A control method and system for a smart track multi-formation train

Abstract

The application relates to the technical field of intelligent rail transportation, and discloses a control method and system for an intelligent rail multi-formation train, the method comprising the following steps: firstly, based on the application scene of a full-axle steering controller of the intelligent rail multi-formation train, setting the following working modes of the full-axle steering controller: standby mode, manual mode, automatic mode, retrograde mode, fault mode and maintenance mode; secondly, determining a mode conversion condition table and generating a working mode conversion relationship table; then, acquiring internal and external information of the system; then, judging whether the full-axle steering controller meets the mode conversion condition; and finally, if yes, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected target mode. The conversion of different working modes of the full-axle steering controller realizes steering control of the intelligent rail multi-formation train, improves the control efficiency of the intelligent rail multi-formation train, and enhances the safety of the intelligent rail multi-formation train system.

Description

Technical Field

[0001] The present invention belongs to the field of smart rail transportation technology, and in particular relates to a control method and system for a smart rail multi-unit train. Background Art

[0002] Existing smart rail multi-unit trains are a type of urban rail transit system that doesn't rely on physical rails. The vehicles are equipped with rubber tires and utilize virtual track technology, requiring only limited modifications to existing roads. (The virtual track can be defined by marking visual guide lines or installing magnetic studs on the road.) Operators can flexibly adjust the number of train units based on passenger flow to meet transportation needs at different times. Unlike conventional cars and trailers, all axles of smart rail trains are equipped with independent steering systems, effectively reducing the turning radius and enabling multi-unit trains to maneuver easily around extreme curves. To follow a pre-defined "virtual track" on the road, sensors and control systems are required to adjust the steering angles of each axle in real time. This ensures coordinated movement between the train units during turns, ensuring that the train trajectory accurately follows the virtual track while maintaining vehicle stability. The most critical component of a multi-unit train's steering control system is the steering controller, commonly referred to as the all-axle steering controller.

[0003] The all-axis steering controller calculates the steering angle of each axle in real time based on various sensor data, sends steering commands to the actuators, and monitors the steering process. Steering control needs to cater to a variety of application scenarios. In each scenario, the control system's response to inputs, tasks performed, and interactions with external devices differ when performing steering operations. Summary of the Invention

[0004] In view of the above problems, the present invention aims to provide a control method for a smart rail multi-unit train, comprising:

[0005] Based on the application scenario of the all-axle steering controller for intelligent rail multi-unit trains, the following working modes of the all-axle steering controller are set: standby mode, manual mode, automatic mode, regressive mode, fault mode, and maintenance mode;

[0006] Determine a mode conversion condition table, and based on the mode conversion condition table, determine conversion conditions between different working modes, and generate a working mode conversion relationship table;

[0007] Obtain system internal and external information;

[0008] Based on the acquired system internal information, external information and the conversion condition table, determining whether the full-axis steering controller meets the mode conversion condition;

[0009] If the mode conversion condition is met, the converted working mode is selected based on the working mode conversion relationship table, and the steering control is performed based on the selected working mode.

[0010] Furthermore, the application scenarios of the all-axle steering controller for smart rail multi-unit trains include operation preparation scenarios, manual driving scenarios, self-guided driving scenarios, automatic driving scenarios, reversing scenarios, fault scenarios, maintenance scenarios, and rescue scenarios.

[0011] Set standby mode based on operational preparation scenarios;

[0012] Set the manual mode based on the manual driving scenario;

[0013] Set the automatic mode based on the self-guided driving scenario or the autonomous driving scenario;

[0014] Set the reverse mode based on the reversing scenario;

[0015] Set the failure mode based on the failure scenario;

[0016] Set the maintenance mode based on the rescue scenario or maintenance scenario.

