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

Abstract

The present invention relates to the field of vehicle-to-vehicle communication technology, and discloses a train control system, method, and readable storage medium based on vehicle-to-vehicle communication. The system includes: an automatic train monitoring system (ATS) for transmitting route information and on-line train operation information to onboard equipment; an object controller (OC) for controlling trackside equipment and providing feedback on equipment status based on instructions from the onboard equipment; and onboard equipment for establishing or canceling a vehicle-to-vehicle communication connection by identifying and verifying the ID of a preceding vehicle in real time, calculating and verifying the preceding vehicle distance in real time, achieving or canceling a virtual coupling with the preceding vehicle, and controlling the object controller (OC) to obtain and verify the switch status and determine the vehicle's movement authorization. The present invention improves the security and reliability of vehicle-to-vehicle communication by performing accuracy verification on information collected and used by the onboard equipment.

Description

Technical Field

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

[0002] As cities expand, urban rail transit operations need to be improved in terms of safety and efficiency, while also shortening operating intervals. Advances in modern communications, image recognition, and electronic radar technologies are driving the evolution of rail transit systems from a Communication Based Train Control System (CBTC) to a Train Autonomous Circumambulate System (TACS) based on vehicle-to-vehicle communication.

[0003] The Train Autonomous Operation System (TACS) boasts technical features such as active train routing and autonomous train protection. It offers enhanced safety, feasibility, operational efficiency, and lower construction and operating costs, enabling a shift in train control from centralized to distributed control, and from automatic train operation to autonomous train operation. The TACS integrates line resource management and zone control functions, deeply fusing and integrating the traditional CBTC system's trackside interlocking equipment (CI) and zone control equipment (ZC) with the onboard control system. Only the object controller (OC) and necessary infrastructure are located on the trackside. Upon receiving relevant information, such as the timetable, the onboard equipment can autonomously adjust operations based on the timetable, enabling train-centric active train routing, autonomous train protection, and autonomous timetable adjustments.

[0004] like Figure 1 As shown in the figure, the structure of the train autonomous operation system TACS based on vehicle-to-vehicle communication includes:

[0005] The central layer is equipped with the Automatic Train Monitoring System (ATS). ATS is a distributed real-time monitoring and control system that integrates modern data communications, computers, networks, and signaling technologies. The ATS system coordinates with other subsystems to manage and control operating trains and signaling equipment.

[0006] The station level is equipped with an object controller (OC), which is responsible for receiving trackside object control commands (including switch control, PSD control, and platform emergency stop buttons) from onboard equipment and the automatic train monitoring system (ATS), and realizing the collection and control of trackside object status. The object controller OC can communicate with onboard equipment and ATS in real time, provide trackside object status, receive and respond to commands from onboard equipment and ATS, allocate permissions for trackside objects in its jurisdiction, and operate equipment such as switches and platform screen doors based on the allocation of commands and permissions.

[0007] Trackside layer: configure trackside equipment, set up active transponders, and set up axle counters and signal machines in sections;

[0008] On-board layer: On-board equipment is configured. On-board equipment is the core equipment for train-to-train communication. The on-board controller measures the train speed through radar, speed sensors and other equipment, adopts ground transponders and speed integration, etc. to achieve autonomous train positioning, realize integrity self-detection through the head-to-tail through-line, and use wireless communication transmission to conduct real-time two-way communication between trains and between trains and the ground. The on-board equipment obtains information such as the position and driving mode of the preceding vehicle through real-time communication with the preceding vehicle, receives status information such as trackside switches, platform screen doors, and emergency stop buttons through vehicle-to-ground communication, calculates the train's own movement authorization / permitted operating speed and braking intervention curve, outputs traction and braking control for train operation, realizes moving block operation control, and ensures safe train operation.

[0009] Since the train autonomous operation system TACS with vehicle-to-vehicle communication eliminates the interlocking equipment CI and the zone control equipment ZC, it adopts the object controller OC to control the wayside equipment and collect ground information (related information such as switches, signals, sections, etc.) to realize information interaction between the train and the wayside equipment. The TACS system reduces the number of devices and interfaces, simplifies the system structure, and improves the system's maintainability, autonomy, and driving efficiency. However, due to the single function of the object controller OC and the lack of safety control, in some special cases, the switch may not be converted into place or the switch is deadlocked, which poses a threat to driving safety. In addition, according to the existing vehicle-to-vehicle communication method, the system still has many interfaces, and there is a certain delay in the communication between the system interfaces. The transmitted information may not match the actual information, affecting driving safety. Summary of the Invention

[0010] The purpose of the present invention is to provide a train control system, method and readable storage medium based on vehicle-to-vehicle communication. After the accuracy of the information collected and used by the on-board equipment is verified, a vehicle-to-vehicle communication connection is established. On the basis of the vehicle-to-vehicle communication, virtual coupling or cancellation of virtual coupling and determination of the movement authorization of the vehicle are realized, which solves the problem that the transmitted information may not match the actual information due to communication delay between interfaces, thereby improving driving safety.

