A lateral protection control method and system for smart rail vehicles in manual mode

Abstract

The present invention relates to the field of new energy vehicle technology, and more specifically, to a lateral protection control method and system for a smart rail vehicle in manual mode. The present invention provides a lateral protection control method for a smart rail vehicle in manual mode, the method comprising: a vehicle network control system obtains a lateral deviation parameter based on multi-source data fusion, the lateral deviation parameter including a lateral deviation value and a lateral deviation threshold provided by an on-board signal system; the lateral deviation value is compared with the lateral deviation threshold, and the vehicle network control system outputs a corresponding result for achieving lateral protection of the vehicle in manual driving mode, wherein the lateral deviation value includes a lateral deviation value based on visual recognition and / or a lateral deviation value based on combined inertial navigation, effectively avoiding safety hazards caused by driver distraction or dangerous driving behavior, and ensuring vehicle driving safety.

Description

Technical Field

[0001] The present invention relates to the field of new energy vehicle technology, and more particularly to a lateral protection control method and system for a smart rail vehicle in manual mode. Background Art

[0002] As a new type of rubber-tyred trolleybus, the SmartTrolleybus operates in two main modes: tracking mode and manual driving mode. In tracking mode, the vehicle automatically follows a pre-set tracking line, achieving precise lateral control through an advanced automatic control system. If the vehicle deviates from the tracking line, the system quickly responds by automatically activating the brakes to bring the vehicle to a safe stop, effectively avoiding potential safety risks. This highly automated operating mode not only significantly reduces driver workload but also significantly improves driving safety and stability.

[0003] However, in manual driving mode, the vehicle's movement is completely dependent on the driver's control. The driver must maintain high concentration and precisely control the vehicle's direction and speed to ensure it remains within the planned tracking line. If the vehicle accidentally leaves the planned lane, the system will not automatically brake, placing extremely high demands on the driver's driving skills and sense of responsibility. If the driver becomes distracted or makes an operational error, the vehicle may deviate from its lane, leading to a serious safety accident.

[0004] In order to effectively solve the safety hazards in manual driving mode, there is an urgent need for a lateral protection method based on the fusion of multiple information, which can timely detect the lateral deviation of the vehicle and take corresponding protective measures when necessary, thereby effectively avoiding safety hazards caused by driver distraction or dangerous driving behavior, and providing more reliable protection for the safe operation of smart rail trams. Summary of the Invention

[0005] The following is a brief summary of one or more aspects to provide a basic understanding of these aspects. This summary is not an exhaustive overview of all conceivable aspects and is neither intended to identify key or critical elements of all aspects nor to define the scope of any or all aspects. Its sole purpose is to present some concepts of one or more aspects in a simplified form as a prelude to the more detailed description that will be provided later.

[0006] The purpose of the present invention is to provide a lateral protection control method and system for smart rail vehicles in manual mode, which solves the problem of insufficient lateral protection of vehicles in manual driving mode and avoids safety hazards caused by driver operating errors or inattention.

[0007] In order to achieve the above object, the present invention provides a lateral protection control method for a smart rail vehicle in manual mode, the method comprising:

[0008] The vehicle network control system obtains a lateral deviation parameter based on multi-source data fusion, wherein the lateral deviation parameter includes a lateral deviation value and a lateral deviation threshold provided by an on-board signal system;

[0009] Comparing the lateral deviation value with the lateral deviation threshold, the vehicle network control system outputting a corresponding result for implementing lateral protection of the vehicle in a manual driving mode;

[0010] The lateral deviation value includes a lateral deviation value based on visual recognition and / or a lateral deviation value based on combined inertial navigation.

[0011] In one embodiment, the vehicle network control system outputs corresponding results including:

[0012] When the lateral deviation value is greater than or equal to a lateral deviation threshold, the vehicle network control system outputs safety braking and traction blocking;

[0013] When the lateral deviation value is less than a lateral deviation threshold, the vehicle network control system does not output safety braking and traction blocking.

[0014] In one embodiment, the method further includes determining whether the integrated platform and the vehicle network control system are communicating normally and performing dynamic authorization verification to determine whether the vehicle enters / exits the horizontal line protection state:

[0015] When the integrated platform and the vehicle network control system communicate normally, the online authorization mode is adopted;

[0016] When the integrated platform and the vehicle network control system communicate abnormally, the offline authorization mode is adopted.

[0017] In one embodiment, the online authorization mode is a real-time interactive authorization instruction between the vehicle network control system and the integrated platform.

[0018] In one embodiment, the offline authorization mode is to perform double-end verification by using the same algorithm to generate the authorization code;

[0019] The dual-end verification is performed by verifying whether the first authorization code calculated by one end of the vehicle network control system is consistent with the second authorization code automatically generated by one end of the integrated platform.

