An unmanned emergency braking control method and system for subway vehicles

Abstract

This application discloses an unmanned alert emergency braking control method and system based on subway vehicles, relating to the field of rail transit technology. It solves the technical problem that existing unmanned alert systems use fixed-cycle unmanned alert detection, resulting in an inability to adapt to different actual driving conditions and thus low overall detection efficiency. The method involves: acquiring a driver's cab occupancy signal; acquiring train operation data when the driver's cab occupancy signal is valid; generating an alert detection cycle based on the train operation data; collecting alert signals based on the alert detection cycle; and generating train control signals based on the alert signals. The control signals include operation signals and no-operation signals. This achieves an adaptive alert detection cycle, thereby enabling adaptive unmanned alert detection and improving the overall detection efficiency of the train.

Description

Technical Field

[0001] This application belongs to the field of rail transit technology, specifically a method and system for unmanned emergency braking control of subway vehicles. Background Technology

[0002] The EVR (Electronic Vehicle Recorder), commonly known as the "black box," collects information from vehicle subsystems, identifies events, and stores them in a collision avoidance memory. In the event of an accident or incident, the recorded data can be retrieved and analyzed. As the last line of defense for train safety, the design of the unmanned aerial vehicle (UAV) system within the EVR is particularly important. With the rapid development of subway vehicle technology, vehicle safety has become a crucial component of subway operations. The UAV system, related to braking technology, is used to transmit audible and visual alarms to the driver's cab and emergency braking commands to the braking system when the driver is drowsy, absent from their post, or experiences an emergency injury or loss of train control. This allows the train to automatically stop. Therefore, the safety and reliability of the UAV system directly impacts the safe operation of the entire train.

[0003] Existing unmanned emergency braking systems for trains often inspect the driver's cab at fixed pre-set intervals. This one-size-fits-all approach cannot adapt to complex and ever-changing operating environments. In high-risk areas such as high-speed operation, curves, and slopes, fixed intervals cannot provide sufficient safety guarantees. On the other hand, at low speeds or on straight sections, overly frequent alerts may interfere with normal driving operations. As a result, the overall detection efficiency of unmanned emergency braking systems is low. Therefore, there is a need for an unmanned emergency braking control method and system based on subway vehicles. Summary of the Invention

[0004] This application provides a method and system for unmanned emergency braking control based on subway vehicles, which solves the technical problem that existing unmanned emergency systems use fixed cycles for unmanned emergency detection, resulting in an inability to adapt to different actual driving conditions and thus low overall detection efficiency.

[0005] To achieve the above objectives, this application adopts the following technical solution:

[0006] Firstly, a method for unmanned emergency braking control based on subway vehicles is provided, including:

[0007] Acquire driver's cab occupancy signal; when the driver's cab occupancy signal is valid, it indicates that the train driver has inserted the key, the train has started running, and the unattended detection program has also started; when the driver's cab occupancy signal is invalid, it indicates that the train has not yet started, and unattended detection is not required; acquire train operation data, including train speed and train positioning data; generate an alert detection cycle based on the train operation data, and collect alert signals based on the alert detection cycle;

[0008] Train control signals are generated based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals.

[0009] Based on the above technical solution, the unmanned alert emergency braking control method and system for subway vehicles provided in this application acquires the driver's cab occupancy signal; when the driver's cab occupancy signal is valid, train operation data is acquired; an alert detection cycle is generated based on the train operation data; an alert signal is collected based on the alert detection cycle; and a train control signal is generated based on the alert signal. That is, by analyzing the train operation data, different alert detection cycles are generated in a targeted manner to achieve an adaptive alert detection cycle, thereby achieving adaptive unmanned alert detection, ensuring timely unmanned alert detection under different operating conditions, and thus improving the overall detection efficiency of the train.

[0010] In conjunction with the first aspect above, in one possible implementation, the generation of the alert detection cycle based on train operation data includes:

[0011] Extract train speed and train location from train operation data;

[0012] Three-dimensional track data is determined based on train positioning, and reference track data is generated based on train speed, train positioning, and three-dimensional track data.

[0013] The initial alert detection period is obtained, and the alert detection period is adjusted based on the reference track data and train speed to obtain the final alert detection period.

