Train autonomous operation system, device and control method based on vehicle-to-vehicle communication

Abstract

The application provides a train autonomous operation system, device and control method based on train-to-train communication, comprising: a trackside train operation subsystem WATC, a vehicle-mounted train operation subsystem VATC, a perception controller PC, a target controller OCS, a train automatic monitoring subsystem ATS, a trackside recovery server WRS, an intelligent operation and maintenance subsystem IOMS and a data communication subsystem DCS; the trackside train operation subsystem WATC, the vehicle-mounted train operation subsystem VATC, the perception controller PC, the target controller OCS, the train automatic monitoring subsystem ATS, the trackside recovery server WRS and the intelligent operation and maintenance subsystem IOMS are all connected with each other through the DCS. The application improves the reliability and operation efficiency of the signal system from the perspective of fault scene application.

Description

Technical Field

[0001] This invention relates to the field of rail transit signaling system technology, and more specifically, to a train autonomous operation system, device, and control method based on vehicle-to-vehicle communication. Background Technology

[0002] With the development and iteration of industry technology, rail transit signaling systems have gradually evolved from traditional CBTC-based signaling systems to vehicle-to-vehicle communication-based signaling systems. From the perspective of functional allocation, they have been optimized into a train-centric operation control system, reducing the impact of trackside equipment failures; from the perspective of data flow, they have reduced the interaction of vehicle-to-ground communication control services and shortened the latency of information exchange between vehicle-to-ground wireless equipment; and from the perspective of operation resource authorization, they have efficiently utilized trackside equipment resources and improved train operation efficiency.

[0003] Patent application document CN109649435A (application number: CN201811496967.8) discloses a novel train operation control system based on vehicle-to-vehicle communication, including an onboard subsystem VV-VOBC, a train monitoring subsystem VV-ATS, a ground controller GC subsystem, and a data communication system DCS+, with each device connected via communication. The onboard subsystem VV-VOBC includes an onboard VV-ATP subsystem, an onboard VV-ATO subsystem, an AIU subsystem, a BTM, an onboard wireless unit, a VV-COM, and a VV-HMI.

[0004] Patent application document CN212500426U (application number: CN202020948220.8) discloses a train autonomous control system based on vehicle-to-vehicle communication, including an Automatic Train Monitoring System (ATS), a Target Controller (OC), an Onboard Subsystem (CC), a Tag Reader Subsystem, a Query Transponder, and a Data Communication System (DCS). The ATS is connected to the CC, and the CCs of adjacent trains are interconnected. The control system also includes a Trackside Resource Manager (WRC), which is connected to the ATS, CC, OC, and Query Transponder.

[0005] Patent application CN111776013A discloses a train autonomous control system and method based on vehicle-to-vehicle communication, including an Automatic Train Monitoring System (ATS), a Target Controller (OC), an Onboard Subsystem (CC), a Tag Reader Subsystem, a Query Transponder, and a Data Communication System (DCS). The ATS is connected to the CC, and the CCs of adjacent trains are interconnected. The control system also includes a Trackside Resource Manager (WRC), which is connected to the ATS, CC, OC, and Query Transponder.

[0006] However, the aforementioned patents cannot fully meet the needs of this invention at the current stage. Summary of the Invention

[0007] In view of the deficiencies in the prior art, the purpose of this invention is to provide a train autonomous operation system, device and control method based on vehicle-to-vehicle communication.

[0008] The train autonomous operation system based on vehicle-to-vehicle communication provided by the present invention includes: a trackside train operation subsystem WATC, an onboard train operation subsystem VATC, a perception controller PC, a target controller OCS, an automatic train monitoring subsystem ATS, a trackside recovery server WRS, an intelligent operation and maintenance subsystem IOMS, and a data communication subsystem DCS. The trackside train operation subsystem WATC, the onboard train operation subsystem VATC, the perception controller PC, the target controller OCS, the automatic train monitoring subsystem ATS, the trackside recovery server WRS, and the intelligent operation and maintenance subsystem IOMS are all interconnected through the DCS. The on-board train operation subsystem VATC, the perception controller PC, and the target controller OCS are provided with a first interface for transmitting door and platform door control and alignment isolation signals. A second interface is provided between the vehicle-mounted train operation subsystem VATC, the perception controller PC, and the trackside train operation subsystem WATC for transmitting train registration, sequencing, traffic resources, and temporary speed limit information. A third interface is provided between the on-board train operation subsystem VATC, the perception controller PC, and the automatic train monitoring subsystem ATS for transmitting train operation plans, control commands, and status feedback. A fourth interface is provided between the onboard train operation subsystem (VATC) and the perception controller (PC) of adjacent trains to transmit information on train position, speed, distance, and obstacles. The Automatic Train Monitoring Subsystem (ATS) and the Trackside Train Operation Subsystem (WATC) are provided with a fifth interface for transmitting trackside equipment control commands and status information. The trackside recovery server WRS and the trackside train operation subsystem WATC are provided with a sixth interface, which is used to transmit temporary speed limits, train sequencing, line resources and route information after the WATC fault is recovered. The trackside train operation subsystem WATC and the target controller OCS are provided with a seventh interface for trackside equipment control and status acquisition. The target controller (OCS), the automatic train monitoring subsystem (ATS), and the trackside recovery server (WRS) are all connected to the intelligent operation and maintenance subsystem (IOMS) via the IOMS network.