[0017] Furthermore, the mode conversion condition table includes some or all of the following conversion conditions:

[0018] Condition 1: The train is in a stopped state;

[0019] Condition 2: The steering actuator is in the ready state;

[0020] Condition 3: The driver's console is activated;

[0021] Condition 4: The driver's console is closed;

[0022] Condition 5: The steering handle on the driver side is in the forward direction;

[0023] Condition 6: The steering handle on the driver's side is in the backward direction;

[0024] Condition 7: The steering handle on the driving end is in the middle position;

[0025] Condition 8: Manual driving signal is valid;

[0026] Condition 9: The self-steering driving signal is valid or the automatic driving signal is valid;

[0027] Condition 10: Receive the maintenance mode entry instruction sent by the maintenance tool;

[0028] Condition 11: Receive the maintenance mode exit command from the maintenance tool;

[0029] Condition 12: The steering axis control is enabled;

[0030] Condition 13: The steering axis control is turned off;

[0031] Condition 14: The system detects a fault that affects steering safety;

[0032] Condition 15: The fault affecting steering safety disappears and the system restarts after power-off reset;

[0033] Condition 16: The system restarts after power failure and reset.

[0034] Furthermore, faults that affect steering safety include abnormal train posture, abnormal trajectory tracking validity, abnormal communication data real-time performance, the full-axis steering controller detecting abnormal status of itself, abnormal equipment status in the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor, and articulation angle sensor, or failure of the full-axis steering controller to establish communication with the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor, or articulation angle sensor.

[0035] Furthermore, the transition conditions between different working modes include one or more transition conditions in the transition condition table.

[0036] Furthermore, the internal information includes part or all of the system's own operating status, anomalies detected by the system, and faults detected by the system that affect steering safety;

[0037] External information includes the working status of the steering actuator, the switch status of the driver's console, the status of the steering handle on the driving end, the train driving mode signal, the instructions from the maintenance tool, the driving axis control enable status, the real-time angle of each wheel, the workshop angle between adjacent formations, the driver's driving axle position trajectory, train speed, train acceleration and train yaw angular velocity, part or all of them.

[0038] Further, based on the acquired system internal information and external information and the conversion condition table, determining whether the full-axis steering controller meets the mode conversion condition includes:

[0039] Extracting conversion conditions from the acquired system internal information and external information;

[0040] Determining whether the extracted conversion condition satisfies the conversion condition required by any other working mode other than the original working mode based on the conversion condition table;

[0041] If the conditions are met, the working mode to be converted is selected based on the working mode conversion relationship table, and preparatory actions before the new mode conversion are performed.

[0042] If not satisfied, the original working mode will be maintained unchanged.

[0043] Furthermore, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include:

[0044] If the internal and external information of the system meets the conditions for switching to manual mode, the driving axis control is turned off;

[0045] Switch to manual mode;

[0046] Responsible for the steering control of all following axes except the driver's driving axle, and supervises the steering status of the train.

[0047] Furthermore, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include:

[0048] If the internal and external information of the system meets the conditions for switching to the automatic mode, the driving axis control is enabled;

[0049] Switch to automatic mode;

[0050] Receive and translate steering commands from the autonomous driving system;

[0051] Responsible for the steering control of all following axes and supervision of the train steering status according to the tracking.

[0052] Furthermore, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include:

[0053] If the internal and external information of the system obtained meets the transition conditions of the fault mode, it will directly enter the fault mode;

[0054] Lock the wheel steering angles of all trailing axes;

[0055] Send a braking request to the vehicle network device and report fault information.

[0056] Furthermore, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include:

[0057] If the internal and external information of the system obtained meets the transition conditions of the regression mode, the driving axis control is turned off;

[0058] Shift into regression mode;

[0059] The driver manually controls the steering of the driving axle;

[0060] The all-axis steering controller is responsible for calculating the steering angles of all other following axes to ensure that the train's backward trajectory follows the original forward trajectory during backward movement.

[0061] Furthermore, selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include:

[0062] If the internal and external information of the system obtained meets the conditions for switching to the maintenance mode, the driving axis control is enabled;

[0063] Switch to maintenance mode;

[0064] Maintenance personnel set the steering angle of a single axle manually;

[0065] It supports inspection and functional testing of the system or local status, and supports maintenance personnel in performing operating parameter calibration, system configuration data modification, and software version upgrades.