[0014] In conjunction with the first aspect above, in one possible implementation, generating reference track data based on train speed, train positioning, and three-dimensional track data includes:

[0015] The safe braking distance is obtained based on the train speed prediction; the braking distance is the shortest distance that the train can brake to a safe stop at the current speed; the direction of train travel is obtained as the positive direction; the three-dimensional track data within the safe braking distance in the positive direction of train positioning is obtained as the reference track data; the three-dimensional track data is obtained by abstracting the two rails of the track into three-dimensional point set data, and each point in the three-dimensional point set data is the center point of the rail cross section.

[0016] In conjunction with the first aspect above, in one possible implementation, the adjustment of the initial alert detection period based on reference track data and train speed to obtain the alert detection period includes:

[0017] Extract the three-dimensional point set data corresponding to two rails from the frequently tested track data; fit the three-dimensional points in the three-dimensional point set data into a three-dimensional curve; extract several pairs of reference points based on the three-dimensional curve, each pair of reference points containing two three-dimensional points, the two three-dimensional points coming from different three-dimensional curves;

[0018] The adjusted alert detection period is obtained by substituting the train speed, the initial alert detection period, and several pairs of reference points into the period correction function; one expression of the period correction function is as follows:

[0019] ;

[0020] in, To be vigilant about testing cycles, This is the initial alert detection cycle; The quantization function is used to measure the speed effect; Quantization function for orbital influence; For train speed; and There is a pair of reference points, and the reference points are numbered i.

[0021] In conjunction with the first aspect above, in one possible implementation, the extraction of several pairs of reference points based on three-dimensional curves includes:

[0022] Obtain longitudinal tangent planes corresponding to several sleepers. At the intersection of the three-dimensional curve and the longitudinal tangent plane, the tangent line of the three-dimensional curve is perpendicular to the longitudinal tangent plane.

[0023] The three-dimensional points where two three-dimensional curves intersect with the same longitudinal tangent plane are denoted as a pair of reference points.

[0024] In conjunction with the first aspect above, in one possible implementation, the generation of train control signals based on alert signals includes:

[0025] Extract non-zero speed signals, non-fully automated driving signals, and unmanned alert bypass trigger signals from the alert signals;

[0026] Determine if the non-zero speed signal is "1". If the non-zero speed signal is "1", it means that the train's speed is greater than zero. If the non-zero speed signal is "0", the train's speed is zero when the doors are locked. Trains at zero speed do not need to undergo unattended detection.

[0027] If yes, determine if the non-fully automated driving signal is "1"; if the non-fully automated driving signal is "1", it means the train is not in fully automated driving mode; if the non-fully automated driving signal is "0", it means the train is in fully automated driving mode; trains in fully automated driving mode do not need to perform unattended detection; if yes, when the unattended bypass trigger signal is "0", it means the unattended bypass switch has not been operated, and unattended detection is not required; when the unattended bypass trigger signal is "1", it means the unattended bypass switch has been triggered, and unattended detection is required; generate a no-operation signal; otherwise, obtain the unattended button status and generate an operation signal based on the unattended button status; otherwise, generate a no-operation signal.

[0028] No, then a no-operation signal is generated.

[0029] In conjunction with the first aspect above, in one possible implementation, generating the operation signal based on the unattended alert button state includes:

[0030] When the unattended alert button is in state "1", it indicates that the unattended alert button has been pressed. The value of timer one is acquired, and it is determined whether the value is greater than a set warning threshold one. The specific value of warning threshold one is manually set; in this embodiment, warning threshold one is 2.5 seconds. If yes, when the value is greater than braking threshold one, a level two alarm signal is generated, and train operation data is acquired. An emergency braking signal is generated based on the train operation data. When the value is less than or equal to braking threshold one, a level one alarm signal is generated. If no, a re-check signal is generated.

[0031] When the unattended alert button is in the state of "0", it indicates that the unattended alert button is released. The value of timer two is acquired, and it is determined whether the value is greater than a set warning threshold two. The specific value of the warning threshold one is manually set; in this embodiment, the warning threshold two is 30 seconds. If yes, when the value is greater than the braking threshold two, a level two alarm signal is generated, and train operation data is acquired. An emergency braking signal is generated based on the train operation data. When the value is less than or equal to the braking threshold two, a level one alarm signal is generated. If no, a re-check signal is generated. The specific value of the braking threshold two is manually set, and the braking threshold two is greater than the warning threshold two; in this embodiment, the braking threshold is 32.5 seconds.