[0011] To achieve the above object, the present invention provides the following technical solutions:

[0012] In a first aspect, a train control system based on vehicle-to-vehicle communication is provided, comprising:

[0013] Automatic Train Monitoring System (ATS), used to send route information and on-line train operation information to on-board equipment;

[0014] The object controller (OC) is used to control the wayside equipment according to the instructions of the onboard equipment and provide feedback on the equipment status;

[0015] The vehicle-mounted device is used to establish or cancel a vehicle-to-vehicle communication connection by identifying the preceding vehicle ID in real time and verifying the preceding vehicle ID. It is also used to achieve or cancel a virtual coupling with the preceding vehicle by calculating the preceding vehicle distance in real time and verifying the preceding vehicle distance. It is also used to control the object controller OC, obtain the switch status, verify the switch status and determine the movement authorization of the vehicle.

[0016] Furthermore, the onboard equipment includes an automatic train protection system (ATP) and an active collision avoidance system (ODAS);

[0017] The automatic train protection system ATP is used to determine the preceding vehicle within the vehicle's route range and identify the first preceding vehicle ID in real time based on route information and on-line train operation information. The active collision avoidance system ODAS is used to simultaneously identify the second preceding vehicle ID.

[0018] The automatic train protection system ATP is further configured to verify the first preceding vehicle ID using the second preceding vehicle ID, and establish or cancel a communication connection with the preceding vehicle based on an ID verification result;

[0019] After establishing a communication connection with the preceding vehicle, the automatic train protection system ATP is further used to calculate the first vehicle-to-vehicle distance in real time, and the active collision avoidance system ODAS is further 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 preceding vehicle and the estimated front end of the own vehicle;

[0020] The automatic train protection system ATP is further configured to verify the first train distance using the second train distance, and to implement or cancel virtual coupling with the preceding train based on the distance verification result;

[0021] The automatic train protection system ATP is further configured to establish a communication connection with the object controller OC according to the route information and send a switch control command to obtain a first switch state. The active collision avoidance system ODAS is further configured to synchronously obtain a second switch state.

[0022] The automatic train protection system ATP is further configured to verify the first turnout state using the second turnout state, and determine the movement authorization of the vehicle according to the state verification result.

[0023] Furthermore, the online train operation information includes the position, direction, speed and braking distance of all trains on the line.

[0024] Furthermore, the active collision avoidance system ODAS collects video image data of the train track area through sensor equipment for identifying the ID of the preceding vehicle, vehicle distance, switch direction and status, signal light status and obstacles in front of the vehicle, wherein the sensor equipment includes high-definition cameras and lidars.

[0025] In a second aspect, a train control method based on vehicle-to-vehicle communication is also provided, including:

[0026] The automatic train protection system ATP determines the preceding vehicle within the route range of the train in real time based on route information and on-line train operation information and identifies the ID of the first preceding vehicle;

[0027] Synchronously obtain the ID of the second preceding vehicle from the active collision avoidance system (ODAS);

[0028] The first preceding vehicle ID is verified using the second preceding vehicle ID, and a communication connection is established or canceled with the preceding vehicle according to the ID verification result.

[0029] Furthermore, before using the second preceding vehicle ID to verify the first preceding vehicle ID, it also includes: judging whether the train corresponding to the second preceding vehicle ID is within the route range of this vehicle.

[0030] Furthermore, the verifying the first preceding vehicle ID by using the second preceding vehicle ID, and establishing or canceling a communication connection with the preceding vehicle according to an ID verification result, includes:

[0031] When the train corresponding to the second preceding vehicle ID is within the vehicle's route, determining whether the first preceding vehicle ID is consistent with the second preceding vehicle ID;

[0032] If yes, establish a communication connection with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID;

[0033] Otherwise, the communication connection with the preceding vehicle is not established or is disconnected.

[0034] Furthermore, when the active collision avoidance system (ODAS) cannot obtain the second preceding vehicle ID, determining whether the distance between the vehicle and the preceding vehicle exceeds a recognition distance threshold of the active collision avoidance system (ODAS);

[0035] If yes, establish a communication connection with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID;

[0036] If not, obtain curve information and slope information from the on-board electronic map, and determine whether the obtained information exceeds the parameter indicators provided by the active collision avoidance system ODAS. If the judgment is yes, establish a communication connection with the preceding vehicle; otherwise, do not establish a communication connection with the preceding vehicle or disconnect the communication connection with it.

[0037] In a third aspect, a train control method based on vehicle-to-vehicle communication is also provided, including:

[0038] After establishing a communication connection with the preceding vehicle, the automatic train protection system ATP calculates the first vehicle-to-vehicle distance in real time based on the preceding vehicle's position, where the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the own vehicle;

[0039] Synchronously obtain the distance between the second vehicle and the vehicle from the active collision avoidance system (ODAS);

[0040] The first vehicle-to-vehicle distance is verified using the second vehicle-to-vehicle distance, and virtual coupling is achieved or canceled with the preceding vehicle based on the distance verification result.

