Method for determining movement authorization, vehicle controller, vehicle and storage medium

Abstract

The invention provides a method for determining movement authorization, a vehicle controller, a vehicle and a storage medium, and relates to the technical field of vehicles. The method for determining the mobile authorization can be executed by a vehicle controller, and the method comprises the following steps: determining a target road section according to candidate dangerous points on a vehicle driving path; determining the movement authorization of the vehicle within the range of the target road section; wherein the distance of the movement authorization is smaller than or equal to the distance of the target road section. In this way, the vehicle controller determines the movement authorization in the target road section range obtained based on the candidate dangerous points, and the efficiency and reliability of determining the movement authorization can be improved.

Description

Technical Field

[0001] The present disclosure relates to the field of vehicle technology, and more particularly, to a method for determining movement authorization, a vehicle controller, a vehicle, and a storage medium. Background Art

[0002] In rail transit systems, the process of determining movement authorization is an important process in vehicle control. Movement authorization can indicate the area or distance that a vehicle is authorized to travel on a rail line. By calculating and allocating movement authorization, it is possible to ensure that vehicles maintain appropriate safety intervals on the track and improve the safety of vehicle operation. However, in related technologies, movement authorization has low efficiency and poor reliability. Summary of the invention

[0003] An object of the present disclosure is to provide a new technical solution for determining mobile authorization.

[0004] According to a first aspect of an embodiment of the present disclosure, a method for determining movement authorization is provided, which is performed by a vehicle controller, and the method includes:

[0005] Determine the target road section based on the candidate dangerous points on the vehicle's driving path;

[0006] Determine the movement authorization of the vehicle within the range of the target road section; wherein the distance of the movement authorization is less than or equal to the distance of the target road section.

[0007] Optionally, there are multiple candidate dangerous points, and determining the target road section according to the candidate dangerous points on the vehicle driving path includes:

[0008] Determine a target dangerous point from a plurality of candidate dangerous points, wherein the target dangerous point is a candidate dangerous point that is located in front of the current driving direction of the vehicle and is closest to the current position of the vehicle;

[0009] The driving path between the current position of the vehicle and the target dangerous point is used as the target road section.

[0010] Optionally, the candidate dangerous points include safety protection points and / or obstacle points.

[0011] Optionally,

[0012] The safety protection point includes at least one of the following: a trackside resource protection point, a section protection point, a boundary protection point, a vehicle protection point that supports vehicle-to-vehicle communication, and a vehicle protection point that does not support vehicle-to-vehicle communication;

[0013] The obstacle point includes at least one of the following: an obstacle point caused by a vehicle operation failure, an obstacle point caused by a vehicle controller failure, and an obstacle point caused by an environmental abnormality.

[0014] Optionally, determining the movement authorization of the vehicle within the range of the target road section includes:

[0015] Within the scope of the target road section, the movement authorization of the vehicle is determined according to the operation information of the vehicle.

[0016] Optionally, the operation information includes at least one control strategy of the vehicle; and determining the movement authorization of the vehicle according to the operation information of the vehicle includes:

[0017] For each of the control strategies, determining a candidate protection distance corresponding to the control strategy;

[0018] The maximum value of at least one candidate protection distance is used as the distance of the movement authorization.

[0019] Optionally, determining a candidate protection distance corresponding to the control strategy includes:

[0020] determining at least one operation phase of the vehicle under the control strategy;

[0021] Determine the stage protection distance of the vehicle in each operation stage according to the speed, acceleration and duration of each operation stage;

[0022] The sum of the phase protection distances of the at least one operation phase is used as a candidate protection distance of the control strategy.

[0023] Optionally, the at least one control strategy includes a safety braking strategy and / or an automatic vehicle control strategy;

[0024] Under the safety braking strategy, the operation phase of the vehicle includes at least one of a traction unloading phase, a coasting phase, a braking establishment phase, and a maximum braking deceleration phase;

[0025] Under the automatic vehicle control strategy, the operation phase of the vehicle includes at least one of a traction phase, a cruise control phase, and a braking phase.

[0026] Optionally, the driving path is obtained by:

[0027] Receiving a dispatch instruction sent by an automatic train monitoring system ATS, wherein the dispatch instruction includes destination information of the vehicle;

[0028] A driving path for the vehicle to travel to the destination is planned according to the destination information.

[0029] Optionally, the candidate danger point is obtained by:

[0030] Determine the candidate danger point according to the first information and / or the second information; wherein,

[0031] The first information includes trackside information and / or vehicle operation information sent by the target controller OC to the vehicle controller, and the second information includes information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection.

[0032] According to a second aspect of an embodiment of the present disclosure, a vehicle controller is provided, comprising a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute a method as described in any one of the first aspects.

[0033] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising a vehicle controller as described in the second aspect.

[0034] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored. When the computer program is executed by a processor, the method according to any one of the first aspects is implemented.

[0035] The disclosed embodiment provides a method for determining movement authorization, which can be executed by a vehicle controller, and includes: determining a target road section based on candidate dangerous points on the vehicle's driving path; determining the vehicle's movement authorization within the range of the target road section; wherein the distance of the movement authorization is less than or equal to the distance of the target road section. In this way, the vehicle controller determines the movement authorization within the range of the target road section obtained based on the candidate dangerous points, which can avoid the problem of too large a range of movement authorization, and the vehicle controller autonomously performs movement authorization, which can reduce the coupling between subsystems and improve the efficiency and reliability of determining the movement authorization.

[0036] Other features and advantages of the present disclosure will become apparent from the following detailed description of exemplary embodiments of the present disclosure with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0038] Figure 1 It is a structural diagram of a TACS system provided in an embodiment of the present disclosure.

[0039] Figure 2 It is a flowchart of a method for determining mobile authorization provided by an embodiment of the present disclosure.

[0040] Figure 3It is a schematic diagram of a vehicle operation phase under a safety braking strategy provided by an embodiment of the present disclosure.

[0041] Figure 4 It is a schematic diagram of a vehicle operation phase under an automatic vehicle control strategy provided by an embodiment of the present disclosure.

[0042] Figure 5 It is a flowchart of a method for determining mobile authorization provided by an embodiment of the present disclosure.