[0032] In conjunction with the first aspect above, in one possible implementation, generating an emergency braking signal based on train operation data includes:

[0033] Extract train speed from train operation data;

[0034] When the train speed is less than the set high-speed threshold, a regular braking signal is generated, which includes braking deceleration; the specific value of the high-speed threshold is set by experts.

[0035] When the train speed exceeds the set high-speed threshold, a graded braking signal is generated based on the train speed; the graded braking signal includes a set of braking decelerations.

[0036] In conjunction with the first aspect above, in one possible implementation, generating graded braking signals based on train speed includes:

[0037] Based on the train speed, a set of corresponding braking decelerations is obtained by querying the deceleration classification table, and the set of braking decelerations is integrated into a graded braking signal.

[0038] One configuration of the deceleration classification table includes:

[0039] Obtain the set speed grading step size and high-speed threshold, and label them as BV and GV respectively; set BV to BV+N×GV as a speed grading interval; where N=1,2,…;

[0040] Substituting the maximum speed of each speed grade interval into the deceleration adjustment function yields the braking deceleration corresponding to that speed grade interval; one expression of the deceleration adjustment function is as follows:

[0041] ;

[0042] in, This represents the braking deceleration corresponding to the Nth speed range. This is the initial braking deceleration;

[0043] Each speed grade interval is used as a query item; the braking deceleration corresponding to each speed grade interval and the speed grade interval preceding it is used as a set of braking decelerations corresponding to the speed grade interval.

[0044] Secondly, this application provides an unmanned emergency braking control device for subway vehicles, comprising: a processor and a storage medium; the storage medium includes instructions, and the processor is used to execute the instructions to implement the method described in the first aspect and any possible implementation thereof. This unmanned emergency braking control device for subway vehicles can be an electronic device or a chip within an electronic device.

[0045] Thirdly, this application provides an unmanned alert emergency braking control system based on subway vehicles, including: a data acquisition module, a data processing module and an alarm module;

[0046] The data acquisition module includes an operational data acquisition unit and an alert signal acquisition unit;

[0047] The operational data acquisition unit is used to collect routine test operational data; the alert signal acquisition unit is used to collect driver's cab occupancy signals and alert signals.

[0048] The data processing module includes an alert cycle generation unit and a control signal generation unit;

[0049] The alert cycle generation unit is used to generate an alert detection cycle based on train operation data; the control signal generation unit is used to generate train control signals based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals;

[0050] The alarm module is used to trigger an alarm based on the primary alarm signal and the secondary alarm signal.

[0051] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a metro vehicle-based unattended emergency braking control device, cause the metro vehicle-based unattended emergency braking control device to perform the method described in the first aspect and any possible implementation thereof.

[0052] Fifthly, this application provides a computer program product containing instructions that, when run on an unattended emergency braking control device based on a subway vehicle, causes the unattended emergency braking control device based on a subway vehicle to perform the methods described in the first aspect and any possible implementation thereof.

[0053] This application provides a method and system for unmanned alert emergency braking control based on subway vehicles. It can acquire driver's cab occupancy signals; when the driver's cab occupancy signal is valid, acquire train operation data; generate an alert detection cycle based on the train operation data; collect alert signals based on the alert detection cycle; and generate train control signals based on the alert signals. In other words, by analyzing train operation data, different alert detection cycles are generated to achieve adaptive alert detection cycles, thereby achieving adaptive unmanned alert detection and ensuring timely unmanned alert detection under different operating conditions; thus improving the overall detection efficiency of the train.

[0054] It should be understood that the descriptions of technical features, technical solutions, beneficial effects, or similar language in this application do not imply that all features and advantages can be achieved in any single embodiment. Rather, it is understood that the description of a feature or beneficial effect means that a specific technical feature, technical solution, or beneficial effect is included in at least one embodiment. Therefore, the descriptions of technical features, technical solutions, or beneficial effects in this specification do not necessarily refer to the same embodiment. Furthermore, the technical features, technical solutions, and beneficial effects described in this embodiment can be combined in any suitable manner. Those skilled in the art will understand that embodiments can be implemented without one or more specific technical features, technical solutions, or beneficial effects of a particular embodiment. In other embodiments, additional technical features and beneficial effects may be identified in specific embodiments that do not embody all embodiments. Attached Figure Description

[0055] To more clearly illustrate the technical solutions in the embodiments of 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 only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0056] Figure 1 This is a schematic diagram illustrating the steps of the unattended emergency braking control method in this application;

[0057] Figure 2 This is a schematic diagram of the overall process of the unattended emergency braking control method in this application;

[0058] Figure 3 This is a schematic diagram of the module connections for the unattended emergency braking control system in this application. Detailed Implementation

[0059] The technical solutions of this application will be clearly and completely described below with reference to the embodiments. 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 scope of protection of this application.