[0020] In one embodiment, the authorization code includes timestamp information, a user identification code, and a vehicle unique identifier.

[0021] In one embodiment, the method further comprises:

[0022] The assisted driving system collects image data of the vehicle's surroundings and the vehicle's motion data;

[0023] Process the collected image data, extract features related to the vehicle's lateral position, and calculate the vehicle's lateral deviation value;

[0024] Assess the confidence of the tracking camera and the availability of the integrated inertial navigation system;

[0025] Based on the evaluation results, the lateral control method of "lateral control based on vision" or "lateral control based on combined inertial navigation" is selected and the corresponding lateral deviation value is sent to the vehicle network control system.

[0026] In one embodiment, the vehicle network control system selects a lateral deviation value obtaining method according to the lateral control method output by the auxiliary driving system:

[0027] When the lateral control method output by the assisted driving system is "lateral control based on visual recognition", the lateral deviation value output by the tracking camera is used as the basis;

[0028] When the lateral control method output by the assisted driving system is "lateral control based on combined inertial navigation", the lateral deviation value output by the assisted driving system is trusted;

[0029] Otherwise, the lateral deviation value is equal to the lateral deviation threshold output by the vehicle signal system.

[0030] In one embodiment, the method further comprises:

[0031] The vehicle network control system controls the vehicle to enter the lateral protection state based on the conditions for the vehicle to enter the lateral protection state:

[0032] The conditions for the vehicle to enter the lateral protection include: the vehicle signal system sends an instruction to enter the planned state to the vehicle network control system, and any of the following conditions is met:

[0033] The lateral deviation value provided by the assisted driving system is less than the preset lateral deviation threshold;

[0034] The vehicle is in the end-changing state;

[0035] The vehicle is powered off and restarted, and is in the power-on state;

[0036] Select the "Revoke Authorization" command on the integrated platform.

[0037] In one embodiment, the method further comprises:

[0038] The vehicle network control system controls the vehicle to exit the lateral protection state based on the vehicle exit lateral protection conditions:

[0039] The conditions for the vehicle to exit the lateral protection include any of the following conditions:

[0040] The onboard signal system sends an exit plan status instruction to the vehicle network control system;

[0041] The vehicle is in automatic tracking mode;

[0042] Exit Horizontal Protection Authorization Successfully.

[0043] In one embodiment, the method further comprises:

[0044] When the assisted driving system fails or communication is interrupted, the vehicle network control system triggers safety braking and traction blocking;

[0045] When the integrated platform fails to communicate with the vehicle network control system, the vehicle network control system triggers safety braking and traction blocking;

[0046] When the on-board signal system fails to communicate with the vehicle network control system, the vehicle network control system uses the maximum allowable deviation threshold for lateral protection.

[0047] To achieve the above objectives, the present invention provides a lateral protection system for a smart rail vehicle in manual mode, which executes any of the above-mentioned lateral protection control methods, and the system includes:

[0048] An integrated platform for remote communication with the vehicle network control system and sending authorization commands based on the vehicle status;

[0049] The vehicle network control system, including an on-board display, is connected to the on-board signal system, auxiliary driving system, and braking system to receive authorization instructions from the integrated platform of the dispatch center and control the vehicle to exit or enter the lateral protection;

[0050] The vehicle-mounted signal system is used to provide lateral deviation threshold data;

[0051] The auxiliary driving system includes a tracking camera and a combined inertial navigation system for providing real-time lateral deviation values;

[0052] The braking system performs braking and locking according to the safety braking and traction blocking instructions output by the vehicle network control system.

[0053] In one embodiment, the vehicle-mounted display is used to display authorization requests and status prompts.

[0054] The present invention provides a lateral protection system and control method for a smart rail vehicle in manual mode. The system performs lateral protection for the vehicle in manual driving mode based on lateral deviation identified by visual recognition, lateral deviation based on combined inertial navigation, lateral protection threshold, and authorization information from a remote control center. This effectively avoids safety hazards caused by driver distraction or dangerous driving behavior, ensures vehicle driving safety, and improves the vehicle's operating efficiency as well as the accuracy and reliability of lateral protection. BRIEF DESCRIPTION OF THE DRAWINGS

[0055] The above features and advantages of the present invention will be better understood after reading the detailed description of the embodiments of the present disclosure in conjunction with the following drawings. In the drawings, the components are not necessarily drawn to scale, and components with similar related properties or characteristics may have the same or similar reference numerals.