[0041] Furthermore, the verifying the first vehicle distance by using the second vehicle distance, and achieving or canceling the virtual coupling with the preceding vehicle according to the distance verification result, includes:

[0042] The deviation value D is calculated using the first vehicle-to-vehicle distance and the second vehicle-to-vehicle distance:

[0043]

[0044] Where S1 is the first vehicle distance, S2 is the second vehicle distance;

[0045] Determining whether the deviation value D exceeds an expected deviation threshold;

[0046] If so, the train will not be virtually coupled with the preceding train or the virtual coupling with the preceding train will be cancelled, and the train will be driven in normal braking mode, and the Automatic Train Monitoring System (ATS) and the preceding train will be notified.

[0047] If not, the train will respond to the command of the automatic train monitoring system ATS and perform virtual coupling with the preceding train.

[0048] In a fourth aspect, a train control method based on vehicle-to-vehicle communication is also provided, including:

[0049] The automatic train protection system ATP establishes a communication connection with the object controller OC based on the route information and sends a switch control command to obtain the first switch status;

[0050] Synchronously obtain the status of the second turnout from the active collision avoidance system ODAS;

[0051] The first turnout state is verified using the second turnout state, and the movement authorization of the vehicle is determined based on the state verification result.

[0052] Furthermore, when the automatic train protection system ATP determines that the vehicle has reached the control distance of the object controller OC based on the route information, it establishes a communication connection with the object controller OC, sends a switch control command to the object controller OC, and obtains the switch response result fed back by the object controller OC;

[0053] If the switch response result fed back by the object controller OC is yes, the first switch state is obtained; otherwise, the movement authorization of the vehicle is calculated based on the position of the preceding vehicle and the switch area position;

[0054] Obtaining the second turnout status and signal status from the active collision avoidance system ODAS;

[0055] Determining whether the first turnout state is consistent with the second turnout state and whether the turnout direction is correct;

[0056] If so, the vehicle is authorized to move across the switch and the movement authorization is calculated based on the position of the preceding vehicle. Otherwise, the vehicle is authorized to move to the switch area and emergency braking is applied to the train.

[0057] Based on the same inventive concept, 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 aforementioned train control system based on vehicle-to-vehicle communication are realized.

[0058] Technical effects and advantages of the present invention:

[0059] (1) The onboard equipment combines the automatic train protection system (ATP) with the active collision avoidance system (ODAS). The ODAS verifies the accuracy of the information collected and used by the automatic train protection system (ATP), thereby improving the safety and reliability of train-to-train communications.

[0060] (2) The active collision avoidance system (ODAS) collects video image data of the train track area through high-definition cameras and lidar, identifies the preceding vehicle ID, vehicle-to-vehicle distance, switch status, signal light status, and obstacles in front of the vehicle, provides information security verification for the automatic train protection system (ATP), and provides a reliable basis for vehicle-to-vehicle communication connection, virtual coupling, and computational mobile authorization.

[0061] Other features and advantages of the present invention will be described in the following description, and in part will become apparent from the description, or will be understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0062] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0063] Figure 1 This is a schematic diagram of the structure of the train autonomous operation system TACS based on vehicle-to-vehicle communication;

[0064] Figure 2 Schematic diagram of the structure of a train control system based on vehicle-to-vehicle communication according to a first embodiment of the present invention;

[0065] Figure 3 Schematic diagram of a train control method based on vehicle-to-vehicle communication according to a second embodiment of the present invention;

[0066] Figure 4 Flowchart showing how to perform or cancel vehicle-to-vehicle communication in a second embodiment of the present invention;

[0067] Figure 5 Schematic diagram of a train control method based on vehicle-to-vehicle communication according to a third embodiment of the present invention;

[0068] Figure 6 Schematic diagram of virtual coupling of front and rear vehicles in the third embodiment of the present invention;

[0069] Figure 7 Flowchart for realizing virtual connection or canceling virtual connection in the third embodiment of the present invention;

[0070] Figure 8 2 is a schematic diagram of a train control method based on vehicle-to-vehicle communication according to a fourth embodiment of the present invention;

[0071] Figure 9 This is a flowchart of calculating mobile authorization in the fourth embodiment of the present invention;

[0072] Figure 10 Schematic diagram of calculating mobile authorization in a fourth embodiment of the present invention;

[0073] Figure 11 Schematic diagram of calculating mobile authorization in the fourth embodiment of the present invention. DETAILED DESCRIPTION

[0074] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0075] In order 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, the embodiment of the present invention discloses a train control system based on vehicle-to-vehicle communication, such as Figure 2 As shown, the system includes: an automatic train monitoring system ATS, an object controller OC and on-board equipment.

[0076] The Automatic Train Monitoring System (ATS) transmits route information and on-line train operation information to onboard equipment. The Object Controller (OC) controls trackside equipment based on instructions from onboard equipment and provides feedback on equipment status.

[0077] In an embodiment of the present invention, the on-board equipment is used to establish or cancel a vehicle-to-vehicle communication connection by identifying the preceding vehicle ID in real time and verifying the preceding vehicle ID. It is also used to achieve or cancel a virtual coupling with the preceding vehicle by calculating the preceding vehicle distance in real time and verifying the preceding vehicle distance. It is also used to control the object controller OC, obtain the switch status, verify the switch status and determine the movement authorization of the vehicle.

