Train control system and method based on vehicle-to-vehicle communication and readable storage medium

Abstract

The invention relates to the technical field of train-to-train communication, and discloses a train control system and method based on train-to-train communication and a readable storage medium, and the system comprises a train automatic monitoring system ATS used for sending route information and online train operation information to a vehicle-mounted device; the object controller OC is used for controlling the trackside equipment according to an instruction of the vehicle-mounted equipment and feeding back an equipment state; the vehicle-mounted equipment is used for establishing a vehicle-to-vehicle communication connection or canceling the vehicle-to-vehicle communication connection by identifying the ID of a front vehicle in real time and verifying the ID of the front vehicle, and is also used for realizing virtual coupling with the front vehicle or canceling virtual coupling by calculating the vehicle-to-vehicle distance in real time and verifying the vehicle-to-vehicle distance; and the control module is also used for controlling the object controller OC, obtaining the turnout state, verifying the turnout state and determining the movement authorization of the vehicle. According to the invention, accuracy verification is carried out on the information collected and used by the vehicle-mounted equipment, so that the safety and reliability of vehicle-to-vehicle communication are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of vehicle-to-vehicle communication, and particularly to a train control system, method and readable storage medium based on vehicle-to-vehicle communication. Background Art

[0002] With the expansion of the city scale, it is necessary to improve the operation safety, efficiency of urban rail transit and shorten the running interval. Based on the development of modern communication technology, image recognition technology and electronic radar technology, it is an important development direction that the rail transit system gradually develops from the Communication Based Train Control System (CBTC) to the Train Autonomous Circumambulate System (TACS) based on vehicle-to-vehicle communication.

[0003] The Train Autonomous Circumambulate System TACS has technical features such as train active route and train autonomous protection, with higher safety, higher feasibility, higher operation efficiency, lower construction and operation costs, and realizes the transformation of train control from centralized control to train distributed control and from train automatic operation to train autonomous operation. The TACS system integrates line resource management and area control functions, deeply integrates and integrates the interlocking equipment CI and area control equipment ZC beside the track of the traditional CBTC system with the on-vehicle control system, and only object controllers (referred to as OC for short) and necessary basic equipment are set beside the track. After the on-vehicle equipment obtains relevant information such as the train timetable, it can autonomously adjust the operation according to the train timetable, and realize functions such as train active route, train autonomous protection and autonomous adjustment of the operation diagram with the train as the main body.

[0004] As Figure 1 shown, the structure of the Train Autonomous Circumambulate System TACS based on vehicle-to-vehicle communication includes: The central layer is configured with an Automatic Train Supervision system ATS. The ATS is a set of distributed real-time supervision and control system integrating modern data communication, computer, network and signal technologies. The ATS system coordinates and cooperates with other subsystems to jointly complete the management and control of operating trains and signal equipment; The station layer is configured with an object controller OC, which is responsible for receiving the beside-the-track object control commands (including switch control, PSD control, platform emergency stop button) of the on-vehicle equipment and the Automatic Train Supervision system ATS, and realizing the acquisition and control of the beside-the-track object status; the object controller OC can communicate with the on-vehicle equipment and ATS in real time bidirectionally, provide the beside-the-track object status, receive and respond to the commands of the on-vehicle equipment and ATS, allocate permissions to the beside-the-track objects in the jurisdiction area, and control equipment such as switches and platform screen doors according to the command and permission allocation situation; Trackside layer: Configure trackside equipment, set active balises, and install axle counters and signal lights in sections; On-board layer: Configure on-board equipment. The on-board equipment is the core equipment for train-to-train communication. The on-board controller measures the train speed through devices such as radars and speed sensors, and uses ground balises and speed integration, etc. to achieve autonomous train positioning, integrity self-detection through the head-to-tail connection line, and two-way communication between trains and between trains and the ground in real time using wireless communication transmission; the on-board equipment obtains information such as the position and driving mode of the preceding train through real-time communication with the preceding train, receives status information of trackside switches, platform screen doors, emergency stop buttons, etc. through train-ground communication, calculates the train's own movement authority / allowed running speed and braking intervention curve, and outputs traction and braking to control the train operation, realizing moving block operation control and ensuring the safe operation of the train.

[0005] Since the Train Autonomous Control System (TACS) based on train-to-train communication cancels the interlocking equipment (CI) and the zone control equipment (ZC), and uses the Object Controller (OC) to control trackside equipment and collect ground information (related information such as switches, signal lights, sections, etc.), realizing information interaction between trains and trackside equipment, the TACS system reduces the number of devices and interfaces, simplifies the system structure, improves the maintainability, autonomy, and train operation efficiency of the system. However, due to the functional singularity of the Object Controller (OC), the lack of safety control may lead to situations such as incomplete switch conversion and switch deadlock in some special cases, thus threatening train operation safety. In addition, according to the existing train-to-train communication method, there are still many interfaces in the system, and there is a certain delay in the communication between system interfaces, which may cause problems where the transmitted information does not match the actual information, affecting train operation safety. Summary of the Invention

[0006] The purpose of the present invention is to provide a train control system, method, and readable storage medium based on train-to-train communication. After accurately verifying the information collected and used by on-board equipment, a train-to-train communication connection is established, and on the basis of train-to-train communication, virtual coupling or cancellation of virtual coupling is realized, and the movement authority of the train itself is determined, solving the problem that the transmitted information may not match the actual information due to communication delay between interfaces and improving train operation safety.