[0056] Figure 1 A schematic diagram of vehicle operation according to an embodiment of the present invention is disclosed;

[0057] Figure 2 A block diagram of the principle of a lateral protection system for a smart rail vehicle in manual mode according to an embodiment of the present invention is disclosed;

[0058] Figure 3 A step diagram of a lateral protection control method for a smart rail vehicle in manual mode according to an embodiment of the present invention is disclosed;

[0059] Figure 4 A vehicle entry / exit lateral protection flow chart according to an embodiment of the present invention is disclosed.

[0060] The meanings of the reference numerals are as follows:

[0061] 100 lateral protection system;

[0062] 110 integrated platform;

[0063] 120 vehicle cab;

[0064] 121 Vehicle Network Control System;

[0065] 122 Vehicle signal system;

[0066] 123 Assisted Driving System;

[0067] 124 Integrated Wireless Systems;

[0068] 125 Braking system. DETAILED DESCRIPTION

[0069] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0070] In the following description, many specific details are set forth to facilitate a full understanding of the present invention. However, the present invention may also be implemented in other ways different from those described herein. Therefore, the present invention is not limited to the specific embodiments disclosed below.

[0071] The SmartTrolleybus is a rubber-wheeled trolleybus. In automatic tracking mode, the vehicle travels along the tracking line and automatically performs lateral control. If it deviates from the planned tracking line, the vehicle can automatically brake to a stop. In manual driving mode, it relies entirely on the driver's operation to ensure that the vehicle does not deviate from the tracking line. The vehicle cannot automatically brake if it leaves the planned lane.

[0072] Automatic tracking mode is an operating mode of the smart rail tram. The vehicle travels along the tracking line without the driver operating the steering wheel to control the direction. The assisted driving system automatically controls the vehicle's steering based on the vehicle's real-time lateral deviation relative to the tracking line.

[0073] Figure 1 A schematic diagram of vehicle operation according to an embodiment of the present invention is disclosed. Figure 1 As shown, the smart tram runs in both directions on a road with a tracking line. In manual driving mode, the driver can manually drive along the tracking line, relying entirely on the driver's operation to ensure that the vehicle does not deviate from the tracking line. However, the driver may cause the vehicle to drive out of the planned lane due to distraction or dangerous driving behavior, causing a safety accident.

[0074] In actual applications, the tracking cameras and other equipment equipped on the smart rail tram can identify the tracking line. The assisted driving system realizes the lateral control of the vehicle based on the identification information, allowing the tram to run along the route planned by the tracking line. The tracking line is an important sign when the smart rail tram is in operation.

[0075] In order to solve the problem of insufficient lateral protection of the vehicle in manual driving mode and avoid safety hazards caused by driver operating errors or inattention, the present invention uses a lateral protection method that integrates multiple information to timely detect the lateral deviation of the vehicle and take corresponding protective measures when necessary, such as automatically adjusting the vehicle direction or issuing an alarm to remind the driver, effectively avoiding safety hazards caused by driver distraction or dangerous driving behavior, and ensuring vehicle driving safety.

[0076] Figure 2 The following discloses a block diagram of the principle of a lateral protection system for a smart rail vehicle in manual mode according to an embodiment of the present invention. Figure 2 As shown, the lateral protection system 100 includes a vehicle network control system 121 , an on-board signal system 122 , an auxiliary driving system 123 , an integrated wireless system 124 , a braking system 125 and an integrated platform 110 .

[0077] In practice, smart trams are typically multi-module vehicles, approximately 30 meters long, and capable of bidirectional operation. Each cab 120 at each end has a hard-wired steering wheel switch, and is equipped with a vehicle network control system 121, an onboard signaling system 122, an assisted driving system 123, an integrated wireless system 124, and a braking system 125.

[0078] When switching between the cabs at both ends of the vehicle, the user needs to press the hard-wired button to switch ends.

[0079] The various components of the lateral protection system 100 will be described in detail below.

[0080] The vehicle network control system 121 may include a main controller, an HMI (Human Machine Interface, on-board display), and a switch. The vehicle network control system 121 communicates with the on-board signal system 122 and the assisted driving system 123 through the Ethernet protocol, and communicates with the braking system 125 through the backplane CPCI protocol (Compact Peripheral Component Interconnect, bus interface standard). It is mainly used to receive authorization instructions from the integrated platform of the dispatch center and control the vehicle to exit or enter the lateral protection.

[0081] The vehicle display is mainly used to display authorization requests and status prompts.

[0082] The vehicle network control system 121 communicates with the integrated platform 110 of the ground dispatch center via a wireless link provided by the integrated wireless system 124. Specifically, the vehicle network control system 121 receives authorization instructions from the integrated platform 110 of the dispatch center or withdraws authorization instructions, and controls the vehicle to exit or enter the lateral protection.

[0083] The vehicle-mounted signal system 122 may include a signal main controller and a signal HMI, and may be configured to provide lateral deviation threshold data.