[0043] Figure 6 It is a structural schematic diagram of a vehicle controller provided in an embodiment of the present disclosure. DETAILED DESCRIPTION

[0044] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that the relative arrangement of components and steps, numerical expressions and numerical values ​​set forth in these embodiments do not limit the scope of the present disclosure unless otherwise specifically stated.

[0045] The following description of at least one exemplary embodiment is merely illustrative in nature and is in no way intended to limit the present disclosure, its application, or uses.

[0046] Technologies, methods, and equipment known to ordinary technicians in the relevant art may not be discussed in detail, but where appropriate, the above-mentioned technologies, methods, and equipment should be considered as part of the specification.

[0047] In all examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not limiting. Therefore, other examples of the exemplary embodiments may have different values.

[0048] It should be noted that like reference numerals and letters refer to similar items in the following figures, and therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures.

[0049] Although operations or steps are described in a specific order in the drawings in the embodiments of the present disclosure, it should not be understood that it is required to perform these operations or steps in the specific order shown or in a serial order, or to perform all the operations or steps shown to obtain the desired results. In the embodiments of the present disclosure, these operations or steps can be performed in series; these operations or steps can also be performed in parallel; or some of these operations or steps can be performed.

[0050] In the description of the embodiments of the present disclosure, unless otherwise specified, prefixes such as "first" and "second" are only used to distinguish different description objects, and do not constitute restrictions on the position, order, priority, quantity or content of the description objects. The statement of the description object refers to the description in the context of the claims or embodiments, and no unnecessary restrictions should be imposed due to the use of prefixes. For example, if the description object is "information", the ordinal number before "information" in "first information" and "second information" does not limit the position or order between the "information", and "first" and "second" do not limit whether the "information" they modify is in the same message, nor do they limit the order of the "first information" and the "second information".

[0051] In the description of the embodiments of the present disclosure, unless otherwise specified, "multiple" refers to two or more than two, and other quantifiers are similar thereto; "at least one item", "one item or multiple items" or similar expressions refer to any combination of these items, including any combination of singular items or plural items. For example, at least one a can represent any number of a; for another example, one or more items of a, b and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, c can be single or multiple; "and / or" is a description of the association relationship of associated objects, indicating that three relationships can exist, for example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone, where A and B can be singular or plural. The character " / " indicates that the associated objects before and after are in an "or" relationship.

[0052] In the description of the embodiments of the present disclosure, unless otherwise specified, elements expressed in the singular may be understood as singular expressions or plural expressions. For example, "a", "an", "the", "above", "said", "aforementioned", "this", etc. may mean "one and only one", or "one or more", "at least one", etc.

[0053] In the description of the embodiments of the present disclosure, unless otherwise specified, terms such as “greater than”, “greater than or equal to”, “not less than”, “more than”, “more than or equal to”, “not less than”, “higher than”, “higher than or equal to”, “not lower than”, and “above” may be replaced with each other, and terms such as “less than”, “less than or equal to”, “not greater than”, “less than”, “less than or equal to”, “not more than”, “lower than”, “lower than or equal to”, “not higher than”, and “below” may be replaced with each other.

[0054] First, the application scenario of the present disclosure is described. The embodiments of the present disclosure can be applied to vehicle control scenarios in rail transit. In a rail transit system, the process of determining movement authorization is an important process in vehicle control. Movement authorization can indicate the area or distance that a vehicle is authorized to travel on a rail line. By calculating and allocating movement authorization, it is possible to ensure that vehicles maintain an appropriate safety interval on the track, thereby improving the safety of vehicle operation.

[0055] In some embodiments, rail transit can adopt a communication-based train control system (Communication Based Train Control, CBTC). In the CBTC system, the zone controller (ZC) can collect relevant information about vehicle operation to calculate the mobile authorization, obtain a mobile authorization result with a larger range, and send the mobile authorization result to the vehicle controller (Vehicle On-Board Controller, VOBC). After receiving the mobile authorization result sent by the ZC, the vehicle controller can verify the mobile authorization result, and further process the mobile authorization result in combination with the faults that occur during the operation of the vehicle to obtain the mobile authorization result used by the vehicle. In this way, the ZC subsystem and the VOBC subsystem need to cooperate to realize the mobile authorization. The coupling between the subsystems is large, and because the range of the mobile authorization is large, the efficiency and reliability of the mobile authorization under this method are low.

[0056] In order to improve the efficiency and reliability of mobile authorization, in an optional implementation, rail transit can adopt a Train Autonomous Circumambulate System (TACS) based on vehicle-to-vehicle communication.

[0057] Figure 1 Schematic diagram of a TACS system provided by an embodiment of the present disclosure. Figure 1 As shown, the TACS system 100 may include an Automatic Train Supervision (ATS) 101, an Object Controller (OC) 102 and a Vehicle On-board Controller (VOBC) 103. Among them:

[0058] ATS can be responsible for monitoring the vehicle operation status and sending dispatch instructions to VOBC. ATS can serve as the command center of the TACS system and be responsible for the monitoring and dispatch of the entire vehicle operation.

[0059] OC can collect track resource information. When receiving resource permission application from VOBC, OC can combine the information of multiple vehicles on the path and feed back the resource results requested by VOBC to VOBC. In the TACS system, there can be one or more OCs. Different OCs can correspond to different areas of the track route. OC can collect resource information of the corresponding track route area. Optionally, the same area of ​​the track route can correspond to one OC or multiple OCs that backup each other to improve reliability.

[0060] VOBC can be installed on the vehicle to control the acceleration, cruising and braking of the vehicle. VOBC can communicate with ATS. For example, VOBC can receive the dispatch instruction issued by ATS, determine the destination according to the dispatch instruction, and plan the driving route to the destination. VOBC can also communicate with OC. For example, VOBC can send a resource permission application to OC, receive the resource result feedback from OC on the application, and calculate the mobile authorization.

[0061] In some embodiments, the ATS, OC and VOBC may send and / or receive relevant information based on wireless communication connections.

[0062] Figure 2 is a flow chart of a method for determining mobile authorization provided by an embodiment of the present disclosure. The method for determining mobile authorization can be Figure 1 The vehicle controller VOBC shown or other electronic devices installed in the vehicle are executed. Figure 2 As shown, the method for determining mobile authorization in this embodiment may include the following steps S210 to S220.