[0060] Please see Figure 1 - Figure 2 The first aspect of this application provides a method for unmanned emergency braking control of subway vehicles, comprising:

[0061] The system acquires a driver's cab occupancy signal. When the driver's cab occupancy signal is valid, it indicates that the driver has inserted the key, the train has started running, and the unattended detection procedure is initiated. When the driver's cab occupancy signal is invalid, it indicates that the train has not yet started and unattended detection is not required. The system acquires train operation data, including train speed and positioning. An alert detection cycle is generated based on the train operation data, and alert signals are collected based on this cycle. These alert signals include non-zero speed signals, non-fully automated driving signals, and unattended bypass trigger signals. Specifically, when the driver's cab occupancy signal is valid, it determines whether the driver has performed any operation. After each operation, train operation data is acquired, an alert detection cycle is generated based on this data, and alert signals are collected based on this cycle. The alert detection cycle timing begins. If there is an operation within the alert detection cycle, train operation data is acquired again, and a new alert signal is generated. The timing restarts. If there is no operation within the alert detection cycle, alert signal collection begins.

[0062] Train control signals are generated based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals.

[0063] Based on the above technical solution, the unmanned alert emergency braking control method and system for subway vehicles provided in this application acquires the driver's cab occupancy signal; when the driver's cab occupancy signal is valid, train operation data is acquired; an alert detection cycle is generated based on the train operation data; an alert signal is collected based on the alert detection cycle; and a train control signal is generated based on the alert signal. That is, by analyzing the train operation data, different alert detection cycles are generated in a targeted manner to achieve an adaptive alert detection cycle, thereby achieving adaptive unmanned alert detection, ensuring timely unmanned alert detection under different operating conditions, and thus improving the overall detection efficiency of the train.

[0064] In one possible implementation, an alert detection cycle is generated based on train operation data, including: extracting train speed and train location from the train operation data;

[0065] Three-dimensional track data is determined based on train positioning, and reference track data is generated based on train speed, train positioning, and three-dimensional track data.

[0066] The initial alert detection period is obtained by adjusting the initial alert detection period based on the reference track data and train speed. It can be understood that the initial alert detection period must be adjusted after each control signal is generated to obtain the next alert detection period; in this embodiment, the initial alert detection period is 10 seconds.

[0067] In one possible implementation, reference track data is generated based on train speed, train positioning, and three-dimensional track data, including: estimating a safe braking distance based on train speed; the braking distance is the shortest distance the train can brake at the current speed until it stops safely; obtaining the direction of train travel as the positive direction; obtaining three-dimensional track data within the safe braking distance in the positive direction of train positioning as reference track data; the three-dimensional track data is obtained by abstracting the two rails of the track into three-dimensional point set data, where each point in the three-dimensional point set data is the center point of the rail cross-section.

[0068] In one possible implementation, the alert detection period is obtained by adjusting the initial alert detection period based on reference track data and train speed, including: extracting three-dimensional point set data corresponding to two rails in the reference track data; fitting the three-dimensional points in the three-dimensional point set data into a three-dimensional curve; and extracting three-dimensional points based on the three-dimensional curve to obtain several pairs of reference points, each pair of reference points containing two three-dimensional points, the two three-dimensional points coming from different three-dimensional curves.

[0069] The adjusted alert detection period is obtained by substituting the train speed, the initial alert detection period, and several pairs of reference points into the period correction function; one expression of the period correction function is as follows:

[0070] ;

[0071] in, To be vigilant about testing cycles, This is the initial alert detection cycle; The quantization function is used to measure the speed effect; Quantization function for orbital influence; For train speed; and There is a pair of reference points, and the reference points are numbered i;

[0072] One way to express the effect of speed on the quantization function is as follows:

[0073] ;

[0074] in, The quantification weight coefficient is one; The unit speed is set; this embodiment quantifies the influence of the measured speed using the above formula.