[0084] The assisted driving system may include a main controller, a tracking camera, and a combined inertial navigation system to provide real-time lateral deviation values.

[0085] In one embodiment, when the vehicle enters lateral protection, the vehicle network control system 121 receives the lateral deviation threshold output by the on-board signal system 122 and the real-time lateral deviation value output by the assisted driving system 123, and compares the lateral deviation threshold with the lateral deviation value. When the conditions are met, a safety braking and traction blocking instruction is sent to the braking system, thereby improving the accuracy and reliability of lateral protection and reducing the risk of protection failure caused by failure or error of a single information source.

[0086] The braking system 125 may include a main controller and an actuator, and performs braking and locking according to the safety braking and traction blocking instructions output by the vehicle network control system;

[0087] The integrated platform 110 is used to remotely communicate with the vehicle network control system and send authorization instructions based on the vehicle status.

[0088] The close coordination between the vehicle network control system and the on-board signal system, assisted driving system, braking system, etc., as well as the real-time monitoring and comprehensive analysis of various information, reflects the vehicle's intelligence level and provides more reliable technical support for the safe operation of the smart rail tram.

[0089] Figure 3 The following discloses a step diagram of a lateral protection control method of a smart rail vehicle in manual mode according to an embodiment of the present invention. Figure 3 As shown, the method includes the following steps:

[0090] Step S1: The vehicle network control system obtains a lateral deviation parameter based on multi-source data fusion, wherein the lateral deviation parameter includes a lateral deviation value and a lateral deviation threshold provided by an on-board signal system;

[0091] Step S2: comparing the lateral deviation value with the lateral deviation threshold, and the vehicle network control system outputting a corresponding result for implementing lateral protection of the vehicle in the manual driving mode;

[0092] The lateral deviation value includes a lateral deviation value based on visual recognition and / or a lateral deviation value based on combined inertial navigation.

[0093] This method can be achieved by Figure 2 The lateral protection system 100 of the vehicle shown is implemented, and the lateral protection system of the vehicle should at least include a vehicle network control system 121, an on-board signal system 122, an assisted driving system 123, an integrated wireless system 124, a braking system 125 and an integrated platform 110. Of course, other suitable systems can also be used, and the present invention is not limited to this.

[0094] These steps will be described in detail below. It should be understood that within the scope of the present invention, the above-mentioned technical features of the present invention and the technical features specifically described below (such as in the embodiments) can be combined with each other and interrelated to form a preferred technical solution.

[0095] Step S1: The vehicle network control system obtains lateral deviation parameters based on multi-source data fusion, where the lateral deviation parameters include lateral deviation values ​​based on visual recognition and combined inertial navigation and a lateral deviation threshold provided by an on-board signal system.

[0096] In practical applications, multi-source data may include: visual sensors such as cameras and inertial navigation systems.

[0097] The lateral deviation value based on visual recognition can be calculated by using visual sensors such as cameras on the vehicle to identify and process visual information such as road markings and lane boundaries, thereby calculating the lateral deviation between the vehicle and the planned trajectory.

[0098] The lateral deviation value based on the combined inertial navigation can utilize an inertial navigation system composed of an inertial navigation system and a satellite positioning system to monitor the vehicle's motion state in real time, including but not limited to speed, acceleration, angular velocity, etc., and then calculate the vehicle's lateral deviation.

[0099] The lateral deviation threshold provided by the on-board signal system is a pre-set maximum allowable lateral deviation range based on the vehicle's driving status and road conditions, and is used to determine whether the vehicle deviates too far from the planned trajectory.

[0100] Through multi-source data fusion, the vehicle network control system can grasp the vehicle's lateral position information more comprehensively and accurately, providing a more reliable basis for the vehicle's lateral control, thereby improving the safety and stability of vehicle driving.

[0101] In one embodiment, before step S1, dynamic authorization verification is implemented by judging whether the communication between the integrated platform and the vehicle network control system is normal to judge whether the vehicle enters / exits the horizontal line protection state. When the integrated platform and the vehicle network control system communicate normally, the online authorization mode is adopted. The online authorization mode is a real-time interactive authorization instruction between the network control system and the integrated platform.

[0102] When the integrated platform communicates normally with the vehicle network control system, if the vehicle needs to leave the tracking line, the driver can initiate an authorization request by clicking the "Apply for Authorization" button on the on-board display interface. After the integrated platform receives the authorization application information, the dispatch center staff will confirm the driver and vehicle status.

[0103] If the confirmation is correct, the staff can select "Agree Authorization" and the instruction will be sent to the vehicle network control system. After receiving the instruction, the vehicle network control system will control the vehicle to exit the lateral protection state. If the vehicle needs to enter the lateral protection state again later, the integrated platform can select "Revoke Authorization" to re-enter the lateral protection state.