[0066] Furthermore, it also includes a full-axis steering controller that enters standby mode by default after the train is powered on, performs a power-on check function, and establishes communication with the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measurement equipment, vehicle angle sensor, and articulation angle sensor.

[0067] Furthermore, the train turning status includes the train turning posture, trajectory tracking validity, and communication data real-time performance.

[0068] Another object of the present invention is to provide a control system for a smart rail multi-unit train, comprising:

[0069] The setting module is used to set the following working modes of the all-axle steering controller based on the application scenario of the smart rail multi-train all-axle steering controller: standby mode, manual mode, automatic mode, regressive mode, fault mode and maintenance mode;

[0070] A generation module is used to determine a mode conversion condition table, and based on the mode conversion condition table, determine conversion conditions between different working modes and generate a working mode conversion relationship table;

[0071] Acquisition module, used to obtain system internal and external information;

[0072] A judgment module, configured to judge whether the full-axis steering controller meets the mode conversion condition based on the obtained system internal information, external information and the conversion condition table;

[0073] The execution module is used to select a converted working mode based on the working mode conversion relationship table if the mode conversion condition is met, and to perform steering control based on the selected working mode.

[0074] The control method of the present invention realizes the conversion between multiple working modes based on the mode conversion condition table. In addition, the steering control of the smart rail multi-unit train is realized based on the different working modes of the full-axis steering controller, which improves the control efficiency of the smart rail multi-unit train and enhances the safety of the smart rail multi-unit train system.

[0075] 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

[0076] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0077] Figure 1 A schematic flow chart of a control method for a smart rail multi-unit train according to an embodiment of the present invention is shown;

[0078] Figure 2 A schematic flow chart of another control method for a smart rail multi-unit train in an embodiment of the present invention is shown;

[0079] Figure 3 A schematic diagram of the control system structure for a smart rail multi-unit train in an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0080] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. 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 shall fall within the scope of protection of the present invention.

[0081] like Figure 1As shown, an embodiment of the present invention introduces a control method for a smart rail multi-unit train. The control method includes: first, based on the application scenario of the all-axle steering controller of the smart rail multi-unit train, setting the following operating modes of the all-axle steering controller: standby mode (SB), manual mode (DR), automatic mode (AM), reverse mode (RV), fault mode (SF), and maintenance mode (MT); second, determining a mode conversion condition table, and based on the mode conversion condition table, determining the conversion conditions between different operating modes to generate an operating mode conversion relationship table; then, obtaining internal and external system information; then, based on the obtained internal and external system information and the conversion condition table, determining whether the all-axle steering controller meets the mode conversion conditions; finally, if the mode conversion conditions are met, selecting the operating mode to be converted based on the operating mode conversion relationship table, and performing steering control based on the selected operating mode. The above control method implements conversion between multiple operating modes based on the mode conversion condition table. In addition, steering control of the smart rail multi-unit train is implemented based on the different operating modes of the all-axle steering controller, improving the control efficiency of the smart rail multi-unit train and enhancing the safety of the smart rail multi-unit train system.