[0063] Step S210, determining a target road section according to candidate dangerous points on the vehicle's driving path.

[0064] In some embodiments, the vehicle is a vehicle in a rail transit system, which may include a train, a locomotive, a tram train, a cloud rail train, an unmanned train, etc.

[0065] In an optional embodiment, the vehicle's driving path can be planned by a vehicle controller. The vehicle controller can receive a dispatch instruction sent by an automatic train monitoring system ATS, and the dispatch instruction includes the destination information of the vehicle; according to the destination information in the dispatch instruction, the vehicle's driving path to the destination is automatically planned. For example, the vehicle controller can plan the driving path based on information such as the destination, the current location of the vehicle, and the track route map. Optionally, during the vehicle's driving process, the vehicle controller can timely update the vehicle's driving path based on the vehicle's own information and / or environmental information.

[0066] In another optional embodiment, the vehicle driving path can be planned by the ATS, and the vehicle controller can receive the driving path sent by the ATS. For example, the ATS can plan the driving path of the vehicle to the destination based on the current location of the vehicle, the destination, and the track map, and send the driving path to the vehicle controller.

[0067] In this way, the driving path can be planned in a variety of ways.

[0068] In some embodiments of the present disclosure, the candidate hazardous point may be a potentially unsafe location or area on the vehicle's driving path, such as a location or area that may pose a threat to the safe operation of the vehicle. The candidate hazardous point may be used as an input for the vehicle's movement authorization calculation, and the safety of the vehicle passing through these hazardous points needs to be ensured in the movement authorization.

[0069] Optionally, the candidate dangerous point may include a safety point and / or an obstacle point, wherein:

[0070] A safety guard point is a specific location on a vehicle’s path that is used to ensure safety. When a train reaches a safety guard point, the system evaluates the train’s speed and braking capacity to ensure that the train can stop safely in the event of any emergency.

[0071] Obstacle points can be actual or potential obstacle locations ahead of the vehicle, such as parked trains, faulty equipment, or other obstacles blocking the vehicle's path. The vehicle can periodically monitor obstacle points while in operation.

[0072] The vehicle controller can determine the movement authorization according to the safety protection points and / or obstacle points, and control the operation of the vehicle based on the movement authorization, such as acceleration, deceleration, braking, parking, etc., to improve the safety of vehicle control.

[0073] In some embodiments, the above-mentioned safety protection points include at least one of the following: trackside resource protection points, section protection points, boundary protection points, vehicle protection points that support vehicle-to-vehicle communication, and vehicle protection points that do not support vehicle-to-vehicle communication.

[0074] (i) Trackside resource protection points: When a vehicle is authorized to move, the authorized movement route is not allowed to enter the starting point of the trackside resource. The trackside resource protection point may include at least one of the following:

[0075] Turnout protection points can be used to ensure the safety of vehicles passing through turnouts; turnouts are key components in the rail system that allow trains to change their travel paths;

[0076] The return rail protection point can be used to protect the return track to ensure that the train does not cross the safe starting point during the return operation to avoid possible collision or derailment;

[0077] Platform protection points can be used to protect the platform area, prevent trains from entering unsafe parts of the platform area, and ensure the safety of passengers and trains.

[0078] Optionally, the above-mentioned turnout protection point may include at least one of the following:

[0079] Without crossing the use point of the turnout, the protection point can be set before the turnout to ensure that the train slows down or stops before reaching the turnout switching area so that the turnout has enough time to be set correctly;

[0080] Crossing the switch point but not obtaining the right to use the switch. When the train has approached the switch but has not yet obtained the right to use the switch, the protection point will prevent the train from entering the switch area until the system confirms that the switch can be used safely;

[0081] The train passes the switch use point and obtains the right to use the switch, but the switch is not moved to the expected position. Even if the train obtains the right to use the switch, if the switch is not correctly moved to the predetermined position, this protection point will prevent the train from moving forward until the switch is correctly set.

[0082] (ii) Segment type protection point: When the segment type is used as a protection point, the mobile authorization is not allowed to extend beyond the first logical segment starting point with a segment type protection point. The segment type protection point can include at least one of the following:

[0083] Manual path protection points can be set based on manually set paths for specific operating conditions or maintenance operations to ensure that trains follow the predetermined path;

[0084] Blockade protection point, when a section is blocked due to maintenance, failure or other reasons, the blockade protection point can prevent vehicles from entering the section until the section is reopened.

[0085] (III) Boundary protection points: when there are boundary tracks with certain attributes, the boundary tracks are used as protection points. When conditions do not allow, the scope of movement authorization is not allowed to extend beyond the starting point of the boundary track. The boundary protection points may include at least one of the following:

[0086] An OC boundary protection point, i.e., a boundary related to a target controller OC, which can be used to identify a boundary of an area governed by an OC, for example, a boundary of two adjacent OC governed areas;

[0087] TACS area boundary protection point, which can be used to identify the coverage of the TACS system to ensure that trains comply with the operating rules of the TACS system when entering or leaving the TACS area;

[0088] Line end protection point. This protection point can be set at the physical end of the line to prevent the train from going beyond the line range and ensure that the train does not mistakenly enter the non-operating area.

[0089] (IV) Vehicle protection points that support vehicle-to-vehicle communications.

[0090] For example, the information of the running vehicle ahead of the vehicle in the driving direction can be obtained according to the vehicle-to-vehicle communication or vehicle-to-ground communication, and the vehicle type protection point supporting vehicle-to-vehicle communication can be determined according to the running vehicle information. For example, the position of the vehicle closest to the vehicle is used as the vehicle type protection point supporting vehicle-to-vehicle communication, or the position of the vehicle whose distance to the vehicle is less than or equal to a certain threshold is used as the vehicle type protection point supporting vehicle-to-vehicle communication.

[0091] (V) Vehicle protection points that do not support vehicle-to-vehicle communication

[0092] For example, the information of the running vehicle ahead of the vehicle in the driving direction can be obtained by detecting the sensors installed on the vehicle, and the protection point of the vehicle type that does not support vehicle-to-vehicle communication can be determined based on the running vehicle information. For example, the position of the vehicle closest to the vehicle detected by the sensor is used as the protection point of the vehicle type that does not support vehicle-to-vehicle communication. Optionally, the sensors installed on the vehicle can include one or more detection sensors such as millimeter wave radars and cameras.