[0104] If the dispatch center staff confirms and selects "reject application", the vehicle network control system will control the vehicle to continue to maintain the lateral protection state after receiving the instruction.

[0105] In another embodiment, when the integrated platform and the vehicle network control system communicate abnormally, an offline authorization mode is used. The offline authorization mode performs two-end verification by using the same algorithm to generate an authorization code.

[0106] Dual-end verification verifies that the first authorization code calculated by the vehicle network control system matches the second authorization code automatically generated by the integrated platform. This means the user enters the authorization code through the vehicle's display, which is then automatically generated by the integrated platform. This code is then compared with the first authorization code calculated by the vehicle network control system.

[0107] The authorization code may include timestamp information, a user identification code, and a unique vehicle identifier.

[0108] In the special case where the integrated platform fails to communicate with the vehicle network control system, if the driver needs to make the vehicle leave the tracking line, he or she can apply for an authorization code by calling the dispatch center.

[0109] After the dispatch center staff confirms the driver and vehicle status, the integrated platform will automatically generate a second authorization code.

[0110] If the authorization is approved, the dispatch center staff will inform the driver of the generated second authorization code. The driver then manually enters the second authorization code on the HMI and clicks the "Apply for Authorization" button. After receiving the authorization code, the vehicle network control system will compare it with the first authorization code it calculated.

[0111] If the comparison result shows that the authorization codes are the same, the vehicle network control system will control the vehicle to exit the lateral protection; if the comparison result shows that the authorization codes are different, the vehicle network control system will control the vehicle to continue to maintain the lateral protection state.

[0112] Optionally, upon successful authorization, the system will voice prompt "Authorization successful" and light up the authorization success icon on the HMI. Upon failed authorization, the system will voice prompt "Authorization failed" and turn off the authorization success icon on the HMI. Each time an incorrect authorization code is entered, the system will prompt "Authorization failed" and the authorization success icon on the HMI will remain off.

[0113] If the dispatch center staff does not agree to the authorization, the driver will not be informed of the authorization code, and the vehicle will remain in the lateral protection state.

[0114] It is worth noting that the integrated platform and the vehicle network control system use the same algorithm (for example, the CRC16 checksum algorithm) to generate authorization codes, ensuring that the authorization codes generated at the same time, for the same driver, and for the same vehicle have the same and unique characteristics, which provides reliable technical support for the vehicle's authorized operation.

[0115] In this embodiment, the CRC16 check algorithm may be used. This is the most commonly used error checking code in the field of data communications. Its characteristic is that the lengths of the information field and the check field can be arbitrarily selected. Other embodiments may also use other algorithms without limitation.

[0116] If the same driver, the same vehicle, and the same year, month, and day are used, the authorization code is unique and reusable. When the driver, vehicle number, year, month, and day change, the authorization code will be updated, effectively avoiding potential safety hazards in vehicle operation caused by communication failures and ensuring the safety and controllability of vehicle operation.

[0117] After clarifying the authorization logic for a vehicle to leave the tracking line, it's also important to consider the vehicle's lateral protection status during driving. This is because vehicle safety depends not only on whether authorization to leave the tracking line is obtained, but also on whether the vehicle can enter or exit lateral protection in a timely manner according to actual conditions during driving. Only steps S1 and S2 of this method are executed after the vehicle enters lateral protection; if the vehicle exits lateral protection, steps S1 and S2 of this method are not executed.

[0118] Next, let’s take a closer look at the logic behind vehicles entering and exiting lateral protection.

[0119] like Figure 4 As shown, Figure 4 A vehicle entry / exit lateral protection flow chart according to an embodiment of the present invention is disclosed.

[0120] First, the vehicle network control system determines whether it has received the entry plan status sent by the vehicle signal system. Optionally, before the vehicle enters the main line operation, the vehicle signal sends the entry plan status, and after the vehicle exits the main line operation or is repaired in the depot, the vehicle signal sends the exit plan status.

[0121] If not received, the process does not proceed to lateral protection.

[0122] If received, determine whether the lateral protection logic is met.

[0123] If the conditions are not met, the system returns to determine whether the logic for entering lateral protection is met, forming a loop to ensure that all conditions are met before entering lateral protection.

[0124] If the conditions are met, continue to determine whether the exit from the horizontal protection authorization is successful.

[0125] If the authorization to exit lateral protection is successful, then exit lateral protection; otherwise, enter lateral protection.