[0007] To achieve the above object, the present invention provides the following technical solutions: In the first aspect, a train control system based on train-to-train communication is provided, including: The Train Automatic Supervision System (ATS), which is used to send route information and on-line train operation information to on-board equipment; The Object Controller (OC), which is used to control trackside equipment according to the instructions of on-board equipment and feedback the equipment status; On-vehicle equipment, which is used to establish or cancel a vehicle-to-vehicle communication connection by identifying the ID of the vehicle ahead in real time and verifying the ID of the vehicle ahead, and is also used to achieve virtual coupling or cancel virtual coupling with the vehicle ahead by calculating the vehicle-to-vehicle distance in real time and verifying the vehicle-to-vehicle distance, and is also used to control the object controller OC, obtain the turnout status, verify the turnout status and determine the movement authorization of the vehicle itself.

[0008] Furthermore, the on-vehicle equipment includes an Automatic Train Protection system (ATP) and an Obstacle Detection and Avoidance System (ODAS); Among them, the Automatic Train Protection system (ATP) is used to judge the vehicle ahead within the approach range of the vehicle itself in real time according to the route information and the running information of trains on the line and identify the ID of the first vehicle ahead, and the Obstacle Detection and Avoidance System (ODAS) is used to synchronously identify the ID of the second vehicle ahead; The Automatic Train Protection system (ATP) is also used to verify the ID of the first vehicle ahead by using the ID of the second vehicle ahead, and establish or cancel a communication connection with the vehicle ahead according to the ID verification result; After establishing a communication connection with the vehicle ahead, the Automatic Train Protection system (ATP) is also used to calculate the first vehicle-to-vehicle distance in real time, and the Obstacle Detection and Avoidance System (ODAS) is also used to synchronously obtain the second vehicle-to-vehicle distance, where the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the vehicle ahead and the estimated front end of the vehicle itself; The Automatic Train Protection system (ATP) is also used to verify the first vehicle-to-vehicle distance by using the second vehicle-to-vehicle distance, and achieve virtual coupling or cancel virtual coupling with the vehicle ahead according to the distance verification result; The Automatic Train Protection system (ATP) is also used to send a turnout control command after establishing a communication connection with the object controller OC according to the route information, obtain the status of the first turnout, and the Obstacle Detection and Avoidance System (ODAS) is also used to synchronously obtain the status of the second turnout; The Automatic Train Protection system (ATP) is also used to verify the status of the first turnout by using the status of the second turnout, and determine the movement authorization of the vehicle itself according to the status verification result.

[0009] Furthermore, the running information of trains on the line includes the positions, directions, speeds and braking distances of all trains on the line.

[0010] Furthermore, the Obstacle Detection and Avoidance System (ODAS) collects video image data of the train running area through sensing devices, and is used to identify the ID of the vehicle ahead, the vehicle-to-vehicle distance, the opening direction and status of the turnout, the status of the signal lamp and the obstacles in front of the vehicle. Among them, the sensing devices include high-definition cameras and lidar.

[0011] In a second aspect, a train control method based on vehicle-to-vehicle communication is also provided, including: The Automatic Train Protection system (ATP) judges the vehicle ahead within the approach range of the vehicle itself in real time according to the route information and the running information of trains on the line and identifies the ID of the first vehicle ahead; Synchronously obtain the second leading vehicle ID from the active anti-collision system ODAS; Use the second leading vehicle ID to verify the first leading vehicle ID, and establish or cancel a communication connection with the leading vehicle according to the ID verification result.

[0012] Further, before using the second leading vehicle ID to verify the first leading vehicle ID, it further includes: determining whether the train corresponding to the second leading vehicle ID is within the route range of the own vehicle.

[0013] Further, the using the second leading vehicle ID to verify the first leading vehicle ID, and establishing or canceling a communication connection with the leading vehicle according to the ID verification result includes: When the train corresponding to the second leading vehicle ID is within the route range of the own vehicle, determine whether the first leading vehicle ID is consistent with the second leading vehicle ID; If so, establish a communication connection with the leading vehicle, where the leading vehicle is the train corresponding to the first leading vehicle ID; Otherwise, do not establish a communication connection with the leading vehicle or disconnect the communication connection with the leading vehicle.

[0014] Further, when the active anti-collision system ODAS fails to obtain the second leading vehicle ID, determine whether the distance between the own vehicle and the leading vehicle exceeds the recognition distance threshold of the active anti-collision system ODAS; If so, establish a communication connection with the leading vehicle, where the leading vehicle is the train corresponding to the first leading vehicle ID; If not, obtain the curve information and gradient information from the on-vehicle electronic map, and determine whether the obtained information exceeds the parameter indicators provided by the active anti-collision system ODAS. When the determination is yes, establish a communication connection with the leading vehicle, otherwise do not establish a communication connection with the leading vehicle or disconnect the communication connection with it.

[0015] In a third aspect, a train control method based on vehicle-to-vehicle communication is further provided, including: After establishing a communication connection with the leading vehicle, the train automatic protection system ATP calculates the first vehicle-to-vehicle distance in real time according to the position of the leading vehicle, where the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the leading vehicle and the estimated front end of the own vehicle; Synchronously obtain the second vehicle-to-vehicle distance from the active anti-collision system ODAS; Use the second vehicle-to-vehicle distance to verify the first vehicle-to-vehicle distance, and realize virtual coupling or cancel virtual coupling with the leading vehicle according to the distance verification result.