[0009] Preferably, the first interface includes: The downlink from the Vehicle-Mounted Train Control (VATC) subsystem and the Perception Controller (PC) to the Target Controller (OCS) is used for door and platform door control and alignment isolation functions. The uplink from the target controller OCS to the onboard train operation subsystem VATC and the perception controller PC is used for the alignment and isolation function between the train doors and the platform doors.

[0010] Preferably, the second interface includes: The downlink from the trackside train operation subsystem WATC to the onboard train operation subsystem VATC and the perception controller PC is used to transmit train registration and removal feedback, train sequencing feedback, train operation resource feedback, route protection conflict point feedback, train operation resource release registration, route protection conflict point cancellation result feedback, and temporary speed limit; The uplink from the onboard train operation subsystem VATC and the perception controller PC to the trackside train operation subsystem WATC is used to transmit train registration and removal applications, train sequencing applications, train operation resource applications, and train operation resource releases.

[0011] Preferably, the third interface includes: The downlink from the Automatic Train Monitoring Subsystem (ATS) to the Vehicle Operation Subsystem (VATC) and the Sensing Controller (PC) is used to transmit timetables or dispatch plans, train control commands, operation adjustment commands, and remote control commands. The uplink from the Vehicle Operation Subsystem (VATC) and the Sensing Controller (PC) to the Automatic Train Monitoring Subsystem (ATS) is used to transmit train operation status feedback and train alarm feedback.

[0012] Preferably, the fourth interface includes: When the VATC (Vehicle-on-Chip Train Control) system controls the train, the preceding train sends position, speed, and distance information to the following train. When the sensing controller PC controls the vehicle, the following vehicle receives the train position, speed and distance measurement, obstacle identification and distance information sent by the preceding vehicle, and calculates the movement authorization for the preceding vehicle in combination with the constraints provided by the trackside train operation subsystem WATC.

[0013] Preferably, the fifth interface includes: The downlink between the Automatic Train Monitoring Subsystem (ATS) and the Trackside Train Operation Subsystem (WATC) is used to transmit trackside equipment control commands, manual route handling in degraded operation mode, temporary speed limit requests, route protection conflict point applications, and route protection conflict point cancellation applications. The uplink from the WATC (Walking and Train Control Center) subsystem to the ATS (Automatic Train Monitoring System) subsystem is used to transmit trackside equipment status feedback and trackside equipment alarms.

[0014] Preferably, the sixth interface includes: Within a preset time after a cold start of the trackside train operation subsystem WATC due to a fault, if communication is established with the trackside recovery server WRS, the onboard train operation subsystem VATC, the automatic train monitoring subsystem ATS, and the target controller OCS and the data verification is successful, the trackside recovery server WRS will restore temporary speed limit information, train sequencing information, line resource status information, and train route information to the trackside train operation subsystem WATC. If no non-communication train FB is permanently occupied, all trains on the line will be directly upgraded to CBTC communication trains.

[0015] The train autonomous operation device based on vehicle-to-vehicle communication provided by the present invention includes the aforementioned train autonomous operation system based on vehicle-to-vehicle communication.