[0126] In one embodiment, the vehicle network control system controls the vehicle to enter a lateral protection state based on a condition for the vehicle to enter a lateral protection state. The condition for the vehicle to enter a lateral protection state includes: the vehicle signal system sends an instruction to enter a planned state to the vehicle network control system and any of the following conditions is met:

[0127] The lateral deviation value provided by the assisted driving system is less than a preset lateral deviation threshold. Optionally, the confidence level of the tracking cameras at both ends sent by the assisted driving system to the vehicle network control system is high and the lateral deviation value is less than 30 cm;

[0128] The vehicle is in the end-changing state;

[0129] The vehicle is powered off and restarted, and is in the power-on state;

[0130] The integrated platform retracts the horizontal protection authorization instruction.

[0131] The end-switching state refers to the process in which the vehicle switches from the control device at one end to the control device at the other end after completing a series of operations. In this process, the user is usually required to press the end-switching hard-wired button to operate.

[0132] The power-on state refers to the process of re-energizing the vehicle after a power outage. It is usually used to restart the vehicle to ensure that the vehicle's electronic systems and electrical equipment resume normal operation.

[0133] In another embodiment, the method further comprises:

[0134] The vehicle network control system controls the vehicle to exit the lateral protection state based on the vehicle exit lateral protection conditions:

[0135] The conditions for a vehicle to exit the lateral protection include any of the following:

[0136] The onboard signal system sends an exit plan status instruction to the vehicle network control system;

[0137] The vehicle is in automatic tracking mode;

[0138] Exit Horizontal Protection Authorization Successfully.

[0139] It is worth noting that exiting lateral protection has a higher priority than entering lateral protection. That is, if the conditions for entering and exiting lateral protection are met at the same time, the vehicle will prioritize exiting lateral protection.

[0140] Through the design of authorization logic and entry / exit lateral protection logic, flexible control of the vehicle's lateral protection in manual driving mode is achieved, which not only ensures the safe operation of the vehicle, but also meets the driver's needs to leave the tracking line in special circumstances, optimizes the operating process, and improves the vehicle's operating efficiency.

[0141] In one embodiment, the control method further includes:

[0142] The assisted driving system collects image data of the vehicle's surroundings and the vehicle's motion data;

[0143] Process the collected image data, extract features related to the vehicle's lateral position, and calculate the vehicle's lateral deviation value;

[0144] Assess the confidence of the tracking camera and the availability of the integrated inertial navigation system;

[0145] Based on the evaluation results, the lateral control method of "lateral control based on vision" or "lateral control based on combined inertial navigation" is selected and the corresponding lateral deviation value is sent to the vehicle network control system.

[0146] The vehicle network control system selects the lateral deviation value acquisition method based on the lateral control method output by the auxiliary driving system:

[0147] When the lateral control method output by the assisted driving system is "lateral control based on visual recognition", the lateral deviation value output by the tracking camera is used as the basis;

[0148] When the lateral control method output by the assisted driving system is "lateral control based on combined inertial navigation", the lateral deviation value output by the assisted driving system is trusted;

[0149] Otherwise, the lateral deviation value is equal to the lateral deviation threshold output by the vehicle signal system.

[0150] In this embodiment, the lateral deviation threshold is determined based on the lateral distance of the vehicle relative to the platform, curb and road green belt in different sections of the road. The lateral deviation thresholds for different sections are stored in the on-board signal system. Preferably, the lateral deviation threshold range is between 20cm and 80cm. When the vehicle runs to the platform, the lateral distance to the platform is relatively close, and the lateral deviation threshold is 20cm. When running to an open section of the road, the lateral deviation threshold can be 80cm.

[0151] Step S2: comparing the lateral deviation value with the lateral deviation threshold, and the network control system outputting a corresponding result for implementing lateral protection of the vehicle in manual driving mode.

[0152] In one embodiment, the vehicle network control system outputs corresponding results including: when the lateral deviation value is greater than or equal to the lateral deviation threshold, the vehicle network control system outputs safety braking and traction blocking;

[0153] When the lateral deviation value is less than a lateral deviation threshold, the vehicle network control system does not output safety braking and traction blocking.

[0154] When there is a communication failure between the on-board signal system and the vehicle network control system, the vehicle network control system activates the maximum allowable deviation threshold for lateral protection.

[0155] When the vehicle is in lateral protection mode, the vehicle network control system selects a lateral deviation value based on the lateral control method output by the assisted driving system. Based on the comparison of the lateral deviation value with the threshold, the network control system determines whether to issue safety braking and traction blocking commands. Furthermore, in the event of abnormal conditions such as communication failures with the assisted driving system, communication failures between the integrated platform and the vehicle network control system, or communication failures between the onboard signaling system and the vehicle network control system, abnormal condition protection logic is a key component in ensuring safe vehicle operation in the event of emergencies.

[0156] When the vehicle is in the lateral protection state, the auxiliary driving system communication fails and the lateral deviation value cannot be given in real time. Optionally, the HMI voice prompts the driver "The vehicle is about to brake, please stop". After 20 seconds, the vehicle triggers the safety brake and tows the blockade.