[0078] During driving, the on-board equipment obtains route information and online train operation information from the automatic train monitoring system ATS. The online train operation information includes the position, direction, speed and braking distance of all trains on the line. The on-board equipment identifies the preceding vehicle (i.e., the preceding vehicle within the route range of this vehicle) and the preceding vehicle ID based on the route information and the online train operation information, and then verifies the preceding vehicle ID. When the ID verification result is accurate, a communication connection is established with the preceding vehicle. Based on the vehicle-to-vehicle communication connection, the on-board equipment calculates the distance to the preceding vehicle in real time and verifies the vehicle-to-vehicle distance. When the distance verification result is accurate, virtual coupling with the preceding vehicle can be achieved. In addition, the on-board equipment also obtains the switch status and verifies the switch status by controlling the object controller OC on the trackside. When the status verification is correct, the movement authorization of the vehicle is calculated. This system optimizes the safety logic of the train during autonomous operation, 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.

[0079] According to a specific embodiment, the on-board equipment includes an automatic train protection system ATP and an active collision avoidance system ODAS.

[0080] Before establishing vehicle-to-vehicle communication, the Automatic Train Protection System (ATP) determines in real time which preceding vehicle is within the vehicle's route based on route information and on-line train operation information, and identifies a first preceding vehicle ID. The Active Collision Avoidance System (ODAS) simultaneously identifies a second preceding vehicle ID. The Automatic Train Protection System (ATP) also verifies the first preceding vehicle ID using the second preceding vehicle ID and, based on the ID verification result, establishes or cancels a communication connection with the preceding vehicle.

[0081] If the ID verification result is accurate, a communication connection is established with the preceding vehicle. The automatic train protection system (ATP) is further configured to calculate the first vehicle-to-vehicle distance in real time. The active collision avoidance system (ODAS) is further configured to simultaneously obtain a second vehicle-to-vehicle distance, which is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the vehicle. The automatic train protection system (ATP) is further configured to verify the first vehicle-to-vehicle distance using the second vehicle-to-vehicle distance and, based on the distance verification result, to implement or cancel virtual coupling with the preceding vehicle.

[0082] When passing a switch ahead, the automatic train protection system (ATP) is further configured to establish a communication connection with the object controller (OC) based on the route information and transmit a switch control command to obtain a first switch state. The active collision avoidance system (ODAS) is also configured to simultaneously obtain a second switch state. The automatic train protection system (ATP) is further configured to verify the first switch state using the second switch state and determine the vehicle's movement authorization based on the status verification result.

[0083] In an embodiment of the present invention, the active collision avoidance system (ODAS) collects video image data of the train track area through sensor equipment, wherein the sensor equipment includes a high-definition camera and a laser radar. For example, the active collision avoidance system (ODAS) uses a high-definition camera to continuously capture images directly in front of the vehicle, and uses a laser radar to continuously scan the front of the vehicle to obtain a point cloud. By automatically analyzing the acquired video image data using a deep learning-based artificial intelligence algorithm, the system identifies relevant driving information of the vehicle, including the ID of the preceding vehicle, vehicle-to-vehicle distance, turnout direction and status, signal light status, and obstacles in front of the vehicle. This provides information security verification for the automatic train protection system (ATP), and can provide a reliable basis for vehicle-to-vehicle communication connections, virtual coupling, and computational mobile authorization.

[0084] The train control system of the embodiment of the present invention creatively proposes the ATP+ODAS vehicle-mounted equipment function, relying on the ODAS system to verify the accuracy of information collected and used by the ATP system, thereby improving the security and reliability of vehicle-to-vehicle communications.

[0085] According to the above-mentioned train control system based on vehicle-to-vehicle communication, the second embodiment of the present invention discloses a train control method based on vehicle-to-vehicle communication, such as Figure 3 As shown, the method includes:

[0086] S10, the automatic train protection system ATP determines the preceding vehicle within the route range of the train in real time based on route information and on-line train operation information and identifies the first preceding vehicle ID;

[0087] S11, synchronously obtaining the ID of the second preceding vehicle from the active collision avoidance system (ODAS);

[0088] S12: Verify the first preceding vehicle ID using the second preceding vehicle ID, and establish or cancel a communication connection with the preceding vehicle based on the ID verification result.

[0089] In an embodiment of the present invention, the on-line train operation information obtained from the Automatic Train Control System (ATS) includes the position, direction, speed, and braking distance of all trains on the line. The Automatic Train Protection System (ATP) identifies the ID of the preceding vehicle based on the on-line train operation information. Specifically, the ATP autonomously determines the ID of the preceding vehicle within the current vehicle's route based on the position and direction of all trains on the line. Alternatively, the ATS can determine the preceding vehicle ID of each train based on the position and direction of all trains on the line and then forward the corresponding preceding vehicle ID to each train.

[0090] The active collision avoidance system (ODAS) collects video image data of the train track area through sensing equipment such as high-definition cameras and lidar, and automatically analyzes it based on a deep learning artificial intelligence algorithm to identify the preceding vehicle ID (i.e., the preceding vehicle ID).

