Train driving mode control circuit, method, device, medium and rail vehicle

Abstract

The application discloses a train driving mode control circuit, method, device, medium and track vehicle, and relates to the technical field of train automatic driving. The automatic driving mode relay and the automatic driving instruction relay are in a series relationship to form a first control circuit, so that the control instruction under the automatic driving device is valid only in the automatic driving mode, and the circuit reliability is improved. The first control circuit is in a parallel relationship with a manual driving control switch; a parallel strategy of the manual driving mode and the automatic driving mode is realized, and as long as the manual driving mode is switched, the corresponding automatic driving mode automatically exits. The common end of the automatic driving mode relay and the manual driving control switch is connected with a train control device, and the train control device immediately closes the manual driving control switch through hardware logic and disconnects the automatic driving mode relay of the first control circuit in the case that the first control instruction in the automatic driving mode is invalid, so that the safe operation of the train is ensured.

Description

Technical Field

[0001] This application relates to the field of train automatic driving technology, and in particular to a train driving mode control circuit, method, device, medium, and rail vehicle. Background Technology

[0002] Automatic train operation technology is becoming increasingly mature. Typically, trains equipped with automatic operation also retain (or retain) manual driving capabilities. To ensure that the train receives only one source of control signals at any given time, only one driving mode exists, and the controller for the other driving mode is ineffective. However, if a control failure occurs under the hard-wired control commands output by automatic operation (the hard-wired control commands and the circuit response results differ), the train will still be in automatic operation mode, potentially leading to loss of train control.

[0003] Therefore, how to ensure the normal operation of a train when control fails in automatic driving mode is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this application is to provide a train driving mode control circuit, method, device, medium, and rail vehicle to solve the problem of ensuring normal train operation when control fails in automatic driving mode.

[0005] To solve the above-mentioned technical problems, this application provides a train driving mode control circuit, including a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay;

[0006] The autonomous driving mode relay and the autonomous driving command relay are connected in series to form the first control circuit, and the first control circuit is connected in parallel with the manual driving control switch.

[0007] The common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device so that when the train control device detects that the first control command in the automatic driving mode is invalid, it closes the manual driving control switch and disconnects the automatic driving mode relay of the first control circuit to switch to manual driving mode.

[0008] To address the aforementioned technical problems, this application also provides a train driving mode control method, applied to a train driving mode control circuit, including a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay; the automatic driving mode relay and the automatic driving command relay are connected in series to form a first control circuit, and the first control circuit is connected in parallel with the manual driving control switch; the common terminal of the automatic driving mode relay and the manual driving control switch is connected to a train control device, and the method includes:

[0009] When the first control command in autonomous driving mode is detected to be invalid, the manual driving control switch is closed.

[0010] Disconnect the automatic driving mode relay of the first control circuit to switch to manual driving mode.

[0011] On the one hand, the process for determining whether the first control command is invalid in autonomous driving mode when the first control command is an activation command includes:

[0012] Receive the activation command output in automatic driving mode and the first signal fed back by the train network based on the activation command;

[0013] If the first signal is inconsistent with the activation signal corresponding to the activation command, the control command in the autonomous driving mode is determined to be invalid.

[0014] On the other hand, when the first control command is both an activation command and a direction control command, the process for determining that the first control command is invalid in autonomous driving mode includes:

[0015] When the first signal matches the activation signal corresponding to the activation command, the system receives the direction control command output in automatic driving mode and the second signal fed back by the train network based on the direction control command; wherein, the first signal is the signal fed back by the train network based on the activation command.

[0016] If the second signal is inconsistent with the direction signal corresponding to the direction control command, the control command in the autonomous driving mode is determined to be invalid.

[0017] On the other hand, when the first control command is an activation command, a direction control command, or a driving condition control command, the process for determining that the first control command is invalid in autonomous driving mode includes:

[0018] When the first signal is consistent with the activation signal corresponding to the activation command, and the second signal is consistent with the direction signal corresponding to the direction control command, the system receives the operating condition control command output in automatic driving mode and the third signal fed back by the train network based on the operating condition control command; wherein, the first signal and the second signal are signals fed back by the train network based on the activation command and the direction control command.

[0019] If the third signal is inconsistent with the operating condition signal corresponding to the operating condition control command, the control command in the automatic driving mode is determined to be invalid.

[0020] On the other hand, the methods also include:

[0021] When the first control command in the autonomous driving mode is valid and the output of the second control command in the manual driving mode is detected, the manual driving control switch is closed and the autonomous driving mode relay of the first control circuit is disconnected to switch to the manual driving mode; wherein, the second control command in the manual driving mode includes at least the master key insertion command, the direction switch command, or the driver control command.