[0157] After the integrated platform remotely authorizes the vehicle to exit the lateral protection system, communication between the integrated platform and the vehicle's network control system fails, making it impossible to remotely retract authorization. Optionally, the HMI voice prompts the driver, "The vehicle is about to brake, please stop." After 20 seconds, the vehicle triggers the safety brake and tows the vehicle into the blockade.

[0158] When there is a communication failure between the on-board signal system and the vehicle network control system, the lateral deviation threshold cannot be given in real time. The vehicle network control system assigns the maximum allowable deviation threshold of this line as the real-time threshold for lateral protection, and the HMI reports "on-board signal system communication failure" to the driver.

[0159] Compared with the prior art, the lateral protection system and control method for smart rail vehicles in manual mode proposed in the present invention are also applicable to multi-unit self-guided rubber-tyred vehicles, and specifically have the following effective effects:

[0160] Through a lateral protection method that integrates multiple information, the vehicle's lateral deviation can be detected in a timely manner, and corresponding protective measures can be taken when necessary, such as automatically adjusting the vehicle's direction or issuing an alarm to alert the driver, effectively avoiding safety hazards caused by driver distraction or dangerous driving behavior, and ensuring vehicle driving safety.

[0161] Although the above methods are illustrated and described as a series of acts for simplicity of explanation, it is to be understood and appreciated that these methods are not limited by the order of the acts, as some acts may occur in a different order and / or concurrently with other acts from those illustrated and described herein or not illustrated and described herein but understandable to those skilled in the art according to one or more embodiments.

[0162] As used in this application and the claims, unless the context clearly indicates otherwise, the words "a," "an," "an," and / or "the" are not intended to refer to the singular but may include the plural. Generally speaking, the terms "comprises" and "include" only indicate the inclusion of the steps and elements specifically identified, and these steps and elements do not constitute an exclusive list. A method or apparatus may also include other steps or elements.

[0163] Furthermore, the terms "upper," "lower," "left," "right," "top," "bottom," "horizontal," and "vertical" used in the following description should be understood to refer to the orientations depicted in that section and the accompanying drawings. These relative terms are used solely for convenience of description and do not necessarily imply that the devices described herein must be manufactured or operated in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0164] It will be understood that although the terms "first," "second," "third," etc. may be used herein to describe various components, regions, layers, and / or portions, these components, regions, layers, and / or portions should not be limited by these terms, and these terms are merely used to distinguish different components, regions, layers, and / or portions. Thus, a first component, region, layer, and / or portion discussed below may be referred to as a second component, region, layer, and / or portion without departing from some embodiments of the present invention.

[0165] At the same time, this application uses specific terms to describe the embodiments of this application. For example, "one embodiment," "an embodiment," and / or "some embodiments" refer to a certain feature, structure, or characteristic related to at least one embodiment of this application. Therefore, it should be emphasized and noted that "one embodiment," "an embodiment," or "an alternative embodiment" mentioned twice or multiple times in different locations in this specification does not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application may be appropriately combined.

[0166] Those skilled in the art will appreciate that information, signals, and data may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips cited throughout the foregoing description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

[0167] Those skilled in the art will further appreciate that the various illustrative logic blocks, modules, circuits, and algorithmic steps described in conjunction with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or a combination of the two. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, circuits, and steps are generally described above in terms of their functionality. Whether such functionality is implemented as hardware or software depends on the specific application and the design constraints imposed on the overall system. A skilled person may implement the described functionality in different ways for each specific application, but such implementation decisions should not be interpreted as resulting in a departure from the scope of the present invention.

[0168] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or executed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general-purpose processor may be a microprocessor, but in the alternative, the processor may be any conventional processor, controller, microcontroller, or state machine. A processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration.

[0169] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, a hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to the processor so that the processor can read and write information from / to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside in a user terminal as discrete components.

[0170] The above embodiments are provided to persons familiar with the art for implementing or using the present invention. Personnel familiar with the art may make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention. Therefore, the scope of protection of the present invention is not limited to the above embodiments, but should be the maximum scope of the innovative features mentioned in the claims.

Claims

1. A lateral protection control method for a smart rail vehicle in manual mode, characterized in that: The method comprises: The vehicle network control system obtains a lateral deviation parameter based on multi-source data fusion, wherein the lateral deviation parameter includes a lateral deviation value and a lateral deviation threshold provided by an on-board signal system; Comparing the lateral deviation value with the lateral deviation threshold, the vehicle network control system outputting a corresponding result for implementing lateral protection of the vehicle in a manual driving mode; The lateral deviation value includes a lateral deviation value based on visual recognition and / or a lateral deviation value based on combined inertial navigation; The assisted driving system collects image data of the vehicle's surroundings and the vehicle's motion data; Process the collected image data, extract features related to the vehicle's lateral position, and calculate the vehicle's lateral deviation value; Assess the confidence of the tracking camera and the availability of the integrated inertial navigation system; Based on the evaluation results, the lateral control method of "lateral control based on vision" or "lateral control based on combined inertial navigation" is selected and the corresponding lateral deviation value is sent to the vehicle network control system.