[0093] Optionally, the strictest one among the above protection points may be selected as the result of the safety protection point.

[0094] In some embodiments, the above-mentioned obstacle points may include at least one of the following: obstacle points caused by vehicle operation failure, obstacle points caused by vehicle controller failure, and obstacle points caused by environmental abnormalities.

[0095] in:

[0096] The obstacle point caused by the vehicle operation failure may include an obstacle point where the vehicle operation failure requires speed limit operation or stopping as soon as possible. The vehicle operation failure may include at least one of traction failure, door opening, and vehicle speed limit.

[0097] The obstacle points caused by vehicle controller failure may include some fault protection obstacle points of the VOBC subsystem, such as IO board back-stepping errors, etc.

[0098] Obstacle points caused by environmental anomalies may include obstacle points related to the functions of the VOBC subsystem in the TACS system, such as speed limit in rain and snow mode, track rolling function, platform fire, response to platform vehicle detention instructions, and supervision consistent with the planned direction.

[0099] Optionally, the most stringent one among the above obstacle points may be selected as the result of the obstacle point.

[0100] In some embodiments, the vehicle controller may determine the candidate dangerous points (such as the safety protection points and / or obstacle points) based on the first information and / or the second information. For example, the candidate dangerous points in the first information and the candidate dangerous points in the second information may be combined to obtain multiple candidate dangerous points. Among them:

[0101] The first information may include trackside information and / or vehicle operation information sent by the target controller OC to the vehicle controller.

[0102] The second information may include information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection. For example, the vehicle controller may communicate with the front vehicle or the rear vehicle to obtain relevant information of the front vehicle or the rear vehicle. For another example, the vehicle controller may detect the information of the vehicle in front or behind through a sensor.

[0103] Among them, the above-mentioned trackside information may include information such as resource usage rights, setting and cancellation of manual paths, blocked section information, etc.; the vehicle operation information may include information such as the first train in front of the vehicle and the first train behind it.

[0104] In some embodiments of the present disclosure, the vehicle controller may send a resource permission application to the target controller OC, and receive first information sent by the target controller OC in response to the resource permission application. The OC may be one or more OCs on the driving path, and the first information may be referred to as a resource permission response, a resource application result, etc. Optionally, the vehicle controller may store the first information locally, and use the locally stored first information when determining a candidate dangerous point.

[0105] For example, after planning a driving route, the vehicle controller may automatically send a resource authority application to the target controller OC to apply for resource authority on the driving route. The OC may send the first information in response to the resource authority application.

[0106] In one implementation, the target controller OC may send first information to the vehicle controller in response to the resource permission application, and the vehicle controller may receive the first information.

[0107] In another implementation, the target controller OC may periodically send the first information in response to the above resource authority application, and the vehicle controller may periodically receive the first information sent by the OC.

[0108] In some embodiments, there are multiple candidate danger points, and an optional implementation method of step S210 is: determine a target danger point from multiple candidate danger points, where the target danger point is a candidate danger point that is in front of the vehicle's current driving direction and is closest to the vehicle's current position; and use the driving path between the vehicle's current position and the target danger point as the target section.

[0109] For example, the most stringent of the multiple candidate danger points can be used as the target danger point. For example, the candidate danger point with the closest driving distance to the current position of the vehicle can be used as the target danger point, and the driving path between the current position of the vehicle and the target danger point can be used as the target road section.

[0110] In this way, the most stringent of multiple candidate dangerous points (such as safety protection points and obstacle points) can be used as the target dangerous point to improve the safety of vehicle control.

[0111] Step S220, determining the movement authorization of the vehicle within the range of the target road section.

[0112] The movement authorization may indicate an area or distance within which the vehicle is authorized to travel on the track line.

[0113] Optionally, the distance of the movement authorization is less than or equal to the distance of the target road section.

[0114] In some embodiments, the target road section may be used as a movement-authorized road section, and the vehicle may be authorized to travel within the target road section.

[0115] In other embodiments, the movement authorization of the vehicle may be determined within the range of the target road section according to the operation information of the vehicle, so that the distance of the movement authorization is less than or equal to the distance of the target road section.

[0116] In this way, the vehicle controller determines the movement authorization within the target road section obtained based on the candidate dangerous points, which can avoid the problem of too large a range of movement authorization. In addition, the vehicle controller autonomously performs movement authorization, which can reduce the coupling between subsystems and improve the efficiency and reliability of determining movement authorization.

[0117] In some embodiments, the vehicle operation information may include at least one of the following:

[0118] At least one control strategy of the vehicle, such as a safety braking strategy and / or an automatic vehicle control strategy;

[0119] Speed, such as average speed, maximum speed, minimum speed;

[0120] Acceleration, such as average acceleration, maximum acceleration, minimum acceleration;

[0121] At least one operating phase of the vehicle, as well as information such as the speed, acceleration and duration of each operating phase.

[0122] For example, the authorized movement distance may be related to the target speed of the vehicle, and the greater the target speed of the vehicle, the greater the authorized movement distance. For example, if the target speed of the vehicle decreases, the authorized movement distance is correspondingly reduced, and if the target speed of the vehicle increases, the authorized movement distance is correspondingly reduced.

[0123] Optionally, the target speed of the vehicle may be the current speed of the vehicle, or an expected speed in a future period of time calculated based on the current speed and acceleration of the vehicle, or a maximum speed limit of a track area where the vehicle is traveling.

[0124] In this way, the movement authorization of the vehicle can be determined according to the actual operation information of the vehicle, the problem of the movement authorization distance being too large or too small can be avoided, and the reliability of the movement authorization can be improved.

[0125] In some embodiments, the operation information may include at least one control strategy of the vehicle; the movement authorization of the vehicle may be determined by the following steps S221 and S222:

[0126] Step S221: for each control strategy, determine a candidate protection distance corresponding to the control strategy.

[0127] Step S222: taking the maximum value of at least one candidate protection distance as the distance for mobile authorization.

[0128] In an optional implementation, an optional specific implementation of determining the candidate protection distance corresponding to the control strategy in the above step S221 may include the following steps:

[0129] First, at least one operation phase of the vehicle under the control strategy is determined.