[0091] like Figure 4 As shown, according to a specific embodiment, the automatic train protection system ATP calculates the preceding vehicle ID information (i.e., the first preceding vehicle ID) based on the route information and the on-line train operation information, and then synchronously obtains the preceding vehicle ID information (i.e., the second preceding vehicle ID) from the active collision avoidance system ODAS:

[0092] 1. If the active collision avoidance system (ODAS) is able to obtain the second preceding vehicle ID, the automatic train protection system (ATP) uses the second preceding vehicle ID to verify the first preceding vehicle ID and establishes or cancels a communication connection with the preceding vehicle based on the ID verification result. Specifically, the following steps are performed:

[0093] First, determine whether the train corresponding to the second preceding vehicle ID is within the route range of the vehicle;

[0094] When the train corresponding to the second preceding vehicle ID is within the route range of this vehicle, determine whether the first preceding vehicle ID is consistent with the second preceding vehicle ID. If so, establish a communication connection with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID; otherwise, do not establish a communication connection with the preceding vehicle or disconnect the communication connection with the preceding vehicle.

[0095] That is, when the train corresponding to the second preceding vehicle ID is not within the route range of this vehicle or the first preceding vehicle ID is inconsistent with the second preceding vehicle ID, a communication connection is not established with the train corresponding to the first preceding vehicle ID or the communication connection with the vehicle is disconnected.

[0096] 2. If the ODAS cannot obtain the ID of the second preceding vehicle, first determine whether the distance between the vehicle and the preceding vehicle exceeds the ODAS recognition distance threshold;

[0097] If so, a communication connection is established with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID; if not, curve information and slope information are obtained from the on-board electronic map, and it is determined whether the obtained information exceeds the parameter indicators provided by the active collision avoidance system ODAS. When the judgment is yes, a communication connection is established with the preceding vehicle with the first preceding vehicle ID; otherwise, a communication connection is not established with the preceding vehicle or the communication connection is disconnected with it.

[0098] In an embodiment of the present invention, the automatic train protection system ATP calculates the preceding vehicle ID (i.e., the first preceding vehicle ID) within the vehicle's route range in real time based on route information and on-line train operation information, and then uses the second preceding vehicle ID within the vehicle's route range synchronously obtained from the active collision avoidance system ODAS to verify the accuracy of the first preceding vehicle ID. When the ID verification result is correct, the train corresponding to the first preceding vehicle ID is determined to be the preceding vehicle. Alternatively, when the distance between the vehicle and the preceding vehicle exceeds the recognition distance threshold of the active collision avoidance system ODAS, the train corresponding to the first preceding vehicle ID is determined to be the preceding vehicle. Alternatively, when the curve information and slope information obtained from the on-board electronic map exceed the parameter indicators provided by the active collision avoidance system ODAS, the train corresponding to the first preceding vehicle ID is determined to be the preceding vehicle. In the above case, the vehicle establishes a communication connection with the preceding vehicle through the automatic train protection system ATP, obtains the position of the preceding vehicle, and calculates the movement authorization of the vehicle based on the position of the preceding vehicle.

[0099] In a train control system based on vehicle-to-vehicle communication, the identification of the preceding vehicle ID is particularly important, as it is related to obtaining the preceding vehicle position and calculating the vehicle's movement authorization. Existing systems generally use an ATS / train position management system to collect all vehicle position information, and then forward it to the on-board equipment of each vehicle, which allows each vehicle to independently calculate the preceding vehicle ID. Alternatively, the ATS / train position management system directly calculates the preceding vehicle ID of each train and notifies each vehicle in turn. Regardless of the method, the confirmation of the preceding vehicle ID requires several devices to communicate with each other, and the interface information and process are relatively complex. Communication delays are inevitable, and it is easy for the preceding vehicle ID to be misjudged, affecting the calculation of the vehicle's movement authorization and thus affecting driving safety. The embodiment of the present invention uses an on-board device that combines ATP+ODAS, and uses the preceding vehicle ID directly identified by ODAS to verify the accuracy of the calculated preceding vehicle ID, thereby improving the safety and reliability of the train control system.

[0100] According to the above-mentioned train control system based on vehicle-to-vehicle communication, the third embodiment of the present invention discloses a train control method based on vehicle-to-vehicle communication, such as Figure 5 As shown, the method includes:

[0101] S20, after establishing a communication connection with the preceding vehicle, the automatic train protection system ATP calculates a first vehicle-to-vehicle distance in real time based on the position of the preceding vehicle, wherein the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the own vehicle;

[0102] S21, synchronously obtaining the distance between the second vehicle and the vehicle from the active collision avoidance system (ODAS);

[0103] S22: Verify the first vehicle-to-vehicle distance using the second vehicle-to-vehicle distance, and implement or cancel virtual coupling with the preceding vehicle based on the distance verification result.

[0104] In an embodiment of the present invention, after establishing a communication connection with the preceding vehicle, the automatic train protection system ATP obtains the real-time position of the preceding vehicle, calculates a first vehicle-to-vehicle distance based on the real-time position of the preceding vehicle, and the first vehicle-to-vehicle distance is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the own vehicle calculated based on the on-board electronic map, and then synchronously obtains a second vehicle-to-vehicle distance from the active collision avoidance system ODAS, and the second vehicle-to-vehicle distance is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the own vehicle calculated based on the video image data of the train track area.