[0082] Specifically, the application scenarios of the all-axle steering controller for smart rail multi-unit trains include operational preparation, manual driving, self-guided driving, automated driving, reversing, fault scenarios, maintenance, and rescue. In the operational preparation scenario, the smart rail train undergoes power-up and initialization in a parking garage, charging station, or maintenance facility. Status checks and functional tests are performed on all systems to ensure they are functioning properly and meet the requirements for online operation. In the manual driving scenario, the driver manually steers the train, stopping, departing, and picking up passengers at designated stations on time according to the transportation plan. During driving, the driver is responsible for driving safety. Traction and braking are achieved by the driver operating the traction / brake pedals, while train steering is controlled by the driver operating the steering wheel. In the self-guided driving scenario, the driver and the automated driving system share driving responsibilities. Traction and braking are still achieved by the driver operating the traction / brake pedals, while train steering is controlled by the automated driving system, achieving GOA Level 1 (Grade of Automated Driving). The driver and the automated driving system share responsibility for driving safety. The automated driving system is responsible for identifying virtual tracks on the road and guiding the route by controlling the steering wheel. Autonomous driving scenario: The autonomous driving system assumes driving duties. Train starting, acceleration, deceleration, stopping, and train guidance are all controlled by the autonomous driving system. Other driving operations, such as opening / closing doors, are the responsibility of the driver, achieving GOA Level 2 driving automation. Although train operation is mainly automatically controlled by system equipment, the driver still needs to continuously monitor the train's operating status and manually intervene when necessary to deal with emergencies. Fault scenario: If a serious fault occurs during operation of the smart rail train and it loses its ability to travel safely, emergency measures must be taken to stop the train as soon as possible to ensure the safety of the driver, passengers, and pedestrians and vehicles on public roads. Rescue scenario: If a smart rail train stops operating on the line due to a serious fault, it will need to use external forces (such as towing by a rescue vehicle, carrying on a flatbed truck, etc.) to move the train to a specific location. Maintenance scenario: Smart rail trains are tested, inspected, and maintained at maintenance sites to facilitate the timely detection and resolution of faults, eliminate safety hazards, improve vehicle performance, and extend vehicle service life.

[0083] In an embodiment of the present invention, a standby mode is set based on an operation preparation scenario; a manual mode is set based on a manual driving scenario; an automatic mode is set based on a self-guided driving scenario and an automatic driving scenario; a reverse mode is set based on a reversing scenario; an execution fault mode is set based on a fault scenario; and a maintenance mode is set based on a rescue scenario and a maintenance scenario.

[0084] In an embodiment of the present invention, the mode conversion condition table includes one or more of the following conversion conditions. Exemplarily, it includes one or more of the following 16 conversion conditions. The content of the 16 conversion conditions in the mode conversion condition table is shown in Table 1:

[0085] Table 1 Mode conversion conditions

[0086]

[0087] The transition conditions between different modes include one or more transition conditions in the transition condition table. After determining the mode transition condition table, the transition conditions between different modes are determined based on the mode transition condition table to generate a working mode transition relationship table, as shown in Table 2.

[0088] Table 2 Working mode conversion relationship table

[0089]

[0090] Note 1: <n”和“<(n)”表示:条件n必须被满足才能触发位于该列的工作模式转换到箭头“<”指向的模式;

[0091] Note 2: n,m means that condition n and condition m are both true;

[0092] Note 3: n | m means that condition n is true or condition m is true;

[0093] Note 4: n # Indicates that condition n is satisfied after the preparation action is completed;

[0094] Note 5: ——Indicates that the working mode conversion is not allowed;

[0095] Note 6: X indicates that the conversion between the same working modes is invalid.

[0096] It should be noted that the faults that affect steering safety include abnormal train posture, abnormal trajectory tracking validity, abnormal communication data real-time, abnormal detection of its own state by the full-axis steering controller, abnormal equipment state in the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor and articulation angle sensor, or failure of the full-axis steering controller to establish communication with the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor or articulation angle sensor, etc., but not limited to these. Other faults or abnormalities that affect the safety of smart rail multi-unit trains are applicable to the present invention. Furthermore, turning on or off the driving axis control enable is automatically executed by the system, which is equivalent to the preparatory action before the mode switch, and the new mode is immediately switched after the preparatory action is completed.

[0097] In the embodiment of the present invention, by setting a conversion condition table and a working mode conversion relationship table, the working mode of the smart rail multi-unit train is adapted to a wider range of application scenarios, and automatic switching between different scenario functions of the system is achieved, thereby improving control efficiency.