[0016] Further, the using the second vehicle-to-vehicle distance to verify the first vehicle-to-vehicle distance, and realizing virtual coupling or canceling virtual coupling with the leading vehicle according to the distance verification result includes: Calculate the deviation value D using the first vehicle-to-vehicle distance and the second vehicle-to-vehicle distance:

[0017] Where S1 is the first vehicle-to-vehicle distance and S2 is the second vehicle-to-vehicle distance; Determine whether the deviation value D exceeds the expected deviation threshold; If so, do not perform virtual coupling with the leading vehicle or cancel the virtual coupling with the leading vehicle, adopt the conventional braking mode to drive, and notify the Automatic Train Supervision System (ATS) and the leading vehicle; If not, respond to the command of the Automatic Train Supervision System (ATS) to perform virtual coupling with the leading vehicle.

[0018] Fourthly, a train control method based on vehicle-to-vehicle communication is also provided, including: After the Automatic Train Protection System (ATP) establishes a communication connection with the Object Controller (OC) according to the route information, it sends a turnout control command and obtains the first turnout status; Synchronously obtain the second turnout status from the Onboard Detection and Avoidance System (ODAS); Verify the first turnout status using the second turnout status, and determine the movement authorization of the vehicle according to the status verification result.

[0019] Further, when the Automatic Train Protection System (ATP) determines that the vehicle reaches the control distance of the Object Controller (OC) according to the route information, it establishes a communication connection with the Object Controller (OC), sends a turnout control command to the Object Controller (OC), and obtains the turnout response result feedback by the Object Controller (OC); If the turnout response result feedback by the Object Controller (OC) is yes, obtain the first turnout status, otherwise calculate the movement authorization of the vehicle by combining the position of the leading vehicle and the turnout area position; Obtain the second turnout status and the signal status from the Onboard Detection and Avoidance System (ODAS); Determine whether the first turnout status is consistent with the second turnout status and whether the turnout opening direction is correct; If so, the movement authorization of the vehicle crosses the turnout, calculate the movement authorization according to the position of the leading vehicle, otherwise the movement authorization reaches the turnout area position, and at the same time, apply emergency braking to the train.

[0020] Based on the same inventive concept, the present invention also provides a computer storage medium, in which computer-executable instructions are stored, and when the computer-executable instructions are executed, the functions of the aforementioned train control system based on vehicle-to-vehicle communication are realized.

[0021] The technical effects and advantages of the present invention: (1) The on-vehicle device combines the Train Automatic Protection System (ATP) and the Object Detection and Avoidance System (ODAS), and relies on the ODAS to verify the accuracy of the information collected and used by the ATP, thereby improving the safety and reliability of vehicle-to-vehicle communication. (2) The ODAS collects video image data of the train running area through high-definition cameras and lidar, and identifies the leading vehicle ID, vehicle-to-vehicle distance, turnout status, signal light status, and obstacles in front of the vehicle, providing information security verification for the ATP, and providing a reliable basis for vehicle-to-vehicle communication connection, virtual coupling, and calculation of movement authority.

[0022] Other features and advantages of the present invention will be described in the following specification, and will, in part, be obvious from the specification, or will be understood by implementing the present invention. The objectives and other advantages of the present invention can be realized and obtained by the structure pointed out in the specification, claims, and drawings. Brief Description of the Drawings

[0023] To more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for the description of the embodiments. Obviously, the following drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0024] Figure 1 It is a schematic structural diagram of the Train Autonomous Control System (TACS) based on vehicle-to-vehicle communication; Figure 2 It is a schematic structural diagram of the train control system based on vehicle-to-vehicle communication according to the first embodiment of the present invention; Figure 3 It is a schematic diagram of the train control method based on vehicle-to-vehicle communication according to the second embodiment of the present invention; Figure 4 It is a flowchart for vehicle-to-vehicle communication or cancellation of vehicle-to-vehicle communication in the second embodiment of the present invention; Figure 5 It is a schematic diagram of the train control method based on vehicle-to-vehicle communication according to the third embodiment of the present invention; Figure 6 It is a schematic diagram of virtual coupling between the front and rear vehicles in the third embodiment of the present invention; Figure 7 It is a flowchart for realizing virtual coupling or cancellation of virtual coupling in the third embodiment of the present invention; Figure 8 It is a schematic diagram of the train control method based on vehicle-to-vehicle communication according to the fourth embodiment of the present invention; Figure 9 It is a flowchart for calculating movement authority in the fourth embodiment of the present invention; Figure 10Schematic diagram for calculating mobile authorization in the fourth embodiment of the present invention; Figure 11 Schematic diagram for calculating mobile authorization in the fourth embodiment of the present invention. Detailed implementation manners

[0025] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

[0026] To improve driving safety and reliability and solve the problem that the transmitted information may not match the actual information due to communication delay between interfaces, an embodiment of the present invention discloses a train control system based on vehicle-to-vehicle communication, as Figure 2 shown. The system includes: an Automatic Train Supervision system ATS, an Object Controller OC, and on-vehicle equipment.

[0027] The Automatic Train Supervision system ATS is used to send route information and on-line train operation information to the on-vehicle equipment. The Object Controller OC is used to control trackside equipment according to the instructions of the on-vehicle equipment and feedback the equipment status.