[0130] Then, the stage protection distance of the vehicle in each operating stage is determined based on the speed, acceleration and duration of each operating stage.

[0131] Finally, the sum of the phase protection distances of at least one operation phase is taken as the candidate protection distance of the control strategy.

[0132] In some embodiments, under different control strategies, the vehicle may have different operation phases. Further, in different operation phases, the vehicle may have speeds, accelerations, and durations corresponding to the respective phases.

[0133] In one implementation, the at least one control strategy may include a safety braking strategy and / or an automatic vehicle control strategy.

[0134] Under the safety braking strategy, the operation phase of the vehicle may include at least one of a traction unloading phase, a coasting phase, a braking establishment phase, and a maximum braking deceleration phase; the safety braking strategy is a control strategy used by the vehicle for safety braking in the event of a fault or emergency, and may also be referred to as a safety braking model, a safety braking algorithm, etc.;

[0135] Under the automatic vehicle control strategy, the vehicle's operating stages may include at least one of the traction stage, the cruise control stage, and the braking stage; the automatic vehicle control strategy is a control strategy commonly used in the actual operation of the vehicle, and may also be called an automatic driving strategy, an automatic driving algorithm, or a vehicle control algorithm.

[0136] Figure 3 FIG. 1 is a schematic diagram of a vehicle operation phase under a safety braking strategy provided by an embodiment of the present disclosure. Figure 3 As shown, under the safety braking strategy, the vehicle's operation phases may include the traction unloading phase, the coasting phase, the braking establishment phase, and the maximum braking deceleration phase. The phase protection distances corresponding to the four phases are S1, S2, S3, and S4, respectively, and the speeds (initial speeds) corresponding to the four phases are v0, v1, v2, and v3, respectively. Among them:

[0137] (i) In the traction unloading stage, after the vehicle outputs braking, if the vehicle has a traction unloading process, in order to ensure safety, sufficient protection distance needs to be reserved for this stage. Therefore, in the traction unloading stage, the maximum speed limit that the vehicle can currently reach (for example, the speed limit of the vehicle's driving range) can be used as the initial speed v0, the maximum traction acceleration amax that the vehicle can reach, and the duration of the traction unloading stage (that is, the tolerance time) is set to t1. The stage protection distance S1 of the traction unloading stage can be calculated by the following formula (1):

[0138]

[0139] Among them, S1 represents the stage protection distance corresponding to the traction unloading stage, v0 represents the initial speed of the vehicle in the traction unloading stage (for example, the maximum speed limit that the vehicle can currently reach), t1 represents the duration of the traction unloading stage (that is, the tolerance time), and a1 represents the average acceleration of the traction unloading stage.

[0140] Furthermore, the average acceleration a1 can be calculated by the following formula (2):

[0141] a1=k*a max -a ramp (2)

[0142] Wherein, a1 represents the average acceleration in the traction unloading stage, k represents the acceleration coefficient, and the acceleration coefficient may be a preset coefficient, for example, the acceleration coefficient may be any value greater than 0 and less than or equal to 1, and a max represents the maximum traction acceleration that the vehicle can reach (the maximum traction acceleration can be greater than 0), a ramp Indicates the slope acceleration corresponding to the slope of the road the vehicle is currently on (the value is greater than 0 when going uphill and less than 0 when going downhill).

[0143] In this way, the stage protection distance corresponding to the vehicle in the traction unloading stage under the safety braking strategy can be calculated by the above formulas (1) and (2).

[0144] (ii) Coasting stage: after the traction unloading is completed and before the vehicle starts to brake, there is a coasting stage with no braking force output. The acceleration of this coasting stage is a coast , and the duration of the coasting stage (i.e., tolerance time) is set to t2, then the stage protection distance S2 of the coasting stage can be calculated by the following formula (3):

[0145]

[0146] Among them, S2 represents the stage protection distance corresponding to the coasting stage, v1 represents the initial speed of the vehicle in the coasting stage, t2 represents the duration of the coasting stage (ie, the tolerance time), and a2 represents the average acceleration of the coasting stage.

[0147] Furthermore, the average acceleration a2 in the coasting stage can be calculated by the following formula (4):

[0148] a2=k*a coast -a ramp (4)

[0149] Wherein, a2 represents the average acceleration of the coasting stage, k represents the acceleration coefficient, which can be a preset coefficient, and a coast Indicates the acceleration during the coasting phase. Since there is no braking force output during the coasting phase, the acceleration remains unchanged. ramp represents the slope acceleration corresponding to the slope of the road the vehicle is currently on. Optionally, the acceleration a during the coasting phase coast Can be 0 or close to 0.

[0150] Furthermore, the initial speed v1 of the coasting stage can be calculated by the following formula (5):

[0151] v1=v0+a1t1 (5)

[0152] Among them, v1 represents the initial speed of the coasting stage, v0 represents the initial speed of the traction unloading stage (such as the maximum speed limit that the vehicle can currently reach), a1 represents the average acceleration of the traction unloading stage, and t1 represents the duration of the traction unloading stage (i.e., the tolerance time).

[0153] In this way, the stage protection distance corresponding to the vehicle in the coasting stage under the safety braking strategy can be calculated through the above formulas (3), (4) and (5).

[0154] (III) Braking establishment phase, that is, the process from the vehicle starting to establish braking to the completion of the maximum braking establishment. In this braking establishment phase, the acceleration at the initial establishment of braking can be considered to be 0. If the maximum braking acceleration that the vehicle can reach is a dec , then the average braking acceleration during the braking establishment phase is a dec The duration of the braking establishment phase (i.e., the tolerance time) is taken as t3. The stage protection distance S3 of the braking establishment phase can be calculated by the following formula (6):

[0155]

[0156] Among them, S3 represents the stage protection distance corresponding to the braking establishment stage, v2 represents the initial speed of the vehicle in the braking establishment stage, t3 represents the duration of the braking establishment stage (ie, the tolerance time), and a3 represents the average acceleration of the braking establishment stage.