2. The lateral protection control method according to claim 1, characterized in that: The vehicle network control system outputs corresponding results including: When the lateral deviation value is greater than or equal to a lateral deviation threshold, the vehicle network control system outputs safety braking and traction blocking; When the lateral deviation value is less than a lateral deviation threshold, the vehicle network control system does not output safety braking and traction blocking.

3. The lateral protection control method according to claim 1, characterized in that: The method further includes determining whether the integrated platform and the vehicle network control system are communicating normally and performing dynamic authorization verification to determine whether the vehicle enters / exits the horizontal line protection state: When the integrated platform and the vehicle network control system communicate normally, the online authorization mode is adopted; When the integrated platform and the vehicle network control system communicate abnormally, the offline authorization mode is adopted.

4. The lateral protection control method according to claim 3, characterized in that: The online authorization mode is a real-time interactive authorization instruction between the vehicle network control system and the integrated platform.

5. The lateral protection control method according to claim 3, characterized in that: The offline authorization mode is to generate an authorization code by using the same algorithm to perform double-end verification; The dual-end verification is performed by verifying whether the first authorization code calculated by one end of the vehicle network control system is consistent with the second authorization code automatically generated by one end of the integrated platform.

6. The lateral protection control method according to claim 5, characterized in that: The authorization code includes timestamp information, a user identification code and a vehicle unique identifier.

7. The lateral protection control method according to claim 1, characterized in that: The vehicle network control system selects a lateral deviation value obtaining method according to the lateral control method output by the auxiliary driving system: When the lateral control method output by the driver assistance system is "lateral control based on visual recognition", the lateral deviation value output by the tracking camera is used as the basis; When the lateral control method output by the assisted driving system is "Lateral control based on combined inertial navigation", the lateral deviation value output by the assisted driving system is trusted; Otherwise, the lateral deviation value is equal to the lateral deviation threshold output by the vehicle signal system.

8. The lateral protection control method according to claim 1, characterized in that: The method further comprises: The vehicle network control system controls the vehicle to enter the lateral protection state based on the conditions for the vehicle to enter the lateral protection state: The conditions for the vehicle to enter the lateral protection include: the vehicle signal system sends an instruction to enter the planned state to the vehicle network control system, and any of the following conditions is met: The lateral deviation value provided by the assisted driving system is less than the preset lateral deviation threshold; The vehicle is in the end-changing state; The vehicle is powered off and restarted, and is in the power-on state; Select the "Revoke Authorization" command on the integrated platform.

9. The lateral protection control method according to claim 1, characterized in that: The method further comprises: The vehicle network control system controls the vehicle to exit the lateral protection state based on the vehicle exit lateral protection conditions: The conditions for the vehicle to exit the lateral protection include any of the following conditions: The onboard signal system sends an exit plan status instruction to the vehicle network control system; The vehicle is in automatic tracking mode; Exit Horizontal Protection Authorization Successfully.

10. The lateral protection control method according to claim 1, characterized in that: The method further comprises: When the assisted driving system fails or communication is interrupted, the vehicle network control system triggers safety braking and traction blocking; When the integrated platform fails to communicate with the vehicle network control system, the vehicle network control system triggers safety braking and traction blocking; When the on-board signal system fails to communicate with the vehicle network control system, the vehicle network control system uses the maximum allowable deviation threshold for lateral protection.

11. A lateral protection system for a smart rail vehicle in manual mode, characterized in that: The lateral protection control method according to any one of claims 1 to 10 is implemented, wherein the system comprises: An integrated platform for remote communication with the vehicle network control system and sending authorization commands based on the vehicle status; The vehicle network control system, including an on-board display, is connected to the on-board signal system, auxiliary driving system, and braking system to receive authorization instructions from the integrated platform of the dispatch center and control the vehicle to exit or enter the lateral protection; The vehicle-mounted signal system is used to provide lateral deviation threshold data; The auxiliary driving system includes a tracking camera and a combined inertial navigation system for providing real-time lateral deviation values; The braking system performs braking and locking according to the safety braking and traction blocking instructions output by the vehicle network control system.

12. The lateral protection system for a smart rail vehicle in manual mode according to claim 11, characterized in that: The vehicle-mounted display is used to display authorization requests and status prompts.

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