[0022] On the other hand, the methods also include:

[0023] After switching to manual driving mode, if no second control command for manual driving mode is output within a preset time, the train's emergency braking mechanism will be triggered.

[0024] To address the aforementioned technical problems, this application also provides a train driving mode control device, comprising:

[0025] Memory, used to store computer programs;

[0026] A processor is used to execute computer programs to implement the steps of the driving mode control method for the train described above.

[0027] To address the aforementioned technical problems, this application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train driving mode control method described above.

[0028] To address the aforementioned technical problems, this application also provides a train control system, including a train driving mode control circuit.

[0029] To address the aforementioned technical problems, this application also provides a rail vehicle, including a train control system.

[0030] This application provides a train driving mode control circuit, including a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay. First, the automatic driving mode relay and the automatic driving command relay are connected in series to form a first control circuit. The automatic driving mode relay is connected in series before the automatic driving command relay, which is used for issuing and receiving control commands. The automatic driving mode relay is only energized and closed in automatic driving mode, thus ensuring that control commands under the automatic driving device are only valid in automatic driving mode. That is, the control circuit can only be activated when both the automatic driving mode relay and the automatic driving command relay output valid signals simultaneously, improving circuit reliability. Second, the first control circuit is connected in parallel with the manual driving control switch, implementing a parallel strategy for both manual and automatic driving modes. Once the manual driving mode is switched, the corresponding automatic driving mode automatically exits. Finally, the common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device. When the train control device detects that the first control command in automatic driving mode is invalid, it immediately closes the manual driving control switch via hardware logic. Simultaneously, it disconnects the automatic driving mode relay in the first control circuit. Control is then performed through the hardware structure, providing real-time response control. Even when an automatic driving command is issued, the corresponding automatic driving mode will fail to operate because the automatic driving mode relay will disconnect. This ensures that the system immediately switches to manual driving mode in the event of an automatic driving mode failure, guaranteeing the safe operation of the train.

[0031] In addition, this application also provides a train driving mode control method, device, medium and rail vehicle, which have the same beneficial effects as the train driving mode control method described above. Attached Figure Description

[0032] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 A schematic diagram of the structure of a train driving mode control circuit provided in an embodiment of this application;

[0034] Figure 2 This is a schematic diagram of the structure of a train control system provided in an embodiment of this application;

[0035] Figure 3 A schematic diagram illustrating the output commands of an automatic driving control device provided in an embodiment of this application;

[0036] Figure 4 A flowchart of another train control system provided in the embodiments of this application;

[0037] Figure 5 A flowchart illustrating a train driving mode control method provided in an embodiment of this application;

[0038] Figure 6 This application provides a schematic diagram of output commands corresponding to an automatic train driving mode.

[0039] Figure 7 A flowchart illustrating the operation of the train activation phase is provided in this application embodiment;

[0040] Figure 8 A flowchart illustrating the operation of a train during its stationary phase, as provided in this application embodiment;

[0041] Figure 9 A flowchart illustrating the normal operation phase of a train, as provided in this application embodiment;

[0042] Figure 10 A structural diagram of a train driving mode control device provided in an embodiment of this application;

[0043] Figure 11 This is a structural diagram of a train driving mode control device provided in an embodiment of this application. Detailed Implementation

[0044] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0045] The core of this application is to provide a train driving mode control circuit, method, device, medium, and rail vehicle to solve the problem of ensuring normal train operation when control fails in automatic driving mode.

[0046] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0047] Automatic train operation technology is becoming increasingly mature. Typically, trains equipped with automatic operation also retain (or retain) manual driving capabilities. The manual driving mode must have a higher priority than the automatic operation mode to ensure the driver can take over the train at any time. The ultimate goal in both control modes is to control the train's operation. To prevent conflicts in control signal sources between the two modes that could lead to erratic vehicle responses, a method needs to be designed to select the control signal source for each driving mode and to actively switch control authority between driving modes, ensuring that the control commands received by the train are absolutely unique.

[0048] Currently, there is no validity assessment of the hard-wired control commands output by the automatic driving device. Validity here refers to whether the hard-wired control commands match the circuit response. If they do not match, it indicates that the automatic driving mode has failed. However, even when this automatic driving mode fails, the train remains in automatic driving mode, potentially leading to train loss of control in severe cases. The train driving mode control circuit provided in this application can solve the above-mentioned technical problems.