[0075] One form of the orbital influence quantization function is:

[0076] ;

[0077] in, The quantization weight coefficient is two, and In this embodiment ; For single-track quantization weighting coefficients, These are dual-track quantization weighting coefficients; the specific values ​​of the single-track quantization weighting coefficients and dual-track quantization weighting coefficients in this embodiment are set empirically, and... , ; The unit angle is set, and the specific value is set by experts; i is the reference point number, i=1, 2, ..., I; I is the total number of reference points; This is a function to calculate the angle between the line connecting points A and B and the horizontal plane; specifically,

[0078] ;

[0079] Where the coordinates of point A are The coordinates of point B are: ;at this time:

[0080] ;

[0081] ;

[0082] ;

[0083] in, The corresponding coordinates are ; The corresponding coordinates are .

[0084] This embodiment assesses the difficulty of train braking based on train speed and track conditions. The higher the train speed, the greater the probability of problems during braking, requiring an increased frequency of unmanned inspections to detect unmanned situations promptly and prepare for braking as early as possible. The more complex the track conditions, such as uphill / downhill slopes and left / right track inclinations, the greater the difficulty of train braking. Therefore, an increased frequency of unmanned inspections is also necessary to detect unmanned situations promptly and prepare for braking as early as possible.

[0085] It is understandable that the coordinates of the three-dimensional points mentioned above are the result of converting their corresponding latitude, longitude, and altitude into Cartesian coordinates.

[0086] In one possible implementation, a number of pairs of reference points are obtained by extracting three-dimensional points based on a three-dimensional curve, including: obtaining a number of longitudinal tangent planes corresponding to sleepers, wherein at the intersection of the three-dimensional curve and the longitudinal tangent plane, the tangent of the three-dimensional curve is perpendicular to the longitudinal tangent plane.

[0087] The three-dimensional points where two three-dimensional curves intersect with the same longitudinal tangent plane are denoted as a pair of reference points.

[0088] In one possible implementation, train control signals are generated based on alert signals, including:

[0089] Extract non-zero speed signals, non-fully automated driving signals, and unmanned alert bypass trigger signals from the alert signals;

[0090] Determine if the non-zero speed signal is "1". If the non-zero speed signal is "1", it means that the train's speed is greater than zero. If the non-zero speed signal is "0", the train's speed is zero when the doors are locked. Trains at zero speed do not need to undergo unattended detection.

[0091] If yes, determine if the non-fully automated driving signal is "1"; if the non-fully automated driving signal is "1", it means the train is not in fully automated driving mode; if the non-fully automated driving signal is "0", it means the train is in fully automated driving mode; trains in fully automated driving mode do not need to perform unattended detection; if yes, when the unattended bypass trigger signal is "0", it means the unattended bypass switch has not been operated, and unattended detection is not required; when the unattended bypass trigger signal is "1", it means the unattended bypass switch has been triggered, and unattended detection is required; generate a no-operation signal; otherwise, obtain the unattended button status and generate an operation signal based on the unattended button status; otherwise, generate a no-operation signal.

[0092] No, then a no-operation signal is generated.

[0093] In one possible implementation, generating an operation signal based on the state of the unattended alarm button includes: when the unattended alarm button state is "1", it indicates that the unattended alarm button has been pressed; acquiring the value of timer one, determining whether the value is greater than a set warning threshold one, the specific value of warning threshold one being manually set, in this embodiment warning threshold one being 2.5 seconds; if yes, then when the value is greater than braking threshold one, generating a secondary alarm signal, simultaneously acquiring train operation data, generating an emergency braking signal based on the train operation data, and when the value is less than or equal to braking threshold one, generating a primary alarm signal; otherwise, generating a re-check signal; the specific value of braking threshold one is manually set, and braking threshold one is greater than... The first warning threshold is 5 seconds, which is used in this embodiment to brake. The first-level warning signal is a low-level warning signal, used only to remind relevant personnel that there is no feedback operation in a short period of time. The second-level warning signal is a high-level warning signal, used to warn relevant personnel to perform an emergency braking procedure. The re-check signal is a signal to re-check the alert signal. Specifically, the non-zero speed signal, the non-fully automated driving signal, and the unmanned alert bypass trigger signal are extracted from the alert signal. It is determined whether the non-zero speed signal is "1". If yes, it is determined whether the non-fully automated driving signal is "1". If yes, when the unmanned alert bypass trigger signal is "0", an empty operation signal is generated. Otherwise, the unmanned alert button status is obtained, and an operation signal is generated based on the unmanned alert button status. If no, an empty operation signal is generated.