[0016] The train autonomous operation control method based on vehicle-to-vehicle communication provided by the present invention includes: After a failure of the VATC (Vehicle-on-Trail Train Control) subsystem, the following vehicle receives the train position information, speed and distance measurement information, obstacle identification and distance information of the failed vehicle through vehicle-to-vehicle communication, and calculates the movement authorization for the failed vehicle based on the constraints provided by the WATC (Walking-by-the-Trail Train Control) subsystem. Mobility authorization is provided by the adjacent following vehicle as the first option. If the following vehicle also experiences a VATC (Vehicle Operation Subsystem) failure, it is provided by the adjacent following vehicle as the second option. The preceding train establishes communication with the following train and the train behind the following train. The following train supports the calculation of the movement authorization of two trains excluding itself. After a failure of the VATC (Vehicle Train Operation Subsystem), the perception controller PC takes over train control. The perception controller PC achieves millisecond-level data synchronization with the VATC through the onboard switch. After the perception controller PC detects a complete failure of the vehicle-mounted train operation subsystem VATC, it takes over vehicle control through a switching aggregation box. The switching aggregation box realizes automatic switching between network signals and hard-wired signals, and the vehicle-side I / O is aggregated into 1 channel. The Vehicle Operation Subsystem (VATC) outputs a hard-wired signal indicating the life status of the train. The switching mechanism is achieved by a hard-wired safety closed loop. If the loop is broken, all input / output links on the system side are switched to the sensing controller PC interface.

[0017] Preferably, in the event of a complete wireless network failure, a degraded operation scheme based on traffic zone protection includes: RM or EUM mode trains implement occupancy detection and protection for downgraded train operation based on the method of setting axle counting section verification. The downgraded operation scheme based on the traffic area setting route protection is implemented by the wired network interface between the Automatic Train Monitoring Subsystem (ATS) and the On-Railway Train Operation Subsystem (WATC), and is manually triggered by the ATS dispatcher. The traffic zone consists of logical sections configured by the On-Railway Train Control (WATC) subsystem, which have directional characteristics and are manually requested and set by the Automatic Train Monitoring (ATS) subsystem. Traffic zones are formed by routes from road sections to traffic lights or from traffic lights to traffic lights, and traffic lights can be set as virtual traffic lights or physical traffic lights; Multiple trains in downgraded RM or EUM mode are permitted to operate within the route protection zone.

[0018] Compared with the prior art, the present invention has the following beneficial effects: (1) From the perspective of top-level design of system-level function allocation and interface implementation, this invention considers the scheme of mobile authorization calculation after VATC failure, the scheme of PC control of train operation after VATC failure, and the degraded operation scheme of setting up traffic zone protection after complete wireless network failure. From the perspective of fault scenario application, this invention improves the reliability and operating efficiency of the signal system. (2) Mobility authorization is an important function of the train autonomous operation system based on vehicle-to-vehicle communication. It depends on the normal operation of the on-board VATC. In the event of a failure of the on-board VATC, this invention proposes that the following vehicle can provide mobility authorization to the preceding vehicle. Moreover, the external input required to calculate the mobility authorization can be provided by the sensing controller PC of the preceding vehicle through the vehicle-to-vehicle communication interface, which improves the reliability and operating efficiency of the signal system. (3) This invention proposes that the perception controller PC be used as a backup vehicle control solution in the rail transit industry, and plans application scenarios to promote the intelligent development of rail transit, which is in line with the policy requirements of industrial development; (4) Based on the train protection under the degraded operation mode, this invention proposes a design scheme based on traffic area protection. From the perspective of functional scenario application, it ensures the flexibility and reliability of the system scheme. From the perspective of the customer, based on the engineering configuration of signal and axle counting equipment, it saves construction investment and achieves economic benefit indicators. Attached Figure Description

[0019] Other features, objects, and advantages of the present invention will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings: Figure 1 This is a diagram of the signal system interface and control flow based on vehicle-to-vehicle communication.

[0020] Figure 2 This is a diagram illustrating the mobile authorization information under VATC and PC-controlled vehicle.

[0021] Figure 3 Diagram of the PC-controlled vehicle interface for the sensing controller.

[0022] Figure 4 Diagram showing the allocation and implementation of degraded operation functions after a wireless network failure. Detailed Implementation

[0023] The present invention will now be described in detail with reference to specific embodiments. These embodiments will help those skilled in the art to further understand the present invention, but do not limit the invention in any way. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the present invention. These all fall within the protection scope of the present invention.

[0024] Example 1 The purpose of this invention is to provide a train autonomous operation system and control method based on vehicle-to-vehicle communication, including: a technical solution for system-level function allocation and interface implementation; a scheme for calculating movement authorization after a VATC failure; a scheme for the perception controller PC to control train operation after a VATC failure; and a degraded operation scheme based on traffic zone-based route protection after a complete wireless network failure.

[0025] like Figure 1 As shown, the technical solution for system-level function allocation and interface implementation includes: the trackside train operation subsystem WATC, the onboard train operation subsystem VATC, the perception controller PC, the target controller OCS, the automatic train monitoring subsystem ATS, the trackside recovery server WRS, and the intelligent operation and maintenance subsystem IOMS.