[0157] Furthermore, the average acceleration a3 in the braking establishment phase can be calculated by the following formula (7):

[0158]

[0159] Wherein, a3 represents the average acceleration of the braking establishment phase, k represents the acceleration coefficient, and the acceleration coefficient can be a preset coefficient, a dec Indicates the maximum braking acceleration that the vehicle can reach, a ramp Indicates the slope acceleration corresponding to the slope of the road the vehicle is currently on. Optionally, the maximum braking acceleration a dec It can be a value less than 0, indicating that the vehicle's current speed is reduced by braking.

[0160] Furthermore, the initial speed v2 of the braking establishment phase can be calculated by the following formula (8):

[0161] v2=v1+a2t2 (8)

[0162] Wherein, v2 represents the initial speed of the braking establishment phase, v1 represents the initial speed of the coasting phase, a2 represents the average acceleration of the coasting phase, and t2 represents the duration of the coasting phase (ie, the tolerance time).

[0163] In this way, the stage protection distance corresponding to the vehicle in the braking establishment stage under the safety braking strategy can be calculated through the above formulas (6), (7) and (8).

[0164] (IV) Maximum braking deceleration stage: after the maximum braking is established, the vehicle can be decelerated by the maximum braking acceleration until the vehicle speed is reduced to 0. The stage protection distance S4 of the maximum braking deceleration stage can be calculated by the following formula (9):

[0165]

[0166] Among them, S4 represents the stage protection distance corresponding to the maximum braking deceleration stage, v3 represents the initial speed of the vehicle in the maximum braking deceleration stage, 0 represents that the vehicle speed is finally reduced to 0, and a4 represents the average acceleration of the maximum braking deceleration stage.

[0167] Furthermore, the average acceleration a4 in the maximum braking deceleration stage can be calculated by the following formula (10):

[0168] a4=k*a dec -a ramp (10)

[0169] Wherein, a4 represents the average acceleration of the maximum braking deceleration stage, k represents the acceleration coefficient, and the acceleration coefficient can be a preset coefficient, a dec Indicates the maximum braking acceleration that the vehicle can reach, a ramp Indicates the slope acceleration corresponding to the slope of the road the vehicle is currently on. Optionally, the maximum braking acceleration a dec It can be a value less than 0, indicating that the vehicle's current speed is reduced by braking.

[0170] Furthermore, the initial speed v3 of the maximum braking deceleration stage can be calculated by the following formula (11):

[0171] v3=v2+a3t3 (11)

[0172] Among them, v3 represents the initial speed of the maximum braking deceleration stage, v2 represents the initial speed of the braking establishment stage, a3 represents the average acceleration of the braking establishment stage, and t3 represents the duration of the braking establishment stage (ie, the tolerance time).

[0173] In this way, the stage protection distance corresponding to the vehicle in the maximum braking deceleration stage under the safety braking strategy can be calculated through the above formulas (9), (10) and (11).

[0174] In this way, it can be calculated that the stage protection distances corresponding to the above-mentioned traction unloading stage, idling stage, braking establishment stage, and maximum braking deceleration stage are S1, S2, S3, and S4 respectively.

[0175] Furthermore, the sum of the stage protection distances of multiple operating stages can be used as the candidate protection distance of the control strategy. For example, the candidate protection distance corresponding to the safety braking strategy can be calculated based on the following formula (12):

[0176] S pro =S1+S2+S3+S4 (12)

[0177] Among them, S pro It represents the candidate protection distance corresponding to the safety braking strategy, S1 represents the stage protection distance corresponding to the traction unloading stage, S2 represents the stage protection distance corresponding to the coasting stage, S3 represents the stage protection distance corresponding to the braking establishment stage, and S4 represents the stage protection distance corresponding to the maximum braking deceleration stage.

[0178] Figure 4 FIG. 1 is a schematic diagram of a vehicle operation phase under an automatic vehicle control strategy provided by an embodiment of the present disclosure. Figure 4 As shown, under the automatic vehicle control strategy, the vehicle's operating phases may include a traction phase, a cruise control phase, and a braking phase.

[0179] In the actual operation of the vehicle, the automatic vehicle control strategy can be used to control the output of the gear in most cases. The average traction acceleration a used under the control of the automatic vehicle control strategy is t and the average braking acceleration a b Can be lower than the maximum traction acceleration a in the safe braking strategy max and the maximum braking acceleration a dec , and because the calculation result of the safety braking strategy is the braking distance after the safety protection emergency brake is triggered, the normal vehicle control situation is not considered. Therefore, the average traction acceleration a used by the automatic vehicle control strategy control algorithm can be used. t and the average braking acceleration a b Calculate the protection distance.

[0180] like Figure 4 As shown in the figure, the three stages of the above automatic vehicle control strategy (traction stage, cruise control stage and braking stage) correspond to the stage protection distances S and 21 , S 22 , S23 ,in:

[0181] (I) Traction stage: This stage is the stage where the vehicle speed gradually increases under the average traction acceleration. The stage protection distance S of this traction stage 21 It can be calculated by the following formula (13):

[0182]

[0183] Among them, S 21 Indicates the stage protection distance corresponding to the traction stage, v C Indicates the target speed of the vehicle after entering the cruise control phase, v 20 represents the initial speed of the vehicle during the traction phase (e.g., the current speed of the vehicle), a t Represents the average acceleration during the traction phase.

[0184] (ii) Constant speed cruise stage: During this stage, the vehicle maintains a constant speed. The stage protection distance S of this constant speed cruise stage 22 It can be calculated by the following formula (14):

[0185] S 22 =v c t c (14)

[0186] Among them, S 22 Indicates the stage protection distance corresponding to the cruise control stage, v C Indicates the target speed of the vehicle in the cruise phase, t c Indicates the duration of the cruise control phase.

[0187] (III) Braking stage: This stage is when the vehicle speed gradually decreases under the action of average braking acceleration. The stage protection distance S of this braking stage is 21 It can be calculated by the following formula (15):

[0188]

[0189] Among them, S 23 Indicates the stage protection distance corresponding to the braking stage, v C represents the target speed of the vehicle in the cruising phase, a b Indicates the average acceleration during the braking phase.

[0190] Furthermore, the sum of the stage protection distances of multiple operation stages can be used as the candidate protection distance of the control strategy. For example, the candidate protection distance corresponding to the automatic vehicle control strategy can be calculated based on the following formula (16):

[0191] Sctrl =S 21 +S 22 +S 23 (16)

[0192] Among them, S ctrl represents the candidate protection distance corresponding to the automatic vehicle control strategy, S 21 Indicates the stage protection distance corresponding to the traction stage, S 22 Indicates the stage protection distance corresponding to the cruise control stage, S 23 Indicates the stage protection distance corresponding to the braking stage.