[0049] Figure 1 This is a schematic diagram of the structure of a train driving mode control circuit provided in an embodiment of this application, as shown below. Figure 1 As shown, the control circuit includes a manual driving control switch K3, an automatic driving mode relay K1, and an automatic driving command relay K2;

[0050] The automatic driving mode relay K1 and the automatic driving command relay K2 are connected in series to form the first control circuit, and the first control circuit is connected in parallel with the manual driving control switch K3.

[0051] The common terminal of the automatic driving mode relay K1 and the manual driving control switch K3 is connected to the train control device 2 so that when the train control device 2 detects that the first control command in the automatic driving mode is invalid, it closes the manual driving control switch K3 and disconnects the automatic driving mode relay K1 of the first control circuit to switch to manual driving mode.

[0052] Specifically, the control circuit corresponding here is only a part of the train control system. Figure 1 In this circuit, the common terminal of the automatic driving mode relay K1 and the manual driving control switch K3 is also connected to the circuit breaker QF, which mainly controls the on / off state of the circuit and provides protection in case of circuit failure. The signal relay KS is mainly used for signal transmission, indication, or control logic circuits, and also serves a protective function. Figure 2 This is a schematic diagram of the structure of a train control system provided in an embodiment of this application, such as... Figure 2As shown, the control devices in each manual driving mode correspond to the train's driving mode control circuit. The manual driving mode commands, such as the master key, direction switch, and driver controller, all correspond to a train's driving mode control circuit, that is, they are all internally connected in parallel to the first control circuit of automatic driving. Figure 2 KS1 and KS2 correspond to the activation signal relay and direction signal relay, respectively. K31, K32, and K33 are manual driving control switches, corresponding to the master key, direction switch, and driver's controller, respectively. Figure 2 The area is divided by dashed boxes. K21, K22, and K23 are automatic driving command relays, corresponding to the activation command relay, direction command relay, and traction command relay, respectively. Figure 2 Solid lines connecting various components indicate the transmission of electrical signals, while dashed lines indicate the transmission of communication signals.

[0053] In manual driving mode, the driver activates the train using the [master key], sets the direction using the [direction switch], and controls the train to enter traction or braking mode using the [driver's controller] handle, simultaneously outputting traction / braking level signals. The activation signal, direction signal, traction / braking status signal, and level signal from the train's hard-wired circuitry are simultaneously collected by the train network and the train's automatic driving control device. The automatic driving control device receives these signals from the train network via communication. The traction converter and braking control device respond to the traction / braking level commands output by the driver's controller.

[0054] In automatic driving mode, the automatic driving control device sequentially outputs automatic driving mode commands, activation commands, direction commands, and traction / braking condition commands to activate the train, set the running direction, and control traction / braking. Provided the traction / braking condition commands are valid, the automatic driving control device sends traction / braking level commands to the train network via a communication protocol. The train network then forwards these commands to the traction converter and braking control device, which respond to the traction / braking level commands output by the automatic driving control device.

[0055] Figure 1 The circuit design utilizes the operating characteristics of relays. The automatic driving control device outputs commands, such as level signals, to energize and de-energize the relay coil. The relay contacts are connected in parallel to the contacts of switches such as toggle switches, buttons, and knobs that require manual operation in the train control circuit. By outputting commands from the automatic driving control device, the relays are automatically controlled to open and close, thereby controlling the train circuit. This "replaces" manual operation by the driver, achieving automatic control. This type of relay is defined as an automatic driving command relay.

[0056] To ensure that control commands for the autonomous driving device are only valid in autonomous driving mode, an "autonomous driving mode" relay is connected in series in the command relay control circuit. This autonomous driving mode relay is energized and closes in autonomous driving mode. The control circuit is only activated when both the mode relay and the command relay output valid signals simultaneously, improving circuit reliability. A schematic diagram of the function control circuit in autonomous driving mode is shown below. Figure 1 As shown. Furthermore, this circuit design ensures that the manual operation circuit is always available, guaranteeing the priority of manual control.

[0057] in addition, Figure 3 This is a schematic diagram of an automatic driving control device outputting commands, provided in an embodiment of this application. Figure 3 As shown, the autonomous driving control device outputs two types of control signals to the corresponding relays (autonomous driving mode relay and autonomous driving command relay).