[0098] In the embodiment of the present application, the full-axle steering controller is the carrier and implementer of the control method, so that, as shown in the figure, the full-axle steering controller software can automatically implement steering control functions for various driving scenarios according to different working modes, and the specific process includes, Figure 2

[0099] First, the internal information and external information of the system are acquired, wherein the internal information includes part or all of the working state of the system itself and the abnormal or fault state detected by the system; the external information includes part or all of the working state of the steering actuator, the switch state of the driver's cab, the state of the driving end direction handle, the train driving mode signal, the instruction from the maintenance tool, the driving axle line control enable state, the real-time angle of each wheel, the angle between adjacent cars, the trajectory of the driver's driving axle position, the train motion state information such as the train speed, the train acceleration, and the train yaw rate; but not limited to this, other internal information or external information is also applicable to the embodiment of the present application. Thus, the internal information and external information of the system include information related to the mode conversion condition and some vehicle attitude information required for calculating the train steering angle.

[0100] Secondly, based on the acquired system internal information and external information and the conversion condition table, it is judged whether the mode conversion condition is met, if met, the converted working mode is selected based on the working mode conversion relationship table; if not met, the original working mode is maintained unchanged; Specifically, the conversion condition is extracted from the acquired system internal information and external information; it is judged whether the extracted conversion condition meets the conversion condition required by any other working mode except the original working mode based on the conversion condition table, wherein if met, the converted working mode is selected based on the working mode conversion relationship table, and the preparation action before the new mode conversion is performed. If not met, the original working mode is maintained unchanged. When judging whether the mode conversion is needed, it is first judged whether the conversion condition of the new mode is met, if met, the new mode is selected and the conversion preparation action is performed; if all the new mode conditions are not met, the original mode is left without conversion. By setting the working mode and the mode conversion condition, the conversion conditions between modes are mutually exclusive, avoiding the situation of conversion conflict, and improving the reliability and safety of the working mode conversion.

[0101] ​Then, if the mode transition conditions are met, the operating mode to be transitioned to is selected based on the operating mode transition table, and steering control is performed based on the selected operating mode. Specifically, upon train power-up, the all-axis steering controller enters standby mode (SB) by default. It performs power-on checks and establishes communication with the steering actuator, autonomous driving equipment, vehicle network equipment, positioning and speed measurement equipment, vehicle angle sensors, and articulation angle sensors. Furthermore, after establishing communication, it reports a readiness status to the vehicle network equipment, awaiting further driver instructions or autonomous driving commands. If the all-axis steering controller detects an abnormality in its own state or that of other devices / systems (such as the steering actuator, autonomous driving equipment, vehicle network equipment, positioning and speed measurement equipment, vehicle angle sensors, and articulation angle sensors), or if communication with other devices / systems fails, it proactively sends a braking request to the vehicle network equipment to prevent the train from entering a dangerous position and reports specific fault information to facilitate troubleshooting by the driver or maintenance personnel. Because standby mode is used during the pre-operational standby phase, it does not perform train steering tasks and only maintains the current angles of all wheels. Therefore, the all-axis steering controller does not assume safety responsibility.

[0102] If the conditions for transitioning to manual mode (DR) are met, the system first disables the axis control enable for the driver's axis, then enters manual mode. The all-axis steering controller then assumes control of all following axes except the driver's axis, following the track, and monitors the train's steering status. This status includes the train's steering posture, track tracking validity, and communication data real-time availability. Fault mode should be immediately activated if any abnormalities in train posture, such as excessive wheel angles or excessive angles between marshaling rooms; abnormalities in track tracking validity, such as excessive track deviation; or abnormalities in communication data real-time availability, such as critical data acquisition communication timeouts, affect steering safety.

[0103] If the conditions for transitioning to automatic mode (AM) are met, first, the driving axle axis control is enabled. Second, the system switches to automatic mode. The all-axle steering controller is then responsible for controlling the steering of all following axles according to the train's tracking. It receives and translates steering commands from the automatic driving system and sends them to the steering actuators to control the steering of the driving axle and monitor the train's steering posture. In automatic mode, the all-axle steering controller actively monitors the safety of the train's steering. The automatic driving system assumes responsibility for steering safety of the driving axle, while the all-axle steering controller assumes responsibility for steering safety of the following axles, with only supervisory responsibility for steering the driving axle.