[0028] In the embodiment of the present invention, the on-vehicle equipment is used to establish or cancel a vehicle-to-vehicle communication connection by real-time identifying the ID of the preceding vehicle and verifying the ID of the preceding vehicle, and is also used to realize virtual coupling or cancel virtual coupling with the preceding vehicle by real-time calculating the vehicle-to-vehicle distance and verifying the vehicle-to-vehicle distance. The on-vehicle equipment is further used to control the Object Controller OC, obtain the turnout status, verify the turnout status, and determine the movement authorization of the vehicle.

[0029] During the driving process, the on-vehicle equipment obtains route information and on-line train operation information from the Automatic Train Supervision system ATS. The on-line train operation information includes the positions, directions, speeds, and braking distances of all trains on the line. After the on-vehicle equipment identifies the preceding vehicle (i.e., the preceding vehicle within the route range of the vehicle) and the ID of the preceding vehicle based on the route information and on-line train operation information, it verifies the ID of the preceding vehicle. When the ID verification result is accurate, it establishes a communication connection with the preceding vehicle. On the basis of the vehicle-to-vehicle communication connection, the on-vehicle equipment calculates the distance from the preceding vehicle in real time and verifies the vehicle-to-vehicle distance. When the distance verification result is accurate, it can realize virtual coupling with the preceding vehicle. Moreover, the on-vehicle equipment also obtains the turnout status by controlling the trackside Object Controller OC, verifies the turnout status, and calculates the movement authorization of the vehicle when the status verification is correct. This system optimizes the safety logic during the autonomous operation of the train, realizes various safety protection functions of the train, and improves the safety and reliability of the train control system based on vehicle-to-vehicle communication.

[0030] According to a specific embodiment, the on-vehicle device includes an Automatic Train Protection (ATP) system and an Object Detection and Avoidance System (ODAS).

[0031] Before vehicle-to-vehicle communication connection, the Automatic Train Protection (ATP) system is used to determine in real time the leading vehicle within the route range of the current vehicle and identify the ID of the first leading vehicle according to the route information and the running information of the trains on the line, and the Object Detection and Avoidance System (ODAS) is used to synchronously identify the ID of the second leading vehicle. The Automatic Train Protection (ATP) system is further used to verify the ID of the first leading vehicle by using the ID of the second leading vehicle, and establish or cancel a communication connection with the leading vehicle according to the ID verification result.

[0032] When the ID verification result is accurate, a communication connection is established with the leading vehicle. The Automatic Train Protection (ATP) system is further used to calculate in real time the first vehicle-to-vehicle distance, and the Object Detection and Avoidance System (ODAS) is further used to synchronously obtain the second vehicle-to-vehicle distance. The vehicle-to-vehicle distance is the relative distance between the estimated rear end of the leading vehicle and the estimated front end of the current vehicle. The Automatic Train Protection (ATP) system is further used to verify the first vehicle-to-vehicle distance by using the second vehicle-to-vehicle distance, and realize or cancel virtual coupling with the leading vehicle according to the distance verification result.

[0033] When passing through a turnout ahead, the Automatic Train Protection (ATP) system is further used to establish a communication connection with the Object Controller (OC) according to the route information, and obtain the state of the first turnout by sending a turnout control command. The Object Detection and Avoidance System (ODAS) is further used to synchronously obtain the state of the second turnout. The Automatic Train Protection (ATP) system is further used to verify the state of the first turnout by using the state of the second turnout, and determine the movement authorization of the current vehicle according to the state verification result.

[0034] In the embodiment of the present invention, the Object Detection and Avoidance System (ODAS) collects video image data of the train running area through a sensing device. Among them, the sensing device includes a high-definition camera and a lidar. For example, the Object Detection and Avoidance System (ODAS) continuously captures images of the front of the vehicle by using the high-definition camera, and continuously scans the front of the vehicle by using the lidar to obtain point clouds. By automatically analyzing the acquired video image data through an artificial intelligence algorithm based on deep learning, relevant train operation information of the current vehicle is identified, including the ID of the leading vehicle, the vehicle-to-vehicle distance, the opening direction and state of the turnout, the state of the signal lamp, and obstacles in front of the vehicle, etc., providing information security verification for the Automatic Train Protection (ATP) system, and can provide a reliable basis for vehicle-to-vehicle communication connection, virtual coupling, and calculation of movement authorization.

[0035] The train control system according to the embodiment of the present invention creatively proposes the function of the on-vehicle device of ATP+ODAS, relying on the ODAS system to verify the accuracy of the information collected and used by the ATP system, improving the safety and reliability of vehicle-to-vehicle communication.

[0036] Based on the above train-to-train communication-based train control system, the second embodiment of the present invention discloses a train control method based on train-to-train communication, as Figure 3 shown, the method includes: S10. The train automatic protection system ATP determines the leading train within the route range of the current train in real time according to the route information and the running information of the trains on the line, and identifies the first leading train ID; S11. Synchronously obtain the second leading train ID from the active anti-collision system ODAS; S12. Use the second leading train ID to verify the first leading train ID, and establish or cancel a communication connection with the leading train according to the ID verification result.

[0037] In the embodiment of the present invention, the train running information on the line obtained from the train automatic supervision system ATS includes the positions, directions, speeds, and braking distances of all trains on the line. The train automatic protection system ATP identifies the leading train ID according to the train running information on the line, that is, autonomously determines the ID of the leading train within the route range of the current train according to the positions and directions of all trains on the line. Alternatively, the train automatic supervision system ATS can determine the ID of the leading train for each train according to the positions and directions of all trains on the line, and then forward the corresponding leading train ID to each train.