[0058] In this embodiment, the first control circuit in automatic driving mode consists of an automatic driving mode relay and an automatic driving command relay connected in series, adding an automatic driving mode relay to the original automatic driving command relay. When both are closed, the automatic driving mode control is effective. This first control circuit is connected in parallel with the manual driving control switch. Simultaneously with the intervention of manual driving mode, the hardware logic disconnects the automatic driving mode relay; whether the automatic driving command relay is closed or not is irrelevant. At this time, the automatic driving mode control is ineffective, while the manual driving mode control is effective. The executing entity here is the train control device, which connects to the driving mode control circuit, i.e., connects the automatic driving mode relay and the manual driving control circuit. When the first control command of the automatic driving mode is detected to be ineffective, the manual driving mode needs to be inserted. This requires closing the manual driving control switch and disconnecting the automatic driving mode relay of the first control circuit to switch to manual driving mode.

[0059] The process for determining the invalidity of the first control command in the automatic driving mode in this embodiment can be the same as the conventional invalidation determination in automatic driving mode, or other invalidation determination methods can be used. It is uncertain here, as long as the first control command in the automatic driving mode is determined to be invalid. It should be noted that the invalidation determination corresponds to the entire process of the train from standstill to start-up and then to normal operation.

[0060] This application provides a train driving mode control circuit, including a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay. First, the automatic driving mode relay and the automatic driving command relay are connected in series to form a first control circuit. The automatic driving mode relay is connected in series before the automatic driving command relay, which is used for issuing and receiving control commands. The automatic driving mode relay is only energized and closed in automatic driving mode, thus ensuring that control commands under the automatic driving device are only valid in automatic driving mode. That is, the control circuit can only be activated when both the automatic driving mode relay and the automatic driving command relay output valid signals simultaneously, improving circuit reliability. Second, the first control circuit is connected in parallel with the manual driving control switch, implementing a parallel strategy for both manual and automatic driving modes. Once the manual driving mode is switched, the corresponding automatic driving mode automatically exits. Finally, the common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device. When the train control device detects that the first control command in automatic driving mode is invalid, it immediately closes the manual driving control switch via hardware logic. Simultaneously, it disconnects the automatic driving mode relay in the first control circuit, enabling real-time control response through hardware structure. Even when an automatic driving command is issued, the corresponding automatic driving mode will fail to operate because the automatic driving mode relay will disconnect. This ensures that the system immediately switches to manual driving mode in the event of an automatic driving mode failure, guaranteeing the safe operation of the train.

[0061] Furthermore, this application also provides a train control system, such as... Figure 2 As shown, this includes the train's driving mode control circuit.

[0062] Specifically, Figure 2 The connection relationship of the corresponding control circuits under the train control system has been clearly shown. Figure 4 A flowchart of another train control system provided in the embodiments of this application is shown below. Figure 4 As shown, the system comprises an Automatic Train Operation (ATO) control unit, a Train Control and Management System (TCMS), train hard-wired control circuits (including activation / direction circuits and traction / braking circuits), a traction converter, and a braking control unit. The overall structure of the equipment is as follows: Figure 4 As shown in the figure. The train control network has communication capabilities with the train automatic driving control device, traction converter, and braking control device.

[0063] For a description of the train control system provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above-described train driving mode control circuit.

[0064] Furthermore, this application also provides a rail vehicle, including a train control system.

[0065] For an introduction to the rail vehicle provided in this application, please refer to the above method embodiments. This application will not repeat the details here, but it has the same beneficial effects as the driving mode control circuit of the above-mentioned train.

[0066] Furthermore, this application also provides a method for controlling the driving mode of a train. Figure 5 A flowchart of a train driving mode control method provided in this application embodiment is shown below. Figure 5 As shown, this method is applied to the train's driving mode control circuit, including a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay; the automatic driving mode relay and the automatic driving command relay are connected in series to form a first control circuit, and the first control circuit is connected in parallel with the manual driving control switch; the common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device, and the method includes:

[0067] S11: When the first control command in the automatic driving mode is detected to be invalid, close the manual driving control switch;

[0068] S12: Disconnect the automatic driving mode relay of the first control circuit to switch to manual driving mode.

[0069] Specifically, the invalid first control command in autonomous driving mode may be due to an erroneous response result where the issued control command does not match the circuit response result, or the issued control command not being responded to, etc., without being limited here.

[0070] If the first control command in automatic driving mode is detected to be invalid, the manual driving control switch must be closed to activate manual driving mode. Simultaneously, the automatic driving mode relay must be disconnected. It should be noted that this method applies to the entire process from train stationary to startup and normal operation. Figure 6 This application provides a schematic diagram of output commands corresponding to an automatic train driving mode, as shown in the embodiment. Figure 6 As shown, in autonomous driving mode, the commands output by the autonomous driving control device include: autonomous driving mode command (ZDR), activation command (JHR), forward command (QXR), backward command (HXR), traction command (QYR), and braking command (ZHDR).

