: determining a tunnel location in navigation information based on the assisted driving data; controlling the vehicle electrical circuit when the high-speed train unit reaches the tunnel location; The vehicle electrical circuit is used to implement at least one of tunnel headlight brightness adjustment, automatic horn sounding 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 the online assisted driving mode and the train travel control information cannot be obtained, the following further includes: Generate abnormal prompt information for the online assisted driving mode, and call the mode conversion condition table to switch to the currently operable assisted driving working mode.

10. The assisted driving method according to claim 9, characterized in that: The method for generating the mode conversion condition table includes: A mode conversion condition table is generated according to a logical relationship among whether the positioning information is successfully acquired, whether the train travel control information is successfully acquired, and whether an abnormality exists 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 mode is online assisted driving mode, it also includes: Obtain real-time weather information and enable severe weather assisted driving warnings when severe weather is detected; the severe weather assisted driving warnings include enabling 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, configured to obtain positioning information of the high-speed train set if the assisted driving working mode is the offline assisted driving mode, and to call assisted driving data to generate assisted driving guidance information based on the positioning information; an online assisted driving module, configured to obtain train travel control information and the positioning information if the assisted driving working mode is the online assisted driving mode, and generate real-time assisted driving guidance information based on the train travel control 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; An automatic cruise driving module is configured to, if the assisted driving working mode is the automatic cruise mode, obtain train travel control information and the positioning information, and determine whether a controllable vehicle condition is met based on the train travel control information and the positioning information; if the controllable vehicle condition is met, call the assisted 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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