[0105] like Figure 6 As shown, virtual coupling is a train-centric control system that connects trainsets through train-to-train communication. The trainsets travel along the same route, at the same speed, and in the same direction. Taking communication delays into account, the trains should maintain identical braking characteristics. In virtual coupling, the leading and trailing trains exchange messages. The trailing train receives speed, acceleration, and position information from the leading train and other trains in the convoy via the Automatic Train Tracking System (ATS). It then calculates its own braking curve or movement authorization (MA) to avoid collision with the leading train. Virtual coupling allows the trailing train to operate at a relative braking distance from the leading train, rather than the absolute braking distance maintained by traditional train control. Virtual coupling requires the leading train to move forward a safe distance before stopping. Direct communication between the leading and trailing trains ensures that if the leading train initiates braking, the following train will perform the same maneuver and maintain a safe separation during deceleration.

[0106] Movement Authority (MA) calculates the train's current position, speed, acceleration, and other information, combines it with line information and the train operation plan, and generates a section where the train can travel safely.

[0107] like Figure 7As shown, the embodiment of the present invention uses the distance between the second vehicle to verify the distance between the first vehicle, and realizes or cancels the virtual coupling with the preceding vehicle according to the distance verification result, specifically including:

[0108] 1. Calculate the deviation value D using the first vehicle-to-vehicle distance and the second vehicle-to-vehicle distance:

[0109]

[0110] Where S1 is the first vehicle distance, S2 is the second vehicle distance;

[0111] 2. Determine whether the deviation value exceeds an expected deviation threshold;

[0112] If so, it is determined that there is a major problem with the on-board equipment distance measurement or vehicle-to-vehicle communication. The on-board ATP does not perform virtual coupling with the preceding vehicle or cancels the virtual coupling with the preceding vehicle. The vehicle is driven in conventional braking mode, keeping a safe distance from the preceding vehicle to ensure driving safety, and notifying the automatic train monitoring system ATS and the preceding vehicle. If not, the vehicle responds to the command of the automatic train monitoring system ATS and performs virtual coupling with the preceding vehicle.

[0113] In an embodiment of the present invention, when alarm signals with large vehicle distance deviation values ​​appear continuously and the number of alarms exceeds a threshold, the vehicle will no longer perform virtual coupling and will simultaneously prompt the ATS and the preceding vehicle.

[0114] When virtual coupling is performed based on vehicle-to-vehicle communication, the distance between the two trains is relatively close, so the accuracy of the distance tracking between the two trains is particularly important. Existing systems rely on the mutually reported positions of the leading and trailing trains to control the interval between them. Due to factors such as interface communication delays or errors in speed and distance measurement, the calculated vehicle-to-vehicle distance may have large errors, which puts the train tracking interval control at risk. In the embodiments of the present invention, by calculating the communication positions of the leading and trailing trains and identifying the vehicle-to-vehicle distance using the ODAS system, the accuracy of the distance is determined by verifying the two data sets, preventing collisions and improving driving safety.

[0115] 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, such as Figure 8 As shown, the method includes:

[0116] S30, the automatic train protection system ATP establishes a communication connection with the object controller OC according to the route information and sends a switch control command to obtain the first switch state;

[0117] S31, synchronously obtaining the second turnout status from the active collision avoidance system ODAS;

[0118] S32: Verify the first turnout state using the second turnout state, and determine the movement authorization of the vehicle according to the state verification result.

[0119] An approach route is the section of track that a train or shunting train traverses from one designated location to another. The approach route is determined by the locations of all switches on that section. The beginning and end of an approach route are defined by signals, warning signs, vehicle stop signs, or station boundary markers. A signal must be installed at the beginning of the approach route, where a train or train enters, to protect the entire route and ensure the safety of the train or train operating along the route.

[0120] like Figures 9 to 11 As shown, when calculating the vehicle's movement authorization (MA):

[0121] 1. The automatic train protection system ATP obtains route information and the preceding vehicle ID information from the ATS system. If it determines that there is no switch between the routes of the current vehicle and the preceding vehicle, it does not need to control the object controller OC. It obtains the position of the preceding vehicle based on the preceding vehicle ID, establishes a communication connection with the preceding vehicle, and calculates the movement authorization of the current vehicle to the position of the preceding vehicle (the corresponding safety margin needs to be subtracted).

[0122] 2. When the automatic train protection system ATP determines that the train has not reached the control distance of the trackside OC based on the route information, it calculates the movement authorization of the train based on the position of the preceding train and the switch area position.

[0123] Specifically, if there is a preceding vehicle between the vehicle and the switch, the movement authorization is moved to the position of the preceding vehicle (minus the corresponding safety margin); if there is no preceding vehicle between the vehicle and the switch, the movement authorization is moved to the switch area position.

[0124] 3. When the automatic train protection system ATP determines that the train has reached the control distance of the trackside OC based on the route information, it establishes a communication connection with the OC and notifies the active collision avoidance system ODAS to monitor the switch. The automatic train protection system ATP sends a switch control command to the OC and obtains the switch response result fed back by the OC.