[0104] If the transition condition of the reverse mode (RV) is met, the reverse mode faces the demand of reversing, such as when the train needs to pass a narrow road, which may not be passed at one time due to the initial posture of the train, and the train posture (mainly the posture of the first car) needs to be adjusted by reversing before passing again. Therefore, first, the driving axis control is enabled, second, the reverse mode is turned into, and then the steering of the driving axis is controlled by the driver manually, and the full-axis steering controller is responsible for calculating the steering angles of all other axes to ensure that the train reverse trajectory (except the driving axis trajectory) follows the original forward trajectory during the reverse movement. The driver assumes the safety responsibility of the steering of the driving axis, and the full-axis steering controller assumes the safety responsibility of the steering of the other axes.

[0105] If the transition condition of the fault mode (SF) is met, first, the fault mode is directly turned into, then the full-axis steering controller sends a command to the steering actuator to lock the steering angle of all the following axes, and sends a braking request to the vehicle network device and reports detailed fault information; to prompt the driver to take emergency measures to stop the vehicle quickly to ensure the safety of driving during system failure. After the train stops, if the full-axis steering controller detects that all faults have been cleared, the system should be allowed to transition out of the fault mode and return to the standby mode.

[0106] If the transition condition of the maintenance mode (MT) is met, first, the driving axis control is enabled, second, the maintenance mode is turned into, then when the train or system has a serious failure and cannot realize automatic steering, the maintenance mode can be enabled, and the maintenance personnel set the steering angle of a single axle by manual operation to support the train to move from the failure site, such as assisting the train to climb onto a flat car or drive away from extreme road conditions. In addition, the maintenance mode should also support detailed inspection and function test of the system or local state, which helps the maintenance personnel to quickly find problems, accurately locate and eliminate faults. In addition, the maintenance mode should also support the maintenance personnel to perform operation parameter calibration, system configuration data modification, software version upgrade and other daily maintenance operations. The maintenance mode belongs to a non-operating mode, and the full-axis steering controller does not assume the safety responsibility of steering.

[0107] As Figure 3As shown, an embodiment of the present invention also introduces a control system for a smart rail multi-unit train that can execute the above method, and the control system includes a setting module, a generation module, an acquisition module, a judgment module and an execution module. The setting module is used to set the following working modes of the full-axle steering controller based on the application scenario of the full-axle steering controller of the smart rail multi-unit train: standby mode, manual mode, automatic mode, reversing mode, fault mode and maintenance mode; the generation module is used to determine the mode conversion condition table, and determine the conversion conditions between different working modes based on the mode conversion condition table, and generate a working mode conversion relationship table; the acquisition module is used to obtain system internal information and external information; the judgment module is used to determine whether the full-axle steering controller meets the mode conversion condition based on the acquired system internal information and external information and the conversion condition table; the execution module is used to select the converted working mode based on the working mode conversion relationship table if the mode conversion condition is met, and perform steering control based on the selected working mode.

[0108] The above-mentioned control system realizes the conversion between multiple working modes based on the mode conversion condition table. In addition, the steering control of the smart rail multi-unit train is realized based on the different working modes of the full-axis steering controller, which improves the control efficiency of the smart rail multi-unit train and enhances the safety of the smart rail multi-unit train system.