[0038] The active anti-collision system ODAS collects video image data of the train running area through sensing devices such as high-definition cameras and lidar, and automatically analyzes and identifies the leading train ID (i.e., the ID of the leading train) based on the artificial intelligence algorithm of deep learning.

[0039] As Figure 4 shown, according to a specific embodiment, after the train automatic protection system ATP calculates the leading train ID information (i.e., the first leading train ID) according to the route information and the train running information on the line, it synchronously obtains the leading train ID information (i.e., the second leading train ID) from the active anti-collision system ODAS: 1. If the active anti-collision system ODAS can obtain the second leading train ID, the train automatic protection system ATP uses the second leading train ID to verify the first leading train ID, and establishes or cancels a communication connection with the leading train according to the ID verification result, specifically including: First, determine whether the train corresponding to the second leading train ID is within the route range of the current train; When the train corresponding to the second leading train ID is within the route range of the current train, determine whether the first leading train ID is consistent with the second leading train ID. If so, establish a communication connection with the leading train, where the leading train is the train corresponding to the first leading train ID; otherwise, do not establish a communication connection with the leading train or disconnect the communication connection with the leading train.

[0040] That is, when the train corresponding to the second leading train ID is not within the route range of the local train or the first leading train ID is inconsistent with the second leading train ID, no communication connection is established with the train corresponding to the first leading train ID or the communication connection with this train is disconnected.

[0041] 2. If the On-board Detection and Avoidance System (ODAS) of the active collision avoidance system fails to obtain the second leading train ID, first determine whether the distance between the local train and the leading train exceeds the recognition distance threshold of the ODAS of the active collision avoidance system; If so, establish a communication connection with the leading train, where the leading train is the train corresponding to the first leading train ID; if not, obtain the curve information and gradient information from the on-vehicle electronic map, and determine whether the obtained information exceeds the parameter indicators provided by the ODAS of the active collision avoidance system. When the determination is yes, establish a communication connection with the leading train corresponding to the first leading train ID, otherwise do not establish a communication connection with this leading train or disconnect the communication connection with it.

[0042] In the embodiment of the present invention, after the Train Automatic Protection System (ATP) calculates the leading train ID (i.e., the first leading train ID) within the route range of the local train in real time according to the route information and the on-line train operation information, the second leading train ID within the route range of the local train synchronously obtained from the ODAS of the active collision avoidance system is used to perform an accuracy verification on the first leading train ID. When the ID verification result is correct, determine the train corresponding to the first leading train ID as the leading train, or when the distance between the local train and the leading train exceeds the recognition distance threshold of the ODAS of the active collision avoidance system, determine the train corresponding to the first leading train ID as the leading train, or when the curve information and gradient information obtained from the on-vehicle electronic map exceed the parameter indicators provided by the ODAS of the active collision avoidance system, determine the train corresponding to the first leading train ID as the leading train. In the above cases, the local train establishes a communication connection with this leading train through the ATP, obtains the position of the leading train, and calculates the movement authorization of the local train according to the position of the leading train.

[0043] In the train control system based on vehicle-to-vehicle communication, the recognition of the leading train ID is particularly important, which is related to obtaining the position of the leading train and calculating the movement authorization of the local train. The existing system generally collects the position information of all vehicles by using the ATS / Train Position Management System and then forwards it to the on-vehicle devices of each vehicle, and each vehicle independently calculates the leading train ID, or the ATS / Train Position Management System directly calculates the leading train ID of each train and notifies each vehicle in turn. No matter which method is used, the confirmation of the leading train ID requires several devices to communicate with each other, the interface information and process are relatively complex, the communication delay is inevitable, and it is easy to have the situation of incorrect judgment of the leading train ID, which affects the calculation of the movement authorization of the local train and thus affects the train operation safety. The embodiment of the present invention adopts the on-vehicle device combining ATP + ODAS, and uses the leading train ID directly recognized by the ODAS to perform an accuracy verification on the calculated leading train ID, improving the safety and reliability of the train control system.

[0044] Based on the above train-to-train communication based train control system, the third embodiment of the present invention discloses a train control method based on train-to-train communication, as Figure 5 shown, the method includes: S20. After establishing a communication connection with the leading train, the Automatic Train Protection (ATP) system calculates the first train-to-train distance in real time according to the position of the leading train, where the train-to-train distance is the relative distance between the estimated rear end of the leading train and the estimated front end of the present train; S21. Synchronously obtain the second train-to-train distance from the Onboard Detection and Avoidance System (ODAS); S22. Use the second train-to-train distance to verify the first train-to-train distance, and perform virtual coupling or cancel virtual coupling with the leading train according to the distance verification result.

[0045] In the embodiment of the present invention, after establishing a communication connection with the leading train, the Automatic Train Protection (ATP) system obtains the real-time position of the leading train, calculates the first train-to-train distance according to the real-time position of the leading train, and the first train-to-train distance is the relative distance between the estimated rear end of the leading train and the estimated front end of the present train calculated according to the on-vehicle electronic map, and then synchronously obtains the second train-to-train distance from the Onboard Detection and Avoidance System (ODAS), and the second train-to-train distance is the relative distance between the estimated rear end of the leading train and the estimated front end of the present train calculated according to the video image data of the train running area.