[0071] In automatic driving mode, the automatic driving control device outputs an automatic driving mode command to energize the ZDR relay. The contacts of this mode relay are connected in series with the contacts of the control command relay to the relevant control circuit of the train. Before the automatic driving control device outputs a direction command, it must be confirmed that the vehicle is in an active state. Before outputting traction and braking condition commands, it must be confirmed that the vehicle is active and the direction signal is valid. Before outputting traction / braking level commands, it must be confirmed that the current condition matches the level command.

[0072] If a problem occurs while the vehicle is stationary, the corresponding first control commands include an activation command and a direction control command. Therefore, the control logic evaluates these two commands. First, it checks the activation command. If the activation command's validity is deemed valid, it then checks the validity of the direction control command. If any of the above control commands is invalid, manual driving mode intervenes.

[0073] For a description of the train driving mode control method provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the train driving mode control circuit described above.

[0074] In some embodiments, the process of determining that the first control command is invalid in autonomous driving mode when the first control command is an activation command includes:

[0075] Receive the activation command output in automatic driving mode and the first signal fed back by the train network based on the activation command;

[0076] If the first signal is inconsistent with the activation signal corresponding to the activation command, the control command in the autonomous driving mode is determined to be invalid.

[0077] Specifically, if the first control command only contains an activation command, it indicates that the train has not yet started, and this corresponds to the train's active state. The determination of an invalid first control command involves comparing the activation command with the first signal fed back by the train network based on the activation command. If they do not match, the control command in this automatic driving mode is determined to be invalid. It should be noted that a lack of response within a certain period can also be used as a determination of invalidity.

[0078] In automatic driving mode, the train's circuitry responds to the activation control command output by the automatic driving control device. When the automatic driving control device outputs the activation command, it simultaneously outputs the automatic driving mode command. The automatic driving control device determines whether activation is successful based on the activation validity signal fed back from the train network. If no activation signal is received from the train network within the specified time, or if the received activation signal is inconsistent, the activation is invalid, and the automatic activation command and the automatic driving mode command are revoked.

[0079] The determination process provided in this embodiment when the automatic driving mode is invalid when the train is activated is immediately switched to manual driving mode to ensure driving safety and improve the reliability of train operation.

[0080] In other embodiments, the process for determining that the first control command is invalid in autonomous driving mode when the first control command is both an activation command and a direction control command includes:

[0081] When the first signal matches the activation signal corresponding to the activation command, the system receives the direction control command output in automatic driving mode and the second signal fed back by the train network based on the direction control command; wherein, the first signal is the signal fed back by the train network based on the activation command.

[0082] If the second signal is inconsistent with the direction signal corresponding to the direction control command, the control command in the autonomous driving mode is determined to be invalid.

[0083] It should be noted that, in conjunction with the above embodiments, when the activation is valid, the direction control command is further judged, that is, whether it is valid is judged while the train is stationary. The validity process requires comparing the direction control command output in automatic driving mode with the second signal fed back by the train network based on the direction control command. If they are inconsistent, it is considered invalid.

[0084] In automatic driving mode, the automatic driving control device can only output directional commands (forward or backward) when the train is in an active state. After the automatic driving control device outputs a directional command, it determines whether the directional control is effective based on the directional signal fed back by the train network. If no directional signal is received from the train network within a specified time or the directional signal is inconsistent with the command, the directional command and the automatic driving mode command are cancelled.

[0085] This corresponds to the train being stationary. When the train is not stationary, the manual operation status judgment of the direction switch is not executed, meaning that the direction status cannot be switched during operation to ensure operational safety.

[0086] This embodiment provides a method to determine the validity of activation commands and direction control commands when the train is stationary. During the stationary process, it is necessary to determine the validity of the activation at the start of the train. If the activation is valid, the validity of the direction control commands will be further determined. This improves the reliability of the train while ensuring the accuracy of the validity determination in automatic driving mode.

[0087] In other embodiments, the process for determining that the first control command is invalid in autonomous driving mode when the first control command is an activation command, a direction control command, or a driving condition control command includes:

[0088] When the first signal is consistent with the activation signal corresponding to the activation command, and the second signal is consistent with the direction signal corresponding to the direction control command, the system receives the operating condition control command output in automatic driving mode and the third signal fed back by the train network based on the operating condition control command; wherein, the first signal and the second signal are signals fed back by the train network based on the activation command and the direction control command.