[0193] In this way, the candidate protection distance of the safety braking strategy and the candidate protection distance of the automatic vehicle control strategy can be calculated respectively, and the maximum value of the two candidate protection distances can be used as the distance for movement authorization, thereby improving the reliability of movement authorization.

[0194] In some embodiments of the present disclosure, the vehicle controller may periodically execute the above steps S210 and S220. For example, the above steps S210 and S220 may be executed based on a millisecond period so as to timely update the vehicle's movement authorization and improve the reliability of vehicle control.

[0195] In some embodiments, during the initialization phase of vehicle operation, for example, when the vehicle is started, the end point of the movement authorization can be set to the maximum safety front end. The maximum safety front end can be the front position of the vehicle, or the position in front of the vehicle's driving direction obtained by adding an error margin to the front position of the vehicle. During the initialization phase, relevant information such as candidate dangerous points for movement authorization is not yet complete, so setting the end point of the movement authorization to the maximum safety front end can maximize the safety of vehicle operation.

[0196] Figure 5 is a flow chart of a method for determining mobile authorization provided by an embodiment of the present disclosure. The method for determining mobile authorization can be Figure 1 The TACS system shown is implemented. Figure 5 As shown, the method for determining mobile authorization in this embodiment may include the following steps S510 to S560.

[0197] Step S510, ATS sends a scheduling instruction to VOBC.

[0198] In some embodiments, the maneuver instruction may include destination information for the vehicle.

[0199] Step S520, VOBC plans a driving route for the vehicle to the destination according to the destination information in the dispatch instruction.

[0200] In some embodiments, the VOBC can plan the vehicle's driving path based on the destination, the vehicle's current location, and the track map, etc. Optionally, during the vehicle's driving, the vehicle controller can timely update the vehicle's driving path based on the vehicle's own information and / or environmental information.

[0201] Optionally, the track route map can be stored in VOBC or sent to VOBC by ATS.

[0202] Step S530, VOBC sends a resource permission request to OC.

[0203] In some embodiments, after planning a driving route, the VOBC may automatically apply to the OC for resource authority on the driving route. The OC may be one or more OCs on the driving route.

[0204] Step S540: OC sends first information to VOBC.

[0205] The first information may be information sent by the OC in response to a resource authority application. The first information may be called a resource authority response, a resource application result, etc.

[0206] Optionally, the first information may include trackside information and / or vehicle operation information.

[0207] Step S550: VOBC determines the mobile authorization based on the first information and / or the second information.

[0208] The first information may be information sent by the OC to the VOBC; the second information may include information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection. For example, the vehicle controller may communicate with the preceding vehicle or the following vehicle to obtain relevant information of the preceding vehicle or the following vehicle. For another example, the vehicle controller may detect information of the preceding vehicle or the following vehicle through sensors.

[0209] It should be noted that the specific manner in which VOBC determines the mobile authorization according to the first information and / or the second information can be referred to the description in the aforementioned embodiments of the present disclosure and will not be described in detail here.

[0210] Step S560, VOBC controls the vehicle operation according to the mobile authorization.

[0211] For example, if the movement authorization satisfies the vehicle moving conditions, the vehicle can be operated automatically.

[0212] By adopting the above method, based on the TACS system, VOBC can independently determine the mobility authorization and control the vehicle operation according to the mobility authorization, thereby improving the efficiency and reliability of the mobility authorization.

[0213] The present disclosure also provides a vehicle controller, such as Figure 6 As shown, the vehicle controller 900 may include a memory 910 and a processor 920. The memory 910 may be used to store computer instructions, and the processor 920 may be used to call computer instructions from the memory 910 to execute any method in the aforementioned embodiments of the present disclosure.

[0214] An embodiment of the present disclosure also provides a vehicle, which includes the vehicle controller provided by the above embodiment.

[0215] In one embodiment of the present disclosure, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a petrol-electric hybrid vehicle or a gas-electric hybrid vehicle.

[0216] The embodiments of the present disclosure also provide a computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, any method in the aforementioned embodiments of the present disclosure is implemented. Optionally, the computer-readable storage medium may be a non-transitory storage medium, but is not limited thereto, and may also be a transient storage medium.

[0217] The embodiments of the present disclosure further provide a computer program product, which may include a computer program. When the computer program is executed by a processor, any method in the aforementioned embodiments of the present disclosure may be implemented.

[0218] The present disclosure may be a system, a method and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for causing a processor to implement any method in the foregoing embodiments of the present disclosure.

[0219] A computer-readable storage medium may be a tangible device that can hold and store instructions used by an instruction execution device. A computer-readable storage medium may be, for example, but not limited to, an electrical storage device, a magnetic storage device, an optical storage device, an electromagnetic storage device, a semiconductor storage device, or any suitable combination of the foregoing. More specific examples of computer-readable storage media (a non-exhaustive list) include: a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), a static random access memory (SRAM), a portable compact disk read-only memory (CD-ROM), a digital versatile disk (DVD), a memory stick, a floppy disk, a mechanical encoding device, such as a punch card or a raised structure in a groove on which instructions are stored, and any suitable combination of the foregoing. As used herein, a computer-readable storage medium is not to be interpreted as a transient signal per se, such as a radio wave or other freely propagating electromagnetic wave, an electromagnetic wave propagating through a waveguide or other transmission medium (e.g., a light pulse through a fiber optic cable), or an electrical signal transmitted through a wire.

[0220] The computer-readable program instructions described herein can be downloaded from a computer-readable storage medium to each computing / processing device, or downloaded to an external computer or external storage device via a network, such as the Internet, a local area network, a wide area network, and / or a wireless network. The network can include copper transmission cables, optical fiber transmissions, wireless transmissions, routers, firewalls, switches, gateway computers, and / or edge servers. The network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards the computer-readable program instructions for storage in the computer-readable storage medium in each computing / processing device.