[0026] ① and ③ represent the interface between VATC or PC and OCS. The main functions of the downlink from VATC or PC to OCS are: control and alignment isolation of train doors and platform doors. The main functions of the uplink from OCS to VATC or PC are: alignment isolation of train doors and platform doors. ② and ④ represent the interface between VATC or PC and WATC. The main functions implemented in the WATC to VATC or PC downlink are: train registration and removal feedback, train sequencing feedback, train operation resource feedback, route protection conflict point feedback, train operation resource release registration, route protection conflict point cancellation result feedback, and temporary speed limit. The main functions implemented in the VATC or PC to WATC uplink are: train registration and removal application, train sequencing application, train operation resource application, and train operation resource release. ⑤ and ⑥ represent the interface between VATC or PC and ATS. The main functions of the downlink from ATS to VATC or PC are: timetable or dispatch plan issuance, train control commands, operation adjustment commands, and remote control commands. The main functions of the uplink from VATC or PC to ATS are: train status feedback and train alarm feedback. ⑦ indicates the interface between VATC or PC and VATC or PC, and its main functions are: under VATC control, based on the train sequence, the preceding train sends the position, speed and distance information of the preceding train to the following train; under PC control, the following train receives the train position information, speed and distance measurement information, obstacle recognition and distance information sent by the preceding train, as well as the restrictions on the preceding train's movement authorization provided by VATC, and provides movement authorization to the preceding train. ⑧ indicates the interface between ATS and WATC. The main functions of the ATS to WATC downlink are: trackside equipment control commands, manual route handling in degraded operation mode, temporary speed limit requests, route protection conflict point applications, and route protection conflict point cancellation applications. The main functions of the WATC to ATS uplink are: trackside equipment status feedback and trackside equipment alarms. ⑨ indicates the interface between WRS and WATC. In the event of a cold start due to a WATC failure, if communication is established with WRS, VATC, ATS, and OCS systems within 3 minutes and the data verification between WRS and WATC passes, WRS will restore the temporary speed limit information, train sequencing information, line resource status information, and train route information before the failure to WATC. If there is no downgraded non-communication train FB fixed occupation, all trains on the entire line will be directly upgraded to CBTC communication trains without screening. ⑩ indicates the interface between WATC and OCS, enabling control and status acquisition of trackside equipment.

[0027] DCS wireless network is used between ① and ⑦, and DCS wired network is used between ⑧ and ⑩.

[0028] The target controller (OCS), the automatic train monitoring subsystem (ATS), and the trackside recovery server (WRS) are all connected to the intelligent operation and maintenance subsystem (IOMS) via the IOMS network.

[0029] The scheme for calculating mobility authorization after a VATC failure includes: The method for implementing mobile authorization in the event of a failure of the onboard VATC equipment: under normal wireless network conditions, the train can continue to operate autonomously. The following vehicle can receive train position information, speed and distance measurement information, obstacle identification and distance from the disabled vehicle, as well as the restrictions on the movement authorization of the preceding vehicle provided by WATC, based on vehicle-to-vehicle communication, and provide movement authorization for the disabled vehicle. The process of calculating the movement authorization is as follows: Based on the train schedule from the ATS, the line or equipment information stored in the vehicle (such as obstacle identification and distance information from the PC controller, temporary speed limit information, the position of the train ahead and the end of the track, etc.), and the feedback of the route protection conflict point from the WATC, the onboard VOBC searches for the resource status of the expected route one by one and determines it to be in a safe state. If the resource status is in an unsafe state, it is determined to be the end point of the movement authorization. The train position information (including the direction of travel) is used to calculate the starting point of the movement authorization, and the speed and distance measurement information is used to ensure that the end point of the onboard ATP protection curve is less than or equal to the end point of the movement authorization.

[0030] Under normal circumstances, the mobility authorization calculation for this vehicle is completed independently by VATC. WATC will send the status of line resources that affect mobility authorization to VATC in real time. If the VATC fails, after the perception controller PC takes control of the vehicle, the next adjacent vehicle will be the first choice to provide the mobility authorization. If the VATC fails again, the next adjacent vehicle will be the second choice to provide the mobility authorization. In addition to establishing communication with the vehicle behind, the vehicle in front also needs to establish communication with the vehicle behind the vehicle behind it. The following car serves as the calculation carrier for the movement authorization of the preceding car, and can support the calculation of movement authorization for up to 2 trains (excluding the following car itself).

[0031] The scheme for controlling train operation by the VATC fault-sensing controller PC includes: Based on the wireless network, when the sensing controller is working properly, the sensing controller PC directly interfaces with the vehicle to control the train operation; The perception controller PC and the vehicle VATC achieve millisecond-level data synchronization through the vehicle switch.

[0032] By default, train operation is controlled by the onboard VATC; When the perception controller PC detects a hard-wired signal indicating a complete failure of the onboard VATC, the perception controller PC will control the train to run. The switching aggregation box, as a dedicated device, can automatically switch network signals and hard-wired signals between the primary VATC and the backup PC; at the same time, the vehicle's professional side IO input and output are aggregated into one channel, eliminating the need for a two-channel design. The vehicle-mounted VATC outputs a hardwired life status signal, and the switching mechanism is implemented by a hardwired safety closed loop. If the hardwired safety loop is broken, the input and output links of the signal system are connected to the vehicle-mounted backup PC interface, including information such as hardwired signals and network signals. The degraded operation scheme based on traffic zone-based traffic protection after a complete wireless network failure includes: Trains in Restricted Manual Mode (RM) or Emergency Unrestricted Manual Mode (EUM) implement occupancy detection and protection for downgraded train operation based on the setting of "axle counting section verification". The downgraded operation scheme based on the traffic zone setting of route protection is implemented by the ATS to WATC wired network interface. This function is manually triggered by the ATS dispatcher. Traffic zones consist of logical segments configured by WATC, which have directional characteristics and can be manually configured by ATS. Traffic zones consist of sections leading to traffic lights or traffic lights leading to traffic lights, and traffic lights can be set as virtual traffic lights or physical traffic lights; Crossing protection differs from traditional route protection. Traditional route protection, for trains operating at RM / EUM degraded level, only allows one train to run within the route. During the period when a train enters the route and has not cleared it, the signal continuously displays a prohibition signal.

[0033] Example 2 This example illustrates the implementation of mobility authorization after a vehicle-to-vehicle communication system-level function allocation and interface implementation, based on a technical solution. Mobility authorization, as a safety guarantee for train operation authorization, is a function of Safety Integrity Level 4. Under the functional requirements of autonomous train operation, mobility authorization is calculated by the VATC itself for ATP speed curve protection, ensuring train operation safety. After a vehicle-to-vehicle VATC failure, mobility authorization, as a safety function, is calculated by the following vehicle. Specifically, it includes the following: During normal operation of VATC, the train position information, speed measurement and distance measurement information of the preceding VATC are transmitted in real time to the VATCs of the following train 1 and the following train 2 through the vehicle-to-ground wireless network. The following train VATC updates the movement authorization and ATP speed curve protection in real time. During normal operation of VATC, the train position information, speed and distance measurement information, obstacle identification information and distance of the PC of the leading vehicle are transmitted in real time to the PCs of the following vehicles 1 and 2 through the vehicle-to-ground wireless network. At this time, the PC of the following vehicle records the aforementioned information in real time and verifies and synchronizes the train position information, speed and distance measurement information of the leading vehicle with the VATC of its own vehicle. If the verification is inconsistent, and the interval position error is greater than ±10 meters, or the platform position error is greater than 0.5 meters, or the speed measurement error is greater than ±1 km / h, the synchronization criterion is to use the train position information, speed measurement and distance measurement information provided by VATC. The verified and synchronized train position information, speed measurement and distance measurement information serve as the initialization state when the PC controls the train in the event of a VATC failure. Under normal VATC conditions, the train position information, speed measurement and distance measurement information provided by the VATC are used, and the train position information, speed measurement and distance measurement information provided by the PC are not used.

[0034] During normal operation of VATC, WATC will provide real-time restrictions that affect the movement authorization of the preceding vehicle to the relevant following vehicle 1 and following vehicle 2; like Figure 2 As shown, if the VATC completely fails, and the vehicle-to-ground wireless network is normal, the VATC of the rear vehicle 1 will normally provide mobility authorization to the front vehicle. At the same time, the PC of the front vehicle (faulty vehicle) will send the train's location information, speed and distance measurement information, obstacle identification information and distance to the VATC of the rear vehicle 1 in real time. If the VATC of the front vehicle and the rear vehicle 1 are completely faulty, and the vehicle-to-ground wireless network is normal, the VATC of the rear vehicle 2 will provide mobility authorization to the front vehicle and the rear vehicle 1. At the same time, the PCs of the front vehicle (faulty vehicle) and the rear vehicle 1 (faulty vehicle) will send the train position information, speed and distance measurement information, obstacle identification information and distance to the VATC of the rear vehicle 2 in real time. After a VATC failure, the mobility authorization is calculated by the adjacent following vehicle as the first choice to provide mobility authorization to the failed vehicle. If the following vehicle continues to experience a VATC failure, the adjacent following vehicle of the following vehicle will provide mobility authorization to the preceding vehicle (failed vehicle) as the second choice, while the adjacent following vehicle of the following vehicle will provide mobility authorization to the following vehicle (failed vehicle) as the first choice. In addition to establishing communication with the vehicle behind, the vehicle in front also needs to establish communication with the vehicle behind the vehicle behind it. The following car serves as the calculation carrier for the movement authorization of the preceding car, and can support the calculation of movement authorization for up to 2 trains (excluding the following car itself).

[0035] Example 3 This example illustrates a technical solution based on the vehicle-to-vehicle communication system-level function allocation and interface implementation, demonstrating the scheme for the perception controller PC to control train operation after a VATC fault.

[0036] Specifically, it includes the following: like Figure 3 As shown, based on the wireless network, when the sensing controller PC is working normally, the sensing controller PC directly interfaces with the vehicle to control the train operation; The vehicle is equipped with an onboard switch to synchronize data and operating status between the VATC and the PC; the onboard switch enables device redundancy control and a millisecond-level data synchronization processing mechanism.

[0037] The perception controller PC realizes independent positioning and speed and distance measurement functions, and synchronizes the vehicle position information, speed and distance measurement information, obstacle recognition information and distance to the perception controller PC of the adjacent vehicle. The onboard VATC enables independent positioning and speed and distance measurement functions, and synchronizes the train's position information and speed and distance measurement information to the onboard VATC of adjacent trains. By default, train operation is controlled by the onboard VATC; When the perception controller PC detects a hard-wired signal indicating a complete failure of the onboard VATC, the perception controller PC will control the train to run. The switching aggregation box, as a dedicated device, can automatically switch network signals and hard-wired signals between the primary VATC and the backup PC; at the same time, the vehicle's professional side IO input and output are aggregated into one channel, eliminating the need for a two-channel design. The vehicle-mounted VATC outputs a hardwired life status signal, and the switching mechanism is implemented by a hardwired safety closed loop. If the hardwired safety loop is broken, the input and output links of the signal system are connected to the vehicle-mounted backup PC interface, including information such as hardwired signals and network signals. In addition to interface with the vehicle VATC, the perception controller PC also interfaces with the vehicle hardwire and the vehicle TCMS network. The interface information is no less than that of the interface information between the vehicle VATC and the vehicle hardwire and the vehicle TCMS.

[0038] In addition to independent positioning, speed measurement, and distance measurement, the perception controller PC also includes functions such as train safety braking curve calculation, temporary speed limit, overspeed protection, red light false triggering protection, safety interval protection, reverse movement protection, train integrity monitoring, door opening protection, door status monitoring, platform door monitoring, button protection, driving mode management, train turnaround, and human-machine interface display.

[0039] Example 4 This example demonstrates a technical solution based on vehicle-to-vehicle communication system-level function allocation and interface implementation, illustrating a degraded operation scheme based on traffic zone-based traffic protection after a complete wireless network failure.

[0040] RM or EUM mode trains implement occupancy detection and protection for downgraded train operation based on the setting of "axle counting section verification". like Figure 4 As shown, the downgraded operation scheme based on traffic zone-based traffic protection is implemented by the wired network interface from ATS to WATC, and this function is manually triggered by the ATS dispatcher. The WATC determines the status of the axle counting section as idle, fixed, mobile, or mobile based on the train footprint occupancy information and the axle counting section occupancy detection information. If a train in RM or EUM mode occupies an axle counting section, WATC will determine it as a fixed occupancy. At this time, ATS selects the axle counting section and traffic area direction of the target train (non-traditional route design). ATS can request the route to the physical signal or virtual signal one by one or all at once. At this time, the target train can be manually driven to the target area. The conditions for route authorization include that the turnout position in the turnout area is correct (if any), the turnout conflict point is not activated, there are no other trains occupying the traffic area, and the direction of the traffic area has been set; the ATS dispatching authorization for RM or EUM mode trains to occupy the axle counting section to the target area in sequence; If there is no physical signal at the platform in the project, a virtual signal can be set up. In this case, when the driver manually drives the train to the target platform, the driver and the dispatcher need to jointly confirm that there are no other trains at the platform ahead. Traffic zones consist of logical segments configured by WATC, which have directional characteristics and can be manually configured by ATS. Traffic zones consist of sections leading to traffic lights or traffic lights leading to traffic lights, and traffic lights can be set as virtual traffic lights or physical traffic lights; Crossing protection differs from traditional route protection. Traditional route protection, for trains operating at RM / EUM degraded level, only allows one train to run within the route. During the period when a train enters the route and has not cleared it, the signal continuously displays a prohibition signal.