[0125] If the switch response result fed back by the OC is negative and the OC fails to control the switch, the vehicle's movement authorization is calculated based on the preceding vehicle's position and the switch area position. That is, if there is a preceding vehicle between the vehicle and the switch, the movement authorization is to the position of the preceding vehicle (minus the corresponding safety margin); if there is no preceding vehicle between the vehicle and the switch, the movement authorization is to the switch area position.

[0126] If the switch response result fed back by OC is yes, OC controls the switch successfully, obtains the first switch status from OC, and then obtains the second switch status and signal status from the active collision avoidance system ODAS, and determines whether the first switch status is consistent with the second switch status, and whether the switch direction is correct; if the first switch status is consistent with the second switch status, and the switch direction is correct, then the vehicle's movement authorization crosses the switch, obtains the position of the preceding vehicle, and calculates the movement authorization based on the preceding vehicle position; if the first switch status is inconsistent with the second switch status, then the movement authorization is moved to the switch area position, and emergency braking is implemented at the same time, waiting for manual confirmation.

[0127] According to an embodiment of the present invention, only when the trackside OC correctly controls the switch to open according to the command of the automatic train protection system ATP, the movement authorization of this vehicle can cross the switch and extend to the position of the preceding vehicle; otherwise, the movement authorization can only reach the switch area.

[0128] In the embodiment of the present invention, the on-board ATP uses the trackside OC to control the direction and locking of the switch, which is related to whether the train route is complete and whether the train operation is safe. In order to prevent the switch from failing to switch into place, deadlocking, and other faults, the ODAS monitors the direction of the switch and the status of the signal lights to ensure driving safety.

[0129] Based on the same inventive concept, an 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 aforementioned train control system based on vehicle-to-vehicle communication or the train control method based on vehicle-to-vehicle communication are realized.

[0130] In the several embodiments provided in this 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 merely a logical function division. In actual implementation, there may be other division methods, such as 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 mutual coupling or direct coupling or communication connection shown or discussed can be through some interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0131] The modules described as separate components may or may not be physically separate, and the components displayed as modules may or may not be physical modules, that is, they may be located in one place or distributed across multiple network modules. Some or all of the modules may be selected according to actual needs to achieve the purpose of the present embodiment. In addition, the functional modules in the various embodiments of the present invention may be integrated into a processing module, or each module may exist physically separately, or two or more modules may be integrated into a single module. The integrated modules may be implemented in the form of hardware or software functional modules.

[0132] If the integrated module is implemented as 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, or the portion 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, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0133] It should be noted that for the aforementioned method embodiments, for ease of description, they are all expressed as a series of action combinations. However, those skilled in the art should be aware that the present invention is not limited by the order of the actions described, because according to the present invention, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions and modules involved are not necessarily required by the present invention.

[0134] In the above embodiments, the description of each embodiment has its own emphasis. For parts not described in detail in a certain embodiment, please refer to the relevant description of other embodiments. Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the above embodiments, it is still possible for those skilled in the art to modify the technical solutions described in the above embodiments or to replace some of the technical features therein with equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principles of the present invention shall be included in the scope of protection of the present invention.

Claims

1. A train control system based on vehicle-to-vehicle communication, characterized in that: The system comprises: Automatic Train Monitoring System (ATS), used to send route information and on-line train operation information to on-board equipment; The object controller (OC) is used to control the wayside equipment according to the instructions of the onboard equipment and provide feedback on the equipment status; The vehicle-mounted device is configured to establish or cancel a vehicle-to-vehicle communication connection by identifying and verifying the preceding vehicle ID in real time, to achieve or cancel a virtual coupling with the preceding vehicle by calculating and verifying the preceding vehicle distance in real time, and to control the object controller OC, obtain a switch status, verify the switch status, and determine the vehicle's movement authorization. The onboard equipment includes an automatic train protection system (ATP) and an active collision avoidance system (ODAS); The automatic train protection system ATP is used to determine the preceding vehicle within the vehicle's route range and identify the first preceding vehicle ID in real time based on route information and on-line train operation information. The active collision avoidance system ODAS is used to simultaneously identify the second preceding vehicle ID. The automatic train protection system ATP is further configured to verify the first preceding vehicle ID using the second preceding vehicle ID, and establish or cancel a communication connection with the preceding vehicle based on an ID verification result; After establishing a communication connection with the preceding vehicle, the automatic train protection system ATP is further used to calculate the first vehicle-to-vehicle distance in real time, and the active collision avoidance system ODAS is further 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 preceding vehicle and the estimated front end of the own vehicle; The automatic train protection system ATP is further configured to verify the first train distance using the second train distance, and to implement or cancel virtual coupling with the preceding train based on the distance verification result; The automatic train protection system ATP is further configured to establish a communication connection with the object controller OC according to the route information and send a switch control command to obtain a first switch state. The active collision avoidance system ODAS is further configured to synchronously obtain a second switch state. The automatic train protection system ATP is further configured to verify the first turnout state using the second turnout state, and determine the movement authorization of the vehicle according to the state verification result.

2. The system according to claim 1, wherein: The on-line train operation information includes the position, direction, speed and braking distance of all trains on the line.