[0221] The computer program instructions for performing the operation of the present disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-related instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, which may include object-oriented programming languages, such as Smalltalk, C++, etc., and conventional procedural programming languages, such as "C" language or similar programming languages. Computer-readable program instructions may be executed entirely on a user's computer, partially on a user's computer, as an independent software package, partially on a user's computer, partially on a remote computer, or completely on a remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer via any type of network, including a local area network (LAN) or a wide area network (WAN), or may be connected to an external computer (e.g., using an Internet service provider to connect via the Internet). In some embodiments, an electronic circuit, such as a programmable logic circuit, a field programmable gate array (FPGA), or a programmable logic array (PLA), may be personalized by utilizing the state information of the computer-readable program instructions, and the electronic circuit may execute the computer-readable program instructions, thereby realizing various aspects of the present disclosure.

[0222] Various aspects of the present disclosure are described herein with reference to the flowcharts and / or block diagrams of the methods, devices (systems) and computer program products according to the embodiments of the present disclosure. It should be understood that each box in the flowchart and / or block diagram and the combination of each box in the flowchart and / or block diagram can be implemented by computer-readable program instructions.

[0223] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so as to produce a machine, so that when these instructions are executed by the processor of the computer or other programmable data processing device, a device for implementing the functions / actions specified in one or more boxes in the flowchart and / or block diagram is generated. These computer-readable program instructions can also be stored in a computer-readable storage medium, and these instructions make the computer, programmable data processing device, and / or other equipment work in a specific manner, so that the computer-readable medium storing the instructions includes a manufactured product, which includes instructions for implementing various aspects of the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0224] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device so that a series of operating steps are performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions executed on the computer, other programmable data processing apparatus, or other device to implement the functions / actions specified in one or more boxes in the flowchart and / or block diagram.

[0225] The flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the systems, methods and computer program products according to multiple embodiments of the present disclosure. In this regard, each box in the flowchart or block diagram can represent a module, a program segment or a part of an instruction, and the module, the program segment or a part of the instruction contains one or more executable instructions for realizing the specified logical function. In some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or the flowchart, and the combination of the boxes in the block diagram and / or the flowchart can be implemented by a dedicated hardware-based system that performs the specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions. It is well known to those skilled in the art that it is equivalent to implement it by hardware, implement it by software, and implement it by combining software and hardware.

[0226] The embodiments of the present disclosure have been described above, and the above description is exemplary, not exhaustive, and is not limited to the disclosed embodiments. Many modifications and changes will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the described embodiments. The choice of terms used herein is intended to best explain the principles of the embodiments, practical applications, or technical improvements to the technology in the market, or to enable other persons of ordinary skill in the art to understand the embodiments disclosed herein. The scope of the present disclosure is defined by the appended claims.

Claims

1. A method for determining mobile authorization, characterized in that: Executed by a vehicle controller, the method includes: Determine the target road section based on the candidate dangerous points on the vehicle's driving path; Determine the movement authorization of the vehicle within the range of the target road section; wherein the distance of the movement authorization is less than or equal to the distance of the target road section.

2. The method according to claim 1, characterized in that There are multiple candidate dangerous points, and determining the target road section according to the candidate dangerous points on the vehicle driving path includes: Determine a target dangerous point from a plurality of candidate dangerous points, wherein the target dangerous point is a candidate dangerous point that is located in front of the current driving direction of the vehicle and is closest to the current position of the vehicle; The driving path between the current position of the vehicle and the target dangerous point is used as the target road section.

3. The method according to claim 1, characterized in that The candidate dangerous points include safety protection points and / or obstacle points.

4. The method according to claim 3, characterized in that The safety protection point includes at least one of the following: a trackside resource protection point, a section protection point, a boundary protection point, a vehicle protection point that supports vehicle-to-vehicle communication, and a vehicle protection point that does not support vehicle-to-vehicle communication; The obstacle point includes at least one of the following: an obstacle point caused by a vehicle operation failure, an obstacle point caused by a vehicle controller failure, and an obstacle point caused by an environmental abnormality.

5. The method according to claim 1, characterized in that The determining the movement authorization of the vehicle within the range of the target road section includes: Within the scope of the target road section, the movement authorization of the vehicle is determined according to the operation information of the vehicle.

6. The method according to claim 5, characterized in that The operation information includes at least one control strategy of the vehicle; and determining the movement authorization of the vehicle according to the operation information of the vehicle includes: For each of the control strategies, determining a candidate protection distance corresponding to the control strategy; The maximum value of at least one candidate protection distance is used as the distance of the movement authorization.

7. The method according to claim 6, characterized in that The determining of a candidate protection distance corresponding to the control strategy includes: determining at least one operation phase of the vehicle under the control strategy; Determine the stage protection distance of the vehicle in each operation stage according to the speed, acceleration and duration of each operation stage; The sum of the phase protection distances of the at least one operation phase is used as a candidate protection distance of the control strategy.

8. The method according to claim 7, characterized in that The at least one control strategy includes a safety braking strategy and / or an automatic vehicle control strategy; Under the safety braking strategy, the operation phase of the vehicle includes at least one of a traction unloading phase, a coasting phase, a braking establishment phase, and a maximum braking deceleration phase; Under the automatic vehicle control strategy, the operation phase of the vehicle includes at least one of a traction phase, a cruise control phase, and a braking phase.

9. The method according to any one of claims 1 to 8, characterized in that The driving path is obtained by: Receiving a dispatch instruction sent by an automatic train monitoring system ATS, wherein the dispatch instruction includes destination information of the vehicle; A driving path for the vehicle to travel to the destination is planned according to the destination information.

10. The method according to any one of claims 1 to 8, characterized in that The candidate danger points are obtained in the following manner: Determine the candidate danger point according to the first information and / or the second information; wherein, The first information includes trackside information and / or vehicle operation information sent by the target controller OC to the vehicle controller, and the second information includes information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection.

11. A vehicle controller, characterized in that: The vehicle controller comprises a memory and a processor, wherein the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method for determining movement authorization according to any one of claims 1 to 10.

12. A vehicle, characterized in that: The vehicle includes the vehicle controller of claim 11.

13. A computer-readable storage medium, characterized in that: A computer program is stored thereon, and when the computer program is executed by a processor, the method for determining movement authorization according to any one of claims 1 to 10 is implemented.

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