[0046] As Figure 6 shown, virtual coupling is a train-centered control system that connects train groups through train-to-train communication. The train groups travel along the same route, at the same speed, and in the same direction. Considering communication delay, the trains should maintain the same braking characteristics with each other. In the virtual coupling mode, the front and rear trains interact through train messages. The rear train obtains the speed, acceleration, and position information of the front train and other trains in the train group through the ATS system, and calculates its own braking curve or Movement Authority (MA) to ensure avoiding collision with the front train. Virtual coupling technology allows the rear train to travel at a relative braking distance from the front train, rather than using the absolute braking distance maintained by traditional train control. The prerequisite for realizing virtual coupling is that the front train needs to run a certain safe distance forward to stop. The direct communication between the front and rear trains can ensure that if the front train starts braking, the subsequent trains will perform the same operation and ensure a safe distance during deceleration.

[0047] Movement Authority (MA) is to calculate information such as the current position, speed, and acceleration of the train, and combine the line information and train operation plan to generate a section for the train to travel safely.

[0048] As Figure 7As shown in the figure, the method for verifying the distance between the first vehicle and the second vehicle according to the embodiments of the present invention, and realizing virtual coupling or canceling virtual coupling with the preceding vehicle according to the distance verification result specifically includes: 1. Calculate the deviation value D by using the distance between the first vehicle and the second vehicle:

[0049] wherein, S1 is the distance between the first vehicle and the second vehicle, and S2 is the distance between the second vehicle and the second vehicle; 2. Determine whether the deviation value exceeds the expected deviation threshold; If so, it is determined that there is a major problem with the vehicle-mounted equipment ranging or vehicle-to-vehicle communication. The on-vehicle ATP does not perform virtual coupling with the preceding vehicle or cancels virtual coupling with the preceding vehicle, and adopts the conventional braking mode to drive, increasing the safety distance from the preceding vehicle to ensure driving safety, and notifying the Automatic Train Supervision System (ATS) and the preceding vehicle; if not, respond to the command of the Automatic Train Supervision System (ATS) to perform virtual coupling with the preceding vehicle.

[0050] In the embodiments of the present invention, when alarm signals with large vehicle-to-vehicle distance deviation values continuously appear and the number of alarm times exceeds the threshold, the vehicle will no longer perform virtual coupling, and at the same time, notify the ATS and the preceding vehicle.

[0051] When virtual coupling is performed based on vehicle-to-vehicle communication, the distance between the two vehicles is relatively close, so the accuracy of the distance tracking between the two vehicles is particularly important. The existing system controls the interval between the front and rear vehicles based on the positions reported by the front and rear vehicles to each other. Due to reasons such as interface communication delay or speed measurement and ranging errors, the calculated vehicle-to-vehicle distance may have a large error, and there is a risk in the train tracking interval control. In the embodiments of the present invention, the communication positions of the front and rear vehicles are calculated and the ODAS system is used to identify the vehicle-to-vehicle distance. The accuracy of the distance is judged by the verification of the two data to prevent collisions and improve driving safety.

[0052] According to the above train control system based on vehicle-to-vehicle communication, the fourth embodiment of the present invention discloses a train control method based on vehicle-to-vehicle communication, as Figure 8 shown, the method includes: S30. After the Automatic Train Protection (ATP) system establishes a communication connection with the Object Controller (OC) according to the route information, send a switch control command and obtain the state of the first switch; S31. Synchronously obtain the state of the second switch from the Active Anti-Collision System (ODAS); S32. Verify the state of the first switch by using the state of the second switch, and determine the movement authorization of the vehicle according to the state verification result.

[0053] A route refers to the operating section that a railway train or shunting train runs from a certain designated location to another designated location. The route is determined by the positions of all the turnouts on this section. The start and end of the route are delimited by signal lights, fouling marks, buffer stops or station boundary marks. At the start of the route, that is, the entry end of the train or shunting train, a signal light must be set to protect the entire route and ensure the safety of the train or shunting train running on the route.

[0054] As Figures 9 to 11 shown, when calculating the movement authority (MA) of this vehicle: 1. The ATP (Automatic Train Protection) system of the train obtains the route information from the ATS (Automatic Train Supervision) system and obtains the ID information of the preceding train. If it is determined that there is no turnout between the route of this vehicle and the preceding train, there is no need to control the object controller OC. Obtain the position of the preceding train based on the ID of the preceding train and establish a communication connection with the preceding train, and calculate the movement authority of this vehicle to the position where the preceding train is located (a corresponding safety margin needs to be subtracted).

[0055] 2. When the ATP system of the train determines based on the route information that this vehicle has not reached the control distance of the trackside OC, calculate the movement authority of this vehicle by combining the position of the preceding train and the turnout area position.

[0056] Specifically, if there is a preceding train between this vehicle and the turnout, the movement authority is to the position where the preceding train is located (subtracting the corresponding safety margin); if there is no preceding train between this vehicle and the turnout, the movement authority is to the turnout area position.

[0057] 3. When the ATP system of the train determines based on the route information that this vehicle has reached the control distance of the trackside OC, establish a communication connection with this OC, and notify the ODAS (On-board Anti-collision System) to monitor the turnout. The ATP system of the train sends a turnout control command to this OC and obtains the turnout response result feedback by the OC.

[0058] If the turnout response result feedback by the OC is "no", that is, when the OC fails to control the turnout successfully, calculate the movement authority of this vehicle by combining the position of the preceding train and the turnout area position, that is, if there is a preceding train between this vehicle and the turnout, the movement authority is to the position where the preceding train is located (subtracting the corresponding safety margin); if there is no preceding train between this vehicle and the turnout, the movement authority is to the turnout area position; If the turnout response result feedback by the OC is "yes", the OC has successfully controlled the turnout. Obtain the status of the first turnout from the OC, and then obtain the status of the second turnout and the signal status from the active anti-collision system ODAS. Determine whether the status of the first turnout is consistent with that of the second turnout, and whether the turnout opening direction is correct. If the status of the first turnout is consistent with that of the second turnout and the turnout opening direction is correct, the movement authorization of the vehicle crosses the turnout. Obtain the position of the leading vehicle and calculate the movement authorization based on the position of the leading vehicle. If the status of the first turnout is inconsistent with that of the second turnout, the movement authorization reaches the turnout area position, and at the same time, emergency braking is implemented and waiting for manual confirmation.

[0059] According to the embodiment of the present invention, only when the trackside OC correctly controls the turnout opening according to the command of the train automatic protection system ATP, can the movement authorization of the vehicle cross the turnout and extend to the position of the leading vehicle. Otherwise, the movement authorization can only reach the turnout area.

[0060] In the embodiment of the present invention, the on-vehicle ATP uses the trackside OC to control the turnout opening and locking relationship, which is related to whether the train route is complete and whether the train operation is safe. To prevent faults such as the turnout not being switched in place or the turnout being deadlocked, the ODAS monitors the turnout opening and the signal status to ensure the safety of train operation.

[0061] Based on the same inventive concept, the embodiment of the present invention also provides a computer storage medium, in which computer-executable instructions are stored. When the computer-executable instructions are executed, the functions of the foregoing train control system based on vehicle-to-vehicle communication or the train control method based on vehicle-to-vehicle communication are implemented.

[0062] In several embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the modules is only a logical function division. In actual implementation, there may be other division methods. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the displayed or discussed coupling or direct coupling or communication connection to each other can be through some interfaces, and the indirect coupling or communication connection of the devices or modules can be in electrical, mechanical or other forms.

[0063] The module described as a separation component may or may not be physically separated. The component shown as a module may or may not be a physical module, that is, it may be located in one place or distributed across multiple network modules. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. In addition, in each embodiment of the present invention, each functional module can be integrated into a processing module, or each module can exist physically alone, or two or more modules can be integrated into one module. The above integrated module can be implemented in the form of hardware or in the form of a software functional module.

[0064] If the above integrated module is implemented in the form of a software functional module and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, a server, or a network device, etc.) to execute all or part of the steps of the methods described in each embodiment of the present invention. The foregoing storage medium includes: various media such as USB flash drives, mobile hard disks, read-only memories (ROM, Read-Only Memory), random access memories (RAM, Random Access Memory), magnetic disks, or optical discs that can store program codes.

[0065] It should be noted that for the foregoing method embodiments, for the sake of simplicity of description, they are all expressed as a series of action combinations. However, those skilled in the art should know that the present invention is not limited by the described action sequence, because according to the present invention, certain steps can be performed in other sequences or simultaneously. Secondly, those skilled in the art should also know that the embodiments described in the specification are all preferred embodiments, and the actions and modules involved are not necessarily essential to the present invention.

[0066] In the above embodiments, the descriptions of the various embodiments have their own emphases. For the parts not detailed in a certain embodiment, reference can be made to the relevant descriptions of other embodiments. Finally, it should be noted that: the above are only the preferred embodiments of the present invention and are not used to limit the present invention. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements on some of the technical features. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A train control system based on vehicle-to-vehicle communication, characterized in that, The system includes: An Automatic Train Supervision system (ATS) for sending route information and on-line train operation information to on-board equipment; An Object Controller (OC) for controlling trackside equipment according to the instructions of on-board equipment and feeding back the equipment status; On-board equipment for establishing or canceling a vehicle-to-vehicle communication connection by real-time identifying the ID of the leading vehicle and verifying the ID of the leading vehicle, and for realizing virtual coupling or canceling virtual coupling with the leading vehicle by real-time calculating the vehicle-to-vehicle distance and verifying the vehicle-to-vehicle distance, and also for controlling the Object Controller (OC), obtaining the turnout status, verifying the turnout status and determining the movement authorization of the vehicle itself.

2. The system according to claim 1, wherein The on-board equipment includes an Automatic Train Protection system (ATP) and an On-board Active Collision Avoidance System (ODAS); Wherein, the Automatic Train Protection system (ATP) is used for real-time judging the leading vehicle within the route range of the vehicle itself according to the route information and on-line train operation information and identifying the ID of the first leading vehicle, and the On-board Active Collision Avoidance System (ODAS) is used for synchronously identifying the ID of the second leading vehicle; The Automatic Train Protection system (ATP) is also used for verifying the ID of the first leading vehicle by using the ID of the second leading vehicle, and establishing or canceling a communication connection with the leading vehicle according to the ID verification result; After establishing a communication connection with the leading vehicle, the Automatic Train Protection system (ATP) is also used for real-time calculating the first vehicle-to-vehicle distance, and the On-board Active Collision Avoidance System (ODAS) is also used for synchronously obtaining the second vehicle-to-vehicle distance, where the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the leading vehicle and the estimated front end of the vehicle itself; The Automatic Train Protection system (ATP) is also used for verifying the first vehicle-to-vehicle distance by using the second vehicle-to-vehicle distance, and realizing virtual coupling or canceling virtual coupling with the leading vehicle according to the distance verification result; The Automatic Train Protection system (ATP) is also used for sending a turnout control command after establishing a communication connection with the Object Controller (OC) according to the route information, obtaining the status of the first turnout, and the On-board Active Collision Avoidance System (ODAS) is also used for synchronously obtaining the status of the second turnout; The Automatic Train Protection system (ATP) is also used for verifying the status of the first turnout by using the status of the second turnout, and determining the movement authorization of the vehicle itself according to the status verification result.