[0094] When the unattended alert button is in the state of "0", it indicates that the unattended alert button is released. The value of timer two is acquired, and it is determined whether the value is greater than a set warning threshold two. The specific value of the warning threshold one is manually set; in this embodiment, the warning threshold two is 30 seconds. If yes, when the value is greater than the braking threshold two, a level two alarm signal is generated, and train operation data is acquired. An emergency braking signal is generated based on the train operation data. When the value is less than or equal to the braking threshold two, a level one alarm signal is generated. If no, a re-check signal is generated. The specific value of the braking threshold two is manually set, and the braking threshold two is greater than the warning threshold two; in this embodiment, the braking threshold is 32.5 seconds.

[0095] Since the pressed and released states of the button when no one is alert represent different situations, this embodiment analyzes the two processes separately and sets different thresholds to facilitate handling different situations.

[0096] Specifically, this embodiment analyzes four scenarios: When the vehicle is not at zero speed and not fully automated, and the driver's side unattended warning device button is released for more than 2.5 seconds without a warning bypass, the speedometer unattended warning audible and visual alarm is triggered; when the vehicle is not at zero speed and not fully automated, and the driver's side unattended warning device button is released for 5 seconds without a warning bypass, the emergency braking unit is triggered to control the vehicle to stop; when the vehicle is not at zero speed and not fully automated, and the driver's side unattended warning device button is pressed for more than 30 seconds without a warning bypass, the speedometer unattended warning audible and visual alarm is triggered; when the vehicle is not at zero speed and not fully automated, and the driver's side unattended warning device button is pressed for more than 32.5 seconds without a warning bypass, the emergency braking unit is triggered to control the vehicle to stop.

[0097] In one possible implementation, generating an emergency braking signal based on train operation data includes: extracting the train speed from the train operation data;

[0098] When the train speed is less than the set high-speed threshold, a regular braking signal is generated, which includes braking deceleration; the specific value of the high-speed threshold is set by experts.

[0099] When the train speed exceeds the set high-speed threshold, a graded braking signal is generated based on the train speed; the graded braking signal includes a set of braking decelerations.

[0100] In one possible implementation, generating graded braking signals based on train speed includes: querying a deceleration grade table based on train speed to obtain a set of corresponding braking decelerations, and integrating the set of braking decelerations into graded braking signals;

[0101] One way to construct a deceleration classification table includes: obtaining a set velocity classification step size and a high-speed threshold, and marking them as BV and GV respectively; setting BV to BV+N×GV as a velocity classification interval; where N=1, 2, ...;

[0102] Substituting the maximum speed of each speed grade interval into the deceleration adjustment function yields the braking deceleration corresponding to that speed grade interval; one expression of the deceleration adjustment function is as follows:

[0103] ;

[0104] in, This represents the braking deceleration corresponding to the Nth speed range. This is the initial braking deceleration;

[0105] Each speed grade interval is used as a query item; the braking deceleration corresponding to each speed grade interval and the speed grade interval before it is used as a set of braking decelerations corresponding to the speed grade interval.

[0106] It is understandable that the first speed grade interval is (BV, BV+GV], and the Nth speed grade interval is (BV+(N-1)×GV, BV+N×GV]; the braking deceleration corresponding to the first speed grade interval includes the initial braking deceleration and the braking deceleration corresponding to the speed grade interval; the braking deceleration corresponding to the Nth speed grade interval includes the initial braking deceleration and the braking deceleration corresponding to the first speed grade interval to the Nth speed grade interval; it is understandable that during deceleration, deceleration is performed sequentially according to the braking deceleration corresponding to the speed grade interval, that is, deceleration is performed sequentially according to the deceleration from small to large; it is understandable that, except for the deceleration time corresponding to the minimum braking deceleration, the deceleration time of each braking deceleration is the time taken for the train to decrease from the maximum speed to the minimum speed of the speed grade interval under the stated braking deceleration; the deceleration time of the minimum braking deceleration is the time taken for the train to decrease from the train speed to the minimum speed of the speed grade interval under the minimum braking deceleration.

[0107] It is understandable that the various thresholds in this plan were set by experts based on actual train operation conditions;

[0108] Secondly, this application provides an unmanned emergency braking control device for subway vehicles, comprising: a processor and a storage medium; the storage medium includes instructions, and the processor is used to execute the instructions to implement the method described in the first aspect and any possible implementation thereof. This unmanned emergency braking control device for subway vehicles can be an electronic device or a chip within an electronic device.

[0109] Traditional unmanned alert functions are controlled by the train control system. In the event of a major accident, the train control system may be damaged, thus failing to guarantee the normal response of the unmanned alert function and compromising train safety.

[0110] Please see Figure 3 Thirdly, this application provides an unmanned alert emergency braking control system based on subway vehicles, including: a data acquisition module, a data processing module, and an alarm module;

[0111] The data acquisition module includes a running data acquisition unit and a warning signal acquisition unit;

[0112] The operation data acquisition unit is used to collect routine test operation data; the alert signal acquisition unit is used to collect driver's cab occupancy signals and alert signals.

[0113] The data processing module includes an alert cycle generation unit and a control signal generation unit;

[0114] The alert cycle generation unit is used to generate an alert detection cycle based on train operation data; the control signal generation unit is used to generate train control signals based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals;

[0115] The alarm module is used to trigger alarms based on the primary alarm signal and the secondary alarm signal.

[0116] Fourthly, this application provides a computer-readable storage medium storing instructions that, when executed on a metro vehicle-based unattended emergency braking control device, cause the metro vehicle-based unattended emergency braking control device to perform the method described in the first aspect and any possible implementation thereof.

[0117] Fifthly, this application provides a computer program product containing instructions that, when run on an unattended emergency braking control device based on a subway vehicle, causes the unattended emergency braking control device based on a subway vehicle to perform the methods described in the first aspect and any possible implementation thereof.

[0118] Some of the data in the above formula are calculated by removing dimensions and taking their numerical values. The formula is the closest to the real situation obtained by software simulation of a large amount of collected data. The preset parameters and preset thresholds in the formula are set by those skilled in the art according to the actual situation or obtained through simulation of a large amount of data.

[0119] How this application works:

[0120] By acquiring the driver's cab occupancy signal; when the driver's cab occupancy signal is valid, acquiring train operation data; generating an alert detection cycle based on the train operation data; collecting alert signals based on the alert detection cycle; and generating train control signals based on the alert signals, the system analyzes the train operation data to generate different alert detection cycles in a targeted manner. This achieves an adaptive alert detection cycle, thereby enabling adaptive unmanned alert detection and ensuring timely unmanned alert detection under different operating conditions. This, in turn, improves the overall detection efficiency of the train.

[0121] The above embodiments are only used to illustrate the technical methods of this application and are not intended to limit it. Although this application has been described in detail with reference to preferred embodiments, those skilled in the art should understand that modifications or equivalent substitutions can be made to the technical methods of this application without departing from the spirit and scope of the technical methods of this application.

Claims

1. A subway vehicle-based unguarded emergency braking control method, characterized by, include: Obtain the driver's cab possession signal; When the driver's cab occupancy signal is valid, train operation data is acquired; An alert detection cycle is generated based on train operation data, including: Extract train speed and train location from train operation data; Three-dimensional track data is determined based on train positioning, and reference track data is generated based on train speed, train positioning, and three-dimensional track data. The initial alert detection period is obtained, and the alert detection period is adjusted based on reference track data and train speed to obtain the final alert detection period; this includes: Extract the three-dimensional point set data corresponding to two rails from the frequently tested track data; fit the three-dimensional points in the three-dimensional point set data into a three-dimensional curve; extract several pairs of reference points based on the three-dimensional curve, each pair of reference points containing two three-dimensional points, the two three-dimensional points coming from different three-dimensional curves; The adjusted alert detection period is obtained by substituting the train speed, the initial alert detection period, and several pairs of reference points into the period correction function; one expression of the period correction function is as follows: ； wherein, is an initial alert detection period, is an initial alert detection period; is a speed impact quantification function; is a track impact quantification function; is a train speed; and is a pair of reference points, and the reference points are numbered i; The alert signal is collected based on the alert detection cycle, including: collecting alert signals within the alert detection cycle, wherein the alert signals include non-zero speed signals, non-fully automated driving signals and unmanned alert bypass trigