Perception-based vehicle-mounted standby protection system and protection method of train

Abstract

The invention provides a perception-based vehicle-mounted standby protection system and a protection method of a train, and belongs to the technical field of rail transit control, and the system comprises a communication unit, a perception unit, a receiving unit and a calculation unit; the communication unit is used for communicating with a train management server on the ground; the sensing unit is used for collecting first environment information around the train, and the first environment information comprises obstacle information and track state information; the receiving unit is used for receiving second environment information of the train management server, and the second environment information comprises the running state of the whole train; and the calculation unit is used for performing data processing based on the first environment information and the second environment information to obtain a protection decision of the train. According to the vehicle-mounted standby protection system based on perception, the perception function and the decision making function are integrated, the protection decision is determined based on the obstacle, the rail state and the running state of the whole train, and therefore degradation running is not needed under the condition that a train signal system fails, and it is ensured that the whole train is not affected.

Description

Technical Field

[0001] This application relates to the field of rail transit control technology, and in particular to a perception-based on-board backup protection system and a train protection method. Background Technology

[0002] Currently, the control system for urban rail trains has evolved from a Communication Based Train Control System (CBTC) to a Fully Automatic Operation (FAO) system. The efficient operation of urban rail trains heavily relies on the high availability of the FAO system. Although existing signaling systems have been designed with maximum redundancy, there are still scenarios where signaling systems may fail. If an individual train degrades its operation due to a signaling system failure, that train will reduce its speed, potentially causing varying degrees of speed reduction across the entire line and resulting in delays. Summary of the Invention

[0003] This application provides a perception-based on-board backup protection system and a train protection method, aiming to solve the problem of varying degrees of speed reduction across the entire train line caused by signal system failure leading to degradation.

[0004] In one aspect, this application provides a perception-based vehicle backup protection system, including a communication unit, a sensing unit, a receiving unit, and a computing unit; The communication unit is used to communicate with the ground-based train management server; The sensing unit is used to collect primary environmental information around the train, which includes obstacle information and track status information. The receiving unit is used to receive the second environmental information from the train management server, which includes the operating status of all trains on the line. The computing unit is used to process data based on the first environmental information and the second environmental information to obtain the train's protection decision.

[0005] As one embodiment, the communication unit is also used to communicate with the ground backup dispatching system through the train management server, and the receiving unit is also used to receive dispatching instructions from the backup dispatching system. Furthermore, the computing unit is used to process data based on the first environmental information, the second environmental information, and the scheduling instructions to obtain the train's protection decision.

[0006] As an example, track status information includes sensing information of trackside signal lights and sensing information of turnouts.

[0007] As one embodiment, the communication unit is also used to communicate with the ground switch machine, and the receiving unit is also used to receive the broadcast signal of the ground switch machine; Furthermore, the computing unit is used to process data based on the first environmental information, the second environmental information, broadcast signals, and dispatch instructions to obtain the train's protection decision.

[0008] As one embodiment, the sensing unit is the sensing unit of an on-board active obstacle sensing system.

[0009] Secondly, this application also provides a method for protecting trains, including: In protection mode, the system receives the first environmental information around the train, which includes obstacle information and track status information. Receive second environmental information from the train management server, which includes the operating status of all trains on the line; Based on the first and second environmental information, data processing is performed to obtain the train's protection decision.

[0010] As one example, before obtaining the train's protection decision, the process also includes receiving dispatch instructions from the backup dispatch system; Furthermore, based on the first environmental information, the second environmental information, and the dispatching instructions, data processing is performed to obtain the train's protection decision.

[0011] As one example, the process of receiving a broadcast signal from a ground switch machine is included before obtaining a protection decision for the train; Furthermore, data processing is performed based on the first environmental information, the second environmental information, broadcast signals, and dispatch instructions to obtain the train's protection decision.

[0012] Thirdly, this application also provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, it implements any of the above-mentioned train protection methods.

[0013] Fourthly, this application also provides a non-transitory computer-readable storage medium storing a computer program that, when executed by a processor, implements any of the above-described train protection methods.

[0014] Fifthly, this application also provides a computer program product, which includes a computer program that, when executed by a processor, implements any of the above-described train protection methods. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is one of the structural schematic diagrams of the perception-based vehicle backup protection system provided in this application; Figure 2 This is the second structural schematic diagram of the perception-based vehicle backup protection system provided in this application; Figure 3 This is one of the flowcharts illustrating the train protection method provided in this application.

[0017] Figure 4 This is a schematic diagram of the structure of the electronic device provided in this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions 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, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It should be noted that, in the description of this application, 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 that element.

[0020] The terms "first," "second," etc., used in this application are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class, without limiting the number of objects; for example, a first object can be one or more. Furthermore, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects have an "or" relationship.

[0021] The following is combined with Figures 1 to 4 This application describes the perception-based on-board backup protection system and the protection method for trains provided in this application.

[0022] Figure 1 This is one of the structural schematic diagrams of the perception-based vehicle backup protection system provided in this application; Figure 2 This is the second structural schematic diagram of the perception-based vehicle backup protection system provided in this application; Combination Figure 1 and Figure 2 As shown, the perception-based vehicle backup protection system provided in this application includes a communication unit 110, a perception unit 120, a receiving unit 130, and a computing unit 140.

[0023] The communication unit 110 is used to communicate with the ground train management server through the vehicle-to-ground communication network.

[0024] The sensing unit 120 is used to collect first environmental information around the train, including obstacle information and track status information.

[0025] In one possible implementation, the sensing unit includes sensing devices such as radar and image acquisition devices. Track status information includes sensing information from trackside signal lights and sensing information from turnouts.

[0026] Using onboard sensing units to obtain information about the environment surrounding the train is the most direct and reliable method. Information about obstacles, trackside signal lights, and switches around the train directly influences the train's safety decisions.

[0027] The receiving unit 130 is used to receive second environmental information from the train management server. The second environmental information includes the operating status of all trains on the line (including the position, speed, and direction of other trains). The train management server can collect the operating status of all trains on the line and transmit it to the onboard backup protection system via the vehicle-to-ground communication network. The onboard backup protection system can determine the relative information (such as relative position and relative speed) between its train and other trains on the line.

[0028] The computing unit 140 is used to process data based on the first environmental information and the second environmental information to obtain the protection decision of the train.

[0029] Specifically, the computing unit determines whether there are obstacles in front of the train, the relative position of the obstacles and the train, the status of the trackside signal lights, the opening direction and status of the switches, and the collision risk between the train and the cars in front and behind it, based on the first environmental information and the second environmental information. The protection decision for the train is determined based on this information, including the train speed limit instruction.

[0030] Existing Automatic Train Protection (ATP) systems determine protection decisions based on electronic maps and the train's own location information. In this embodiment, a perception-based onboard backup protection system integrates perception and decision-making functions. It determines protection decisions based on obstacles, track conditions, and the overall operating status of all trains on the line. Thus, the onboard backup protection system provides train protection even in the event of a train signaling system failure, eliminating the need for train degraded operation and ensuring that all trains on the line are unaffected.

[0031] In one possible implementation, such as Figure 2 As shown, the communication unit is also used to communicate with the ground-based backup dispatching system via the train management server, and the receiving unit is also used to receive dispatching instructions from the backup dispatching system. Dispatch instructions are manual dispatching instructions issued by ground dispatchers through the backup dispatching system, including remote control instructions, temporary speed limit instructions for certain sections of the track, etc.

[0032] In this embodiment, the computing unit is used to process data based on the first environmental information, the second environmental information, and the scheduling instructions to obtain the protection decision for the train.

[0033] In this embodiment, the perception-based on-board backup protection system integrates environmental information and ground-based manual dispatch instructions to obtain protection decisions, ensuring that the protection decisions meet both the requirements of manual dispatch and the safety of the train.

[0034] In one possible implementation, the communication unit is also used to communicate with the ground interlocking control system via the train management server, to receive the control timing of the trackside signal lights and / or control signals for the switches from the interlocking control system. Based on these signals, the computing unit can predict the state of the trackside signal lights and / or switches when the vehicle arrives, so as to control the train speed in advance and pass through the trackside signal lights and / or switches without stopping or with small speed fluctuations.

[0035] In one possible implementation, the communication unit is also used to communicate with the ground switch machine, and the receiving unit is also used to receive broadcast signals from the ground switch machine. For example, the switch machine of a newly built line can use a centerless broadcast communication method such as C-V2X to broadcast the turnout direction and status to any approaching train. The train's receiving unit can receive these broadcast signals, which are used to supplement the turnout information of the sensing unit or train management server. In this embodiment, the computing unit is used to perform data processing based on the first environmental information, the second environmental information, the broadcast signals, and the scheduling instructions to obtain the train's protection decision.

[0036] In this embodiment of the application, when the sensing unit and / or train management server of the perception-based on-board backup protection system cannot obtain turnout information, the turnout direction and status information can be obtained directly from the ground switch machine to ensure that the on-board backup protection system obtains accurate protection decisions.

[0037] In one possible implementation, the perception-based vehicle backup protection system includes three modes: tracking mode, monitoring mode, and protection mode.

[0038] When the train is not in operation, the onboard backup protection system is in tracking mode. In tracking mode, the perception-based onboard backup protection system is used to determine the train's location and maintain train-to-ground communication. Under normal train conditions (when the signaling system, ATP system, and other systems are operating normally or in a non-degraded state), the onboard backup protection system is in monitoring mode. In monitoring mode, the perception-based onboard backup protection system performs active obstacle recognition.

[0039] When a train enters a degraded state, the onboard backup protection system enters protection mode. Reasons for train degrade can include positioning system failure, ATP system malfunction, etc. The onboard backup protection system can also be manually activated by staff to enter protection mode.

[0040] In protection mode, the perception-based onboard backup protection system works with the train management server, backup dispatching system, ground switch machine, interlocking control system, and area controller to determine onboard protection decisions.

[0041] In this embodiment, the perception-based on-board backup protection system enters different modes under different train conditions. In different modes, the on-board backup protection system performs different functions and complements other systems of the train, thereby improving the applicability of the perception-based on-board backup protection system.

[0042] In one possible implementation, the perception-based onboard backup protection system can communicate with existing signaling equipment with human-machine interfaces (such as Automatic Train Supervision (ATS, ATP systems, etc.). However, the perception-based onboard backup protection system does not interface with or communicate with peripheral sensing devices (such as speed sensors, accelerometers, Doppler radar, transponders, etc.) in the existing signaling systems (such as ATP systems, Automatic Train Operation (ATO) systems) on the train; that is, the perception-based onboard backup protection system has an independent sensing unit.

[0043] Based on the above, the train management server does not interface or communicate with the existing ground detection equipment such as the section axle counter and track circuit, so that this application does not rely on the sensing signals of the existing ground detection equipment and has an independent source of external sensing signals.

[0044] In this embodiment, the perception-based onboard backup protection system has independent sensing units and independent sensing signal sources, and does not rely on peripheral sensors of existing signaling systems. Therefore, it can work independently, achieving high transmission efficiency and reducing delay rates during peak hours. Furthermore, upon entering a degraded state, the systems that caused the train's degrade (such as the ATP system and positioning system) can be restarted in the background to restore functionality. Once the systems that caused the train's degrade have recovered their functions, the system can switch back to these signaling systems from the backup protection system for train control, thus achieving seamless upgrade and downgrade automation.

[0045] When the FAO system is in operation, the train is unattended and equipped with either an active or passive obstacle sensing system. In existing technologies, under fully automated unattended operation, the sensing unit of the onboard active obstacle sensing system only collects obstacle sensing information (such as obstacle distance signals, images, etc.), and the computing unit processes the obstacle sensing information to obtain obstacle information (such as whether an obstacle exists, the relative position of the obstacle to the train, and the size of the obstacle, etc.), providing the function of identifying and alerting obstacles within the clearance (i.e., the aforementioned monitoring mode), without providing other signal sensing functions or decision-making functions.

[0046] In one possible implementation, the sensing unit of the perception-based vehicle backup protection system is the sensing unit of the vehicle active obstacle perception system. In other words, the hardware device of the sensing unit of the vehicle backup protection system is the same as the hardware device of the sensing unit of the vehicle active obstacle perception system.

[0047] In this embodiment, the functionality of the vehicle-mounted active obstacle perception system has been expanded. Specifically, the perception unit has been augmented with the information it collects. In addition to perceiving obstacles in protection and monitoring modes, the perception unit also perceives track status information in protection mode, including obtaining images and radar information related to trackside signal lights, switches, etc. Furthermore, the computing unit has been enhanced with decision-making capabilities.

[0048] Based on the above, compared with the existing vehicle-mounted active obstacle perception system, the working mode of the computing unit has been added. In addition to the monitoring mode, the perception-based vehicle-mounted backup protection system also has a protection mode and a tracking mode.

[0049] This application's embodiments add new perception and decision-making functions to the existing vehicle-mounted active obstacle perception system, thereby reducing modification costs and efficiently coping with the complex and ever-changing urban rail transit operations.

[0050] In one possible implementation, the backup protection system of this application establishes an independent communication network, completely independent of the train's existing communication system. Thus, in the event of degradation caused by a failure of the existing communication system, the backup protection system can independently complete the signal transmission of sensing and protection decision commands.

[0051] In one possible implementation, such as Figure 1 and 2 As shown, the communication unit communicates through the train's Data Communication Subsystem (DCS). That is, the signal transmission of the backup protection system of this application reuses the train's existing communication system, which can save the cost of adding a new communication system.

[0052] Based on the above, this application also provides a train protection method. This train protection method can be referred to in correspondence with the aforementioned perception-based onboard backup protection system.

[0053] It should be noted that the protection method provided in this application embodiment is implemented using a perception-based on-board backup protection system. This application embodiment uses the computing unit of the perception-based on-board backup protection system as the execution subject to describe the train protection method.

[0054] like Figure 3 As shown, the train protection method provided in this application includes: S310: In protection mode, the system receives first environmental information about the train's surroundings transmitted by the sensing unit. The first environmental information includes obstacle information and track status information.

[0055] S320: Receives the second environmental information transmitted by the receiving unit from the train management server. The second environmental information includes the operating status of all trains on the line.

[0056] S330: Based on the first and second environmental information, data processing is performed to obtain the train's protection decision.

[0057] The perception-based onboard backup protection system of this application integrates perception and decision-making functions. It determines protection decisions based on obstacles, track conditions, and the status of all trains on the line. Thus, the onboard backup protection system can provide train protection in the event of a train signal system failure, without requiring the train to degrade its operation, ensuring that all trains on the line are not affected.

[0058] In one possible implementation, before obtaining the train protection decision (step S330), the system further includes receiving a dispatching instruction from a backup dispatching system. Furthermore, in step S330, data processing is performed based on the first environmental information, the second environmental information, and the dispatching instruction to obtain the train protection decision.

[0059] In this embodiment, the perception-based on-board backup protection system integrates environmental information and ground-based manual dispatch instructions to obtain protection decisions, ensuring that the protection decisions meet both the requirements of manual dispatch and the safety of the train.

[0060] In one possible implementation, before obtaining the train protection decision (step S330), the system further includes receiving a broadcast signal from the ground switch machine. Furthermore, in step S330, data processing is performed based on the first environmental information, the second environmental information, the broadcast signal, and the dispatching instructions to obtain the train protection decision.

[0061] In this embodiment of the application, when the sensing unit and / or train management server of the perception-based on-board backup protection system cannot obtain turnout information, the turnout direction and status information can be obtained directly from the ground switch machine to ensure that the on-board backup protection system obtains accurate protection decisions.

[0062] Figure 4 This is a schematic diagram of the structure of the electronic device provided in this application, such as... Figure 4 As shown, the electronic device may include a processor 410, a communications interface 420, a memory 430, and a communication bus 440. The processor 410, communications interface 420, and memory 430 communicate with each other via the communication bus 440. The processor 410 can call logical instructions in the memory 430 to execute a train protection method. This method includes: in protection mode, receiving first environmental information surrounding the train, including obstacle information and track status information; receiving second environmental information from the train management server, including the operating status of all trains on the line; and performing data processing based on the first and second environmental information to obtain a train protection decision.

[0063] Furthermore, the logical instructions in the aforementioned memory 430 can be implemented as software functional units and, when sold or used as independent products, 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 a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described 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.

[0064] On the other hand, this application also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, and when the program instructions are executed by a computer, the computer can execute the train protection method provided in the above embodiments. The method includes: in protection mode, receiving first environmental information around the train, the first environmental information including obstacle information and track status information; receiving second environmental information from a train management server, the second environmental information including the operating status of all trains on the line; and performing data processing based on the first environmental information and the second environmental information to obtain a train protection decision.

[0065] In another aspect, this application also provides a non-transitory computer-readable storage medium storing a computer program thereon. When executed by a processor, the computer program is implemented to perform the train protection method provided in the above embodiments. The method includes: in a protection mode, receiving first environmental information around the train, the first environmental information including obstacle information and track status information; receiving second environmental information from a train management server, the second environmental information including the operating status of all trains on the line; and performing data processing based on the first environmental information and the second environmental information to obtain a train protection decision.

[0066] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0067] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as read-only memory (ROM) / random access memory (RAM), magnetic disk, optical disk, etc., including several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0068] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application.

Claims

1. A perception-based vehicle backup protection system, characterized in that, It includes a communication unit, a sensing unit, a receiving unit, and a computing unit; The communication unit is used to communicate with the ground-based train management server; The sensing unit is used to collect first environmental information around the train, which includes obstacle information and track status information. The receiving unit is used to receive the second environmental information from the train management server, the second environmental information including the operating status of all trains on the line; The computing unit is used to process data based on the first environmental information and the second environmental information to obtain the protection decision for the train.

2. The perception-based vehicle backup protection system according to claim 1, characterized in that, The communication unit is also used to communicate with the ground backup dispatching system through the train management server, and the receiving unit is also used to receive dispatching instructions from the backup dispatching system. Furthermore, the computing unit is used to perform data processing based on the first environmental information, the second environmental information, and the scheduling instructions to obtain the train's protection decision.

3. The perception-based vehicle backup protection system according to claim 1, characterized in that, The track status information includes the sensing information of trackside signal lights and the sensing information of turnouts.

4. The perception-based vehicle backup protection system according to claim 2, characterized in that, The communication unit is also used to communicate with the ground switch machine, and the receiving unit is also used to receive the broadcast signal from the ground switch machine; Furthermore, the computing unit is used to perform data processing based on the first environmental information, the second environmental information, the broadcast signal, and the scheduling instruction to obtain the train's protection decision.

5. The perception-based vehicle backup protection system according to claim 1, characterized in that, The sensing unit is the sensing unit of the vehicle-mounted active obstacle sensing system.

6. A method for protecting trains, characterized in that, include: In protection mode, the system receives first environmental information about the train's surroundings, including obstacle information and track status information. Receive second environmental information from the train management server, the second environmental information including the operating status of all trains on the line; Based on the first environmental information and the second environmental information, data processing is performed to obtain the train's protection decision.

7. The train protection method according to claim 6, characterized in that, Before obtaining the train's protection decision, it also includes receiving dispatch instructions from the backup dispatch system; Furthermore, based on the first environmental information, the second environmental information, and the scheduling instructions, data processing is performed to obtain the train's protection decision.

8. The train protection method according to claim 7, characterized in that, Before obtaining a protective decision for the train, it also includes receiving broadcast signals from the ground switch machine; Furthermore, based on the first environmental information, the second environmental information, the broadcast signal, and the scheduling instruction, data processing is performed to obtain the train's protection decision.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the train protection method as described in any one of claims 6 to 8.

10. A non-transitory computer-readable storage medium, wherein a computer program is stored on the non-transitory computer-readable storage medium, characterized in that, When the computer program is executed by the processor, it implements the train protection method as described in any one of claims 6 to 8.

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