[0041] Those skilled in the art will understand that, in addition to implementing the system, apparatus, and their modules provided by this invention in purely computer-readable program code, the same program can be implemented in the form of logic gates, switches, application-specific integrated circuits, programmable logic controllers, and embedded microcontrollers by logically programming the method steps. Therefore, the system, apparatus, and their modules provided by this invention can be considered a hardware component, and the modules included therein for implementing various programs can also be considered structures within the hardware component; alternatively, modules for implementing various functions can be considered both software programs implementing the method and structures within the hardware component.

[0042] Specific embodiments of the present invention have been described above. It should be understood that the present invention is not limited to the specific embodiments described above, and those skilled in the art can make various changes or modifications within the scope of the claims, which do not affect the essence of the present invention. Unless otherwise specified, the embodiments and features described in this application can be arbitrarily combined with each other.

Claims

1. A train autonomous operation system based on vehicle-to-vehicle communication, characterized in that, include: The system includes the trackside train operation subsystem WATC, the onboard train operation subsystem VATC, the perception controller PC, the target controller OCS, the automatic train monitoring subsystem ATS, the trackside recovery server WRS, the intelligent operation and maintenance subsystem IOMS, and the data communication subsystem DCS. The trackside train operation subsystem WATC, the onboard train operation subsystem VATC, the perception controller PC, the target controller OCS, the automatic train monitoring subsystem ATS, the trackside recovery server WRS, and the intelligent operation and maintenance subsystem IOMS are all interconnected through the DCS. The on-board train operation subsystem VATC, the perception controller PC, and the target controller OCS are provided with a first interface for transmitting door and platform door control and alignment isolation signals. A second interface is provided between the onboard train operation subsystem VATC, the perception controller PC, and the trackside train operation subsystem WATC for transmitting train registration, sorting, traffic resources, and temporary speed limit information. A third interface is provided between the on-board train operation subsystem VATC, the perception controller PC, and the automatic train monitoring subsystem ATS for transmitting train operation plans, control commands, and status feedback. A fourth interface is provided between the onboard train operation subsystem (VATC) and the perception controller (PC) of adjacent trains to transmit information on train position, speed, distance, and obstacles. The Automatic Train Monitoring Subsystem (ATS) and the Trackside Train Operation Subsystem (WATC) are provided with a fifth interface for transmitting trackside equipment control commands and status information. The trackside recovery server WRS and the trackside train operation subsystem WATC are provided with a sixth interface, which is used to transmit temporary speed limits, train sequencing, line resources and route information after the WATC fault is recovered. The trackside train operation subsystem WATC and the target controller OCS are provided with a seventh interface for trackside equipment control and status acquisition. The target controller (OCS), the automatic train monitoring subsystem (ATS), and the trackside recovery server (WRS) are all connected to the intelligent operation and maintenance subsystem (IOMS) via the IOMS network.

2. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The first interface includes: The downlink from the Vehicle-Mounted Train Control (VATC) subsystem and the Perception Controller (PC) to the Target Controller (OCS) is used for door and platform door control and alignment isolation functions. The uplink from the target controller OCS to the onboard train operation subsystem VATC and the perception controller PC is used for the alignment and isolation function between the train doors and the platform doors.

3. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The second interface includes: The downlink from the trackside train operation subsystem WATC to the onboard train operation subsystem VATC and the perception controller PC is used to transmit train registration and removal feedback, train sequencing feedback, train operation resource feedback, route protection conflict point feedback, train operation resource release registration, route protection conflict point cancellation result feedback, and temporary speed limit; The uplink from the onboard train operation subsystem VATC and the perception controller PC to the trackside train operation subsystem WATC is used to transmit train registration and removal applications, train sequencing applications, train operation resource applications, and train operation resource releases.

4. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The third interface includes: The downlink from the Automatic Train Monitoring Subsystem (ATS) to the Vehicle Operation Subsystem (VATC) and the Sensing Controller (PC) is used to transmit timetables or dispatch plans, train control commands, operation adjustment commands, and remote control commands. The uplink from the Vehicle Operation Subsystem (VATC) and the Sensing Controller (PC) to the Automatic Train Monitoring Subsystem (ATS) is used to transmit train operation status feedback and train alarm feedback.

5. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The fourth interface includes: When the VATC (Vehicle-on-Chip Train Control) system controls the train, the preceding train sends position, speed, and distance information to the following train. When the sensing controller PC controls the vehicle, the following vehicle receives the train position, speed and distance measurement, obstacle identification and distance information sent by the preceding vehicle, and calculates the movement authorization for the preceding vehicle in combination with the constraints provided by the trackside train operation subsystem WATC.

6. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The fifth interface includes: The downlink between the Automatic Train Monitoring Subsystem (ATS) and the Trackside Train Operation Subsystem (WATC) is used to transmit trackside equipment control commands, manual route handling in degraded operation mode, temporary speed limit requests, route protection conflict point applications, and route protection conflict point cancellation applications. The uplink from the WATC (Walking and Train Control Center) subsystem to the ATS (Automatic Train Monitoring System) subsystem is used to transmit trackside equipment status feedback and trackside equipment alarms.

7. The train autonomous operation system based on vehicle-to-vehicle communication according to claim 1, characterized in that, The sixth interface includes: Within a preset time after a cold start of the trackside train operation subsystem WATC due to a fault, if communication is established with the trackside recovery server WRS, the onboard train operation subsystem VATC, the automatic train monitoring subsystem ATS, and the target controller OCS and the data verification is successful, the trackside recovery server WRS will restore temporary speed limit information, train sequencing information, line resource status information, and train route information to the trackside train operation subsystem WATC. If no non-communication train FB is permanently occupied, all trains on the line will be directly upgraded to CBTC communication trains.

8. A train autonomous operation device based on vehicle-to-vehicle communication, characterized in that, Includes the train autonomous operation system based on vehicle-to-vehicle communication as described in any one of claims 1 to 7.

9. A control method for a train autonomous operation system based on vehicle-to-vehicle communication according to any one of claims 1 to 7, characterized in that, include: After a failure of the VATC (Vehicle-on-Trail Train Control) subsystem, the following vehicle receives the train position information, speed and distance measurement information, obstacle identification and distance information of the failed vehicle through vehicle-to-vehicle communication, and calculates the movement authorization for the failed vehicle based on the constraints provided by the WATC (Walking-by-the-Trail Train Control) subsystem. Mobility authorization is provided by the adjacent following vehicle as the first option. If the following vehicle also experiences a VATC (Vehicle Operation Subsystem) failure, it is provided by the adjacent following vehicle as the second option. The preceding train establishes communication with the following train and the train behind the following train. The following train supports the calculation of the movement authorization of two trains excluding itself. After a failure of the VATC (Vehicle Train Operation Subsystem), the perception controller PC takes over train control. The perception controller PC achieves millisecond-level data synchronization with the VATC through the onboard switch. After the perception controller PC detects a complete failure of the vehicle-mounted train operation subsystem VATC, it takes over vehicle control through a switching aggregation box. The switching aggregation box realizes automatic switching between network signals and hard-wired signals, and the vehicle-side I / O is aggregated into 1 channel. The Vehicle Operation Subsystem (VATC) outputs a hard-wired signal indicating the life status of the train. The switching mechanism is achieved by a hard-wired safety closed loop. If the loop is broken, all input / output links on the system side are switched to the sensing controller PC interface.

10. The train autonomous operation control method based on vehicle-to-vehicle communication according to claim 9, characterized in that, In the event of a complete wireless network failure, a degraded operation plan based on traffic zone-based route protection is implemented, including: RM or EUM mode trains implement occupancy detection and protection for downgraded train operation based on the method of setting axle counting section verification. The downgraded operation scheme based on the traffic area setting route protection is implemented by the wired network interface between the Automatic Train Monitoring Subsystem (ATS) and the On-Railway Train Operation Subsystem (WATC), and is manually triggered by the ATS dispatcher. The traffic zone consists of logical sections configured by the On-Railway Train Control (WATC) subsystem, which have directional characteristics and are manually requested and set by the Automatic Train Monitoring (ATS) subsystem. Traffic zones are formed by routes from road sections to traffic lights or from traffic lights to traffic lights, and traffic lights can be set as virtual traffic lights or physical traffic lights; Multiple RM or EUM mode downgraded trains are permitted to operate within the route protection zone.

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