3. The system according to claim 2, wherein The on-line train operation information includes the positions, directions, speeds and braking distances of all trains on the line.

4. The system according to claim 2, characterized in that, The On-board Active Collision Avoidance System (ODAS) collects video image data of the train running area through sensing equipment for identifying the ID of the leading vehicle, the vehicle-to-vehicle distance, the opening direction and status of the turnout, the status of the signal lamp and obstacles in front of the vehicle, where the sensing equipment includes a high-definition camera and a lidar.

5. A train control method based on vehicle-to-vehicle communication, applied to the system according to any one of claims 2 to 4, characterized in that, The method includes: The Automatic Train Protection system (ATP) real-time judges the leading vehicle within the route range of the vehicle itself according to the route information and on-line train operation information and identifies the ID of the first leading vehicle; Synchronously obtaining the ID of the second leading vehicle from the On-board Active Collision Avoidance System (ODAS); Verifying the ID of the first leading vehicle by using the ID of the second leading vehicle, and establishing or canceling a communication connection with the leading vehicle according to the ID verification result.

6. The method according to claim 5, wherein Before verifying the ID of the first leading vehicle by using the ID of the second leading vehicle, it further includes: Judging whether the train corresponding to the ID of the second leading vehicle is within the route range of the vehicle itself.

7. The method according to claim 6, characterized in that, Verifying the first leading vehicle ID using the second leading vehicle ID and establishing or canceling a communication connection with the leading vehicle according to the ID verification result includes: When the train corresponding to the second leading vehicle ID is within the route range of the local train, determining whether the first leading vehicle ID is consistent with the second leading vehicle ID; If so, establishing a communication connection with the leading vehicle, where the leading vehicle is the train corresponding to the first leading vehicle ID; Otherwise, not establishing a communication connection with the leading vehicle or disconnecting from the leading vehicle.

8. The method according to claim 5, wherein When the active anti-collision system ODAS cannot obtain the second leading vehicle ID, determining whether the distance between the local train and the leading vehicle exceeds the recognition distance threshold of the active anti-collision system ODAS; If so, establishing a communication connection with the leading vehicle, where the leading vehicle is the train corresponding to the first leading vehicle ID; If not, obtaining curve information and gradient information from the on-vehicle electronic map and determining whether the obtained information exceeds the parameter indicators provided by the active anti-collision system ODAS. When the determination is yes, establishing a communication connection with the leading vehicle; otherwise, not establishing a communication connection with the leading vehicle or disconnecting from it.

9. A train control method based on vehicle-to-vehicle communication, applied to the system according to any one of claims 2 to 4, characterized in that, The method includes: After establishing a communication connection with the leading vehicle, the train automatic protection system ATP calculates the distance between the first train and the leading vehicle in real time based on the position of the leading vehicle, where the distance between the trains is the relative distance between the estimated rear end of the leading vehicle and the estimated front end of the local train; Synchronously obtaining the second distance between the trains from the active anti-collision system ODAS; Verifying the first distance between the trains using the second distance between the trains and realizing virtual coupling or canceling virtual coupling with the leading vehicle according to the distance verification result.

10. The method according to claim 9, wherein Verifying the first distance between the trains using the second distance between the trains and realizing virtual coupling or canceling virtual coupling with the leading vehicle according to the distance verification result includes: Calculating a deviation value D using the first distance between the trains and the second distance between the trains: where S1 is the first distance between the trains and S2 is the second distance between the trains; Determining whether the deviation value D exceeds the expected deviation threshold; If so, not performing virtual coupling with the leading vehicle or canceling virtual coupling with the leading vehicle, driving in the normal braking mode, and notifying the train automatic supervision system ATS and the leading vehicle; If not, performing virtual coupling with the leading vehicle in response to the command of the train automatic supervision system ATS.

11. A train control method based on vehicle-to-vehicle communication, which is applied to the system according to any one of claims 2 to 4, characterized in that, The method includes: After the train automatic protection system ATP establishes a communication connection with the object controller OC according to the route information and sends a switch control command, obtaining the state of the first switch; Synchronously obtaining the state of the second switch from the active anti-collision system ODAS; Verifying the state of the first switch using the state of the second switch and determining the movement authorization of the local train according to the state verification result.

12. The method according to claim 11, wherein When the train automatic protection system ATP determines that the local train reaches the control distance of the object controller OC according to the route information, establishing a communication connection with the object controller OC, sending a switch control command to the object controller OC, and obtaining the switch response result feedback by the object controller OC; If the switch response result feedback by the object controller OC is yes, obtaining the state of the first switch; otherwise, calculating the movement authorization of the local train in combination with the position of the leading vehicle and the switch area position. Obtain the second turnout status and signal status from the active anti-collision system ODAS; Judge whether the first turnout status is consistent with the second turnout status and whether the turnout opening direction is correct; If so, the movement authorization of the vehicle crosses the turnout, calculate the movement authorization according to the position of the leading vehicle, otherwise the movement authorization reaches the turnout area position, and at the same time, implement emergency braking on the train.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, and when the computer-executable instructions are executed, the functions of the system according to any one of claims 1-4 are implemented.

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