[0089] If the third signal is inconsistent with the operating condition signal corresponding to the operating condition control command, the control command in the automatic driving mode is determined to be invalid.

[0090] Specifically, during normal train operation, in automatic driving mode, the automatic driving control device can only output operating condition commands (traction or braking) when the train is active and the direction signal is valid. After outputting the operating condition command, the automatic driving control device judges whether the operating condition control is effective based on the operating condition signal fed back by the train network. If no operating condition signal is received from the train network within the specified time or the operating condition signal is inconsistent with the command, the operating condition command and the automatic driving mode command are revoked.

[0091] In this embodiment, during normal train operation, in order to improve the accuracy of validity judgment, the validity of the operating condition control command is further judged under the premise that both the activation process and the stationary process are valid, so as to ensure the reliability of the automatic driving mode.

[0092] In some embodiments, the method further includes:

[0093] When the first control command in the autonomous driving mode is valid and the output of the second control command in the manual driving mode is detected, the manual driving control switch is closed and the autonomous driving mode relay of the first control circuit is disconnected to switch to the manual driving mode; wherein, the second control command in the manual driving mode includes at least the master key insertion command, the direction switch command, or the driver control command.

[0094] Specifically, the above are all invalid judgments in the autonomous driving mode. However, after the judgment of whether the autonomous mode is valid, it is also possible to monitor whether there is a control command output for the manual driving mode. Once there is a second control command output for the manual driving mode, it is necessary to switch to the manual driving mode. At this time, the autonomous driving mode exits. The switching process here is the same as the switching process for the manual driving mode after the autonomous driving mode is invalid, and it is not limited here.

[0095] It should be noted that, similar to the above embodiments, its effective process also corresponds to the entire process of the train. For example, during the train activation phase, as long as the activation is effective and the output of the second control command for the manual driving mode is detected, the manual mode is switched directly. Figure 7 A flowchart of the train activation phase is provided for an embodiment of this application, such as... Figure 7As shown, it includes:

[0096] S21: Determine whether the train is in automatic driving mode. If yes, proceed to step S22; otherwise, end.

[0097] S22: Determine whether the activation command output in automatic driving mode is consistent with the first signal fed back by the train network based on the activation command. If not, proceed to step S23; if yes, proceed to step S24.

[0098] S23: If activation is invalid, switch to manual driving mode and exit automatic driving mode at the same time;

[0099] S24: Activation is effective;

[0100] S25: Determine whether any second control command output exists in the manual driving mode; if yes, proceed to step S26; if no, return to step S22.

[0101] S26: Switch to manual driving mode and exit automatic driving mode simultaneously.

[0102] In step S25, if activation is successful, the automatic driving control device receives a signal from the train network indicating that the master key has been engaged, the direction switch or the driver controller has been operated, indicating that manual takeover has occurred. Then, the automatic activation command and the automatic driving mode command are immediately revoked to ensure that manual control takes priority and that the activation command signal source is unique.

[0103] When the train is stationary, as long as the stationary state is valid, if the second control command output for manual driving mode is detected, the manual mode will be switched directly. Figure 8 A flowchart illustrating the operation of a train during its stationary phase, as provided in this application embodiment, is shown below. Figure 8 As shown, it includes:

[0104] S21: Determine whether the train is in automatic driving mode. If yes, proceed to step S31; otherwise, end.

[0105] S31: Determine if the train is activated. If yes, proceed to step S32; otherwise, end.

[0106] S32: Determine whether the second signal fed back by the train network based on the direction control command is consistent with the direction signal corresponding to the direction control command. If not, proceed to step S33; if yes, proceed to step S34.

[0107] S33: If the direction is invalid, switch to manual driving mode and exit automatic driving mode at the same time;

[0108] S34: Direction valid;

[0109] S35: Determine whether any second control command output exists in the manual driving mode; if yes, proceed to step S36; if no, return to step S32.

[0110] S36: Switch to manual driving mode and exit automatic driving mode simultaneously.

[0111] In step S35, if the direction command is valid and the automatic driving control device receives a signal from the train network indicating that the master control key has been engaged, the direction switch has been activated, or the driver's controller has been operated when the train is stationary, indicating that manual takeover has occurred, then the direction command and automatic driving mode command are revoked to ensure that manual control takes priority and that the source of the activation command signal is unique.

[0112] During normal train operation, as long as normal operation is effective, if the second control command output for manual driving mode is detected, the manual mode will be switched directly. Figure 9 A flowchart of the normal operation phase of a train is provided as an embodiment of this application, such as... Figure 9 As shown, it includes:

[0113] S21: Determine whether the train is in automatic driving mode. If yes, proceed to step S31; otherwise, end.

[0114] S31: Determine if the train is activated. If yes, proceed to step S41; otherwise, end.

[0115] S41: Determine if the train direction signal is valid. If yes, proceed to step S42; otherwise, end.

[0116] S42: Determine whether the third signal fed back by the train network based on the operating condition control command is consistent with the operating condition signal corresponding to the operating condition control command. If not, proceed to step S43; if yes, proceed to step S44.

[0117] S43: If the working condition is invalid, switch to manual driving mode and exit automatic driving mode at the same time;

[0118] S44: Operating condition valid;

[0119] S45: Output operating condition control commands;

[0120] S46: Determine whether any second control command output exists in the manual driving mode; if yes, proceed to step S47; if no, return to step S42.

[0121] S47: Switch to manual driving mode and exit automatic driving mode simultaneously.

[0122] In step S46, if the operating condition command is valid, the automatic driving control device outputs the corresponding traction or braking level command, which is forwarded by the train network to the traction converter and braking control device for execution. If the automatic driving control device receives a signal from the train network indicating that the master control key has been engaged or the driver's controller has been operated, indicating manual takeover, then the traction / braking operating condition, level command, and automatic driving mode command are revoked to ensure that manual control takes priority and that the traction / braking command signal source is unique.

[0123] This embodiment provides a mechanism that monitors whether a manual driving mode is available even when the train is in operation at any stage, ensuring that only one control mode is available at any given time. It also ensures that the priority of the manual driving mode is higher than that of the automatic driving mode, enabling the manual driving mode to be switched at any time.

[0124] In some embodiments, the method further includes:

[0125] After switching to manual driving mode, if no second control command for manual driving mode is output within a preset time, the train's emergency braking mechanism will be triggered.

[0126] It should be noted that, regarding the transition from automatic driving mode to manual driving mode after it becomes ineffective, if no second manual driving command is output within a preset time, the emergency braking mechanism needs to be triggered to ensure train safety. Here, emergency braking involves canceling the activation signal and disconnecting the emergency braking loop due to power loss.

[0127] If no second control command is output within a preset time in the manual driving mode provided in this embodiment, the emergency braking mechanism needs to be triggered to ensure the safety of the train.

[0128] The foregoing has described in detail various embodiments of the train driving mode control method. Based on this, this application also discloses a train driving mode control device corresponding to the above method. Figure 10 This is a structural diagram of a train driving mode control device provided in an embodiment of this application. Figure 10 As shown, the train's driving mode control equipment includes:

[0129] Closing module 11 is used to close the manual driving control switch when the first control command in the automatic driving mode is detected to be invalid;

[0130] Disconnect module 12 is used to disconnect the automatic driving mode relay of the first control circuit to switch to manual driving mode.

[0131] Since the embodiments of the device part correspond to the embodiments described above, please refer to the embodiments of the method part for the description of the device part, and will not be repeated here.

[0132] For a description of the train driving mode control device provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above train driving mode control method.

[0133] Figure 11 A structural diagram of a train driving mode control device provided in this application embodiment is shown below. Figure 11 As shown, the device includes:

[0134] Memory 21 is used to store computer programs;

[0135] Processor 22 is used to execute computer programs to implement the steps of a train driving mode control method.

[0136] The train driving mode control device provided in this embodiment may include, but is not limited to, smartphones, tablets, laptops, or desktop computers.

[0137] The processor 22 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 22 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 22 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 22 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 22 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0138] The memory 21 may include one or more computer-readable storage media, which may be non-transitory. The memory 21 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 21 is used to store at least the following computer program 211, which, after being loaded and executed by the processor 22, is capable of implementing the relevant steps of the train driving mode control method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 21 may also include an operating system 212 and data 213, etc., and the storage method may be temporary storage or permanent storage. The operating system 212 may include Windows, Unix, Linux, etc. The data 213 may include, but is not limited to, the data involved in the train driving mode control method, etc.

[0139] In some embodiments, the train's driving mode control device may further include a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27.

[0140] Those skilled in the field can understand, Figure 11 The structure shown does not constitute a limitation on the train's driving mode control device and may include more or fewer components than shown.

[0141] The processor 22 implements the train driving mode control method provided in any of the above embodiments by calling instructions stored in the memory 21.

[0142] For a description of the train driving mode control device provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above train driving mode control method.

[0143] Furthermore, this application also provides a computer-readable storage medium storing a computer program, which, when executed by processor 22, implements the steps of the train driving mode control method described above.

[0144] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0145] For a description of the computer-readable storage medium provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above-described train driving mode control method.

[0146] The foregoing has provided a detailed description of a train driving mode control circuit, method, apparatus, medium, and rail vehicle provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0147] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

Claims

1. A train driving mode control circuit, characterized in that, This includes manual driving control switches, autonomous driving mode relays, and autonomous driving command relays; The autonomous driving mode relay and the autonomous driving command relay are connected in series to form the first control circuit, and the first control circuit is connected in parallel with the manual driving control switch; the control circuit can only be turned on when both the autonomous driving mode relay and the autonomous driving command relay output valid signals simultaneously. The common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device so that when the train control device detects that the first control command in the automatic driving mode is invalid, it closes the manual driving control switch and disconnects the automatic driving mode relay of the first control circuit to switch to the manual driving mode. Correspondingly, it also includes: after switching to the manual driving mode, if there is no second control command output for the manual driving mode within a preset time, the train emergency braking mechanism is triggered.

2. A method for controlling the driving mode of a train, characterized in that, The driving mode control circuit applied to trains includes a manual driving control switch, an automatic driving mode relay, and an automatic driving command relay; the automatic driving mode relay and the automatic driving command relay are connected in series to form the first control circuit, and the first control circuit is connected in parallel with the manual driving control switch; the control circuit can only be turned on when both signals of the automatic driving mode relay and the automatic driving command relay are valid at the same time. The common terminal of the automatic driving mode relay and the manual driving control switch is connected to the train control device, the method including: When the first control command in autonomous driving mode is detected to be invalid, the manual driving control switch is closed. Disconnect the automatic driving mode relay of the first control circuit to switch to manual driving mode; Correspondingly, it also includes: after switching to manual driving mode, if no second control command for manual driving mode is output within a preset time, the train emergency braking mechanism is triggered.

3. The train driving mode control method according to claim 2, characterized in that, The process for determining whether the first control command is invalid in autonomous driving mode when the first control command is an activation command includes: Receive the activation command output in automatic driving mode and the first signal fed back by the train network based on the activation command; If the first signal is inconsistent with the activation signal corresponding to the activation command, the control command in the autonomous driving mode is determined to be invalid.

4. The train driving mode control method according to claim 2, characterized in that, The process for determining that the first control command is invalid in autonomous driving mode when the first control command is both an activation command and a direction control command includes: When the first signal matches the activation signal corresponding to the activation command, the system receives the direction control command output in automatic driving mode and the second signal fed back by the train network based on the direction control command; wherein, the first signal is the signal fed back by the train network based on the activation command. If the second signal is inconsistent with the direction signal corresponding to the direction control command, the control command in the autonomous driving mode is determined to be invalid.

5. The train driving mode control method according to claim 2, characterized in that, The process for determining the invalidity of the first control command in automatic driving mode when the first control command is an activation command, a direction control command, or a driving condition control command includes: When the first signal is consistent with the activation signal corresponding to the activation command, and the second signal is consistent with the direction signal corresponding to the direction control command, the system receives the operating condition control command output in automatic driving mode and the third signal fed back by the train network based on the operating condition control command; wherein, the first signal and the second signal are signals fed back by the train network based on the activation command and the direction control command. If the third signal is inconsistent with the operating condition signal corresponding to the operating condition control command, the control command in the automatic driving mode is determined to be invalid.

6. The train driving mode control method according to any one of claims 3 to 5, characterized in that, The method also includes: When the first control command in the autonomous driving mode is valid and the output of the second control command in the manual driving mode is detected, the manual driving control switch is closed and the autonomous driving mode relay of the first control circuit is disconnected to switch to the manual driving mode; wherein, the second control command in the manual driving mode includes at least the master key insertion command, the direction switch command, or the driver control command.

7. A train driving mode control device, characterized in that, include: Memory, used to store computer programs; A processor for executing a computer program to implement the steps of the train driving mode control method as claimed in any one of claims 2 to 6.

8. A computer-readable storage medium, characterized in that, A computer program is stored on a computer-readable storage medium, which, when executed by a processor, implements the steps of the train driving mode control method as described in any one of claims 2 to 6.

9. A train control system, characterized in that, Includes the train driving mode control circuit as described in claim 1.

10. A rail vehicle, characterized in that, Includes the train control system as described in claim 9.

Images