[0109] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A control method for a smart rail multi-unit train, characterized in that: include, Application scenarios of the all-axle steering controller for intelligent rail multi-unit trains include operation preparation, manual driving, self-guided driving, automatic driving, reversing, fault, maintenance, and rescue. Based on the application scenario of the all-axle steering controller for intelligent rail multi-unit trains, the following working modes of the all-axle steering controller are set: standby mode, manual mode, automatic mode, regressive mode, fault mode, and maintenance mode; The all-axis steering controller software can automatically implement steering control functions for various driving scenarios according to different working modes; Determine a mode conversion condition table, and based on the mode conversion condition table, determine conversion conditions between different working modes, and generate a working mode conversion relationship table; Acquiring internal and external system information, wherein internal information includes part or all of the system's own operating status, anomalies detected by the system, and faults detected by the system that affect steering safety; external information includes part or all of the operating status of the steering actuator, the switch status of the driver's console, the status of the driver's steering handle, train driving mode signals, instructions from maintenance tools, the enabling status of the driving axis control, the real-time angle of each wheel, the angle between adjacent train sets, the position trajectory of the driver's driving axis, the train speed, the train acceleration, and the train yaw angular velocity; Based on the internal and external information of the system and the conversion condition table, it is determined whether the full-axis steering controller meets the mode conversion conditions. If the mode conversion conditions are met, the working mode to be converted is selected based on the working mode conversion relationship table and the preparatory actions before the new mode conversion are performed, and steering control is performed based on the selected working mode; turning on or off the driving axis control is automatically performed by the system, which is equivalent to the preparatory actions before the mode conversion. After the preparatory actions are completed, the new mode is immediately converted; Steering control includes one or more of the following functions: steering control of all following axes except the driver's driving axle according to tracking, and supervision of the train's steering status; steering control of all following axes according to tracking, and supervision of the train's steering status; locking the wheel steering angles of all following axes; a full-axle steering controller is responsible for calculating the steering angles of all other following axes; or maintenance personnel setting the steering angle of a single axle through manual operation.

2. The control method for a smart rail multi-unit train according to claim 1, characterized in that: Set standby mode based on operational preparation scenarios; Set the manual mode based on the manual driving scenario; Set the automatic mode based on the self-guided driving scenario or the autonomous driving scenario; Set the reverse mode based on the reversing scenario; Set the failure mode based on the failure scenario; Set the maintenance mode based on the rescue scenario or maintenance scenario.

3. The control method for a smart rail multi-unit train according to claim 1, characterized in that: The mode conversion condition table includes some or all of the following conversion conditions: Condition 1: The train is in a stopped state; Condition 2: The steering actuator is in the ready state; Condition 3: The driver's console is activated; Condition 4: The driver's console is closed; Condition 5: The steering handle on the driver side is in the forward direction; Condition 6: The steering handle on the driver's side is in the backward direction; Condition 7: The steering handle on the driving end is in the middle position; Condition 8: Manual driving signal is valid; Condition 9: The self-steering driving signal is valid or the automatic driving signal is valid; Condition 10: Receive the maintenance mode entry instruction sent by the maintenance tool; Condition 11: Receive the maintenance mode exit command from the maintenance tool; Condition 12: The steering axis control is enabled; Condition 13: The steering axis control is turned off; Condition 14: The system detects a fault that affects steering safety; Condition 15: The fault affecting steering safety disappears and the system restarts after power-off reset; Condition 16: The system restarts after power failure and reset.

4. The control method for a smart rail multi-unit train according to claim 3, characterized in that: Faults that affect steering safety include abnormal train posture, abnormal trajectory tracking validity, abnormal communication data real-time performance, the full-axis steering controller detecting abnormal status of itself, abnormal device status in the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor, and articulation angle sensor, or failure of the full-axis steering controller to establish communication with the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measuring equipment, vehicle angle sensor, or articulation angle sensor.

5. The control method for a smart rail multi-unit train according to claim 4, characterized in that: The transition conditions between different working modes include one or more transition conditions in the transition condition table.

6. The control method for a smart rail multi-unit train according to claim 1, characterized in that: Based on the obtained system internal information and external information and the conversion condition table, it is determined whether the full-axis steering controller meets the mode conversion conditions, including: Extracting conversion conditions from the acquired system internal information and external information; Determining whether the extracted conversion condition satisfies the conversion condition required by any other working mode other than the original working mode based on the conversion condition table; If the conditions are met, the working mode to be converted is selected based on the working mode conversion relationship table, and the preparatory actions before the new mode conversion are performed; If not satisfied, the original working mode will be maintained unchanged.

7. The control method for a smart rail multi-unit train according to claim 6, characterized in that: Selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include: If the internal and external information of the system obtained meets the conditions for switching to manual mode, the driving axis control is turned off; Switch to manual mode; Responsible for the steering control of all following axes except the driver's driving axle, and supervises the steering status of the train.