3. The system according to claim 1, wherein: The active collision avoidance system (ODAS) collects video image data of the train track area through sensor equipment, which is used to identify the ID of the preceding vehicle, the distance between vehicles, the direction and status of switches, the status of signal lights and obstacles in front of the vehicle. The sensor equipment includes high-definition cameras and lidar.

4. A train control method based on vehicle-to-vehicle communication, applied to the system according to any one of claims 1 to 3, characterized in that: The method comprises: The automatic train protection system ATP determines the preceding vehicle within the route range of the train in real time based on route information and on-line train operation information and identifies the ID of the first preceding vehicle; Synchronously obtain the ID of the second preceding vehicle from the active collision avoidance system (ODAS); The first preceding vehicle ID is verified using the second preceding vehicle ID, and a communication connection is established or canceled with the preceding vehicle according to the ID verification result.

5. The method according to claim 4, characterized in that Before verifying the first preceding vehicle ID by using the second preceding vehicle ID, the method further includes: Determine whether the train corresponding to the second preceding vehicle ID is within the route range of this vehicle.

6. The method according to claim 5, characterized in that The method of verifying the first preceding vehicle ID by using the second preceding vehicle ID, and establishing or canceling a communication connection with the preceding vehicle according to an ID verification result, includes: When the train corresponding to the second preceding vehicle ID is within the vehicle's route, determining whether the first preceding vehicle ID is consistent with the second preceding vehicle ID; If yes, establish a communication connection with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID; Otherwise, the communication connection with the preceding vehicle is not established or is disconnected.

7. The method according to claim 4, characterized in that When the active collision avoidance system (ODAS) fails to obtain the second preceding vehicle ID, determining whether the distance between the vehicle and the preceding vehicle exceeds a recognition distance threshold of the active collision avoidance system (ODAS); If yes, establish a communication connection with the preceding vehicle, wherein the preceding vehicle is the train corresponding to the first preceding vehicle ID; If not, obtain curve information and slope information from the on-board electronic map, and determine whether the obtained information exceeds the parameter indicators provided by the active collision avoidance system ODAS. If the judgment is yes, establish a communication connection with the preceding vehicle; otherwise, do not establish a communication connection with the preceding vehicle or disconnect the communication connection with it.

8. A train control method based on vehicle-to-vehicle communication, applied to the system according to any one of claims 1 to 3, characterized in that: The method comprises: After establishing a communication connection with the preceding vehicle, the automatic train protection system ATP calculates the first vehicle-to-vehicle distance in real time based on the preceding vehicle's position, where the vehicle-to-vehicle distance is the relative distance between the estimated rear end of the preceding vehicle and the estimated front end of the own vehicle; Synchronously obtain the distance between the second vehicle and the vehicle from the active collision avoidance system (ODAS); The first vehicle-to-vehicle distance is verified using the second vehicle-to-vehicle distance, and virtual coupling is achieved or canceled with the preceding vehicle based on the distance verification result.

9. The method according to claim 8, characterized in that The method of verifying the first vehicle-to-vehicle distance by using the second vehicle-to-vehicle distance, and achieving or canceling virtual coupling with the preceding vehicle according to the distance verification result, includes: The deviation value D is calculated using the first vehicle-to-vehicle distance and the second vehicle-to-vehicle distance: Where S1 is the first vehicle distance, S2 is the second vehicle distance; Determining whether the deviation value D exceeds an expected deviation threshold; If so, the train will not be virtually coupled with the preceding train or the virtual coupling with the preceding train will be cancelled, and the train will be driven in normal braking mode, and the Automatic Train Monitoring System (ATS) and the preceding train will be notified. If not, the train will respond to the command of the automatic train monitoring system ATS and perform virtual coupling with the preceding train.

10. A train control method based on vehicle-to-vehicle communication, applied to the system according to any one of claims 1 to 3, characterized in that: The method comprises: The automatic train protection system ATP establishes a communication connection with the object controller OC based on the route information and sends a switch control command to obtain the first switch status; Synchronously obtain the status of the second turnout from the active collision avoidance system ODAS; The first turnout state is verified using the second turnout state, and the movement authorization of the vehicle is determined based on the state verification result.

11. The method according to claim 10, characterized in that When the automatic train protection system ATP determines that the train has reached the control distance of the object controller OC based on the route information, it establishes a communication connection with the object controller OC, sends a switch control command to the object controller OC, and obtains the switch response result fed back by the object controller OC; If the switch response result fed back by the object controller OC is yes, the first switch state is obtained; otherwise, the movement authorization of the vehicle is calculated based on the position of the preceding vehicle and the switch area position; Obtaining the second turnout status and signal status from the active collision avoidance system ODAS; Determining whether the first turnout state is consistent with the second turnout state and whether the turnout direction is correct; If so, the vehicle is authorized to move across the switch and the movement authorization is calculated based on the position of the preceding vehicle. Otherwise, the vehicle is authorized to move to the switch area and emergency braking is applied to the train.

12. A computer-readable storage medium, characterized in that The computer-readable storage medium stores computer-executable instructions, which, when executed, implement the functions of the system according to any one of claims 1 to 3.

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