8. The control method for a smart rail multi-unit train according to claim 6, characterized in that: Selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include: If the internal and external information of the system meets the conditions for switching to the automatic mode, the driving axis control is enabled; Switch to automatic mode; Receive and translate steering commands from the autonomous driving system; Responsible for the steering control of all following axes and supervision of the train's steering status according to the tracking.

9. The control method for a smart rail multi-unit train according to claim 6, characterized in that: Selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include: If the internal and external information of the system obtained meets the transition conditions of the fault mode, it will directly enter the fault mode; Lock the wheel steering angles of all following axes; Send a braking request to the vehicle network device and report fault information.

10. The control method for a smart rail multi-unit train according to claim 6, characterized in that: Selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include: If the internal and external information of the system obtained meets the transition conditions of the regression mode, the driving axis control is turned off; Shift into regression mode; The driver manually controls the steering of the driving axle; The all-axis steering controller is responsible for calculating the steering angles of all other following axes to ensure that the train's backward trajectory follows the original forward trajectory during backward movement.

11. The control method for a smart rail multi-unit train according to claim 6, characterized in that: Selecting the converted working mode based on the working mode conversion relationship table, and performing steering control based on the selected working mode include: If the internal and external information of the system obtained meets the conditions for switching to the maintenance mode, the driving axis control is enabled; Switch to maintenance mode; Maintenance personnel set the steering angle of a single axle manually; It supports inspection and functional testing of the system or local status, and supports maintenance personnel in performing operating parameter calibration, system configuration data modification, and software version upgrades.

12. The control method for a smart rail multi-unit train according to claim 1, characterized in that: It also includes a full-axis steering controller that enters standby mode by default after the train is powered on, performs power-on check functions, and establishes communication with the steering actuator, automatic driving equipment, vehicle network equipment, positioning and speed measurement equipment, vehicle angle sensor, and articulation angle sensor.

13. The control method for a smart rail multi-unit train according to claim 7 or 8, characterized in that: The train turning status includes the train turning posture, trajectory tracking validity, and communication data real-time.

14. A control system for a smart rail multi-unit train, characterized in that: include, Application scenarios of the all-axle steering controller for intelligent rail multi-unit trains include operation preparation, manual driving, self-guided driving, automatic driving, reversing, fault, maintenance, and rescue. The setting module is used to set the following working modes of the all-axle steering controller based on the application scenario of the smart rail multi-train all-axle steering controller: standby mode, manual mode, automatic mode, regressive mode, fault mode and maintenance mode; The all-axis steering controller software can automatically implement steering control functions for various driving scenarios according to different working modes; A generation module is used to determine a mode conversion condition table, and based on the mode conversion condition table, determine conversion conditions between different working modes and generate a working mode conversion relationship table; An acquisition module is used to acquire internal and external information of the system, wherein the internal information includes part or all of the system's own working status, abnormalities detected by the system, and faults detected by the system that affect steering safety; the external information includes part or all of the working status of the steering actuator, the switch status of the driver's console, the status of the steering handle on the driver's end, the train driving mode signal, instructions from maintenance tools, the driving axis control enable status, the real-time angle of each wheel, the angle between adjacent train sets, the driver's driving axis position trajectory, the train speed, the train acceleration, and the train yaw angular velocity; A judgment module, configured to judge whether the full-axis steering controller meets the mode conversion condition based on the obtained system internal information, external information and the conversion condition table; An execution module is used to select the working mode to be switched based on the working mode switching relationship table and perform preparatory actions before switching to the new mode if the mode switching conditions are met, and to perform steering control based on the selected working mode; turning the driving axis control enable on or off is automatically performed by the system, which is equivalent to the preparatory action before the mode switching. After the preparatory action is completed, the new mode is immediately switched; Steering control includes one or more of the following functions: steering control of all following axes except the driver's driving axle according to tracking, and supervision of the train's steering status; steering control of all following axes according to tracking, and supervision of the train's steering status; locking the wheel steering angles of all following axes; a full-axle steering controller is responsible for calculating the steering angles of all other following axes; or maintenance personnel setting the steering angle of a single axle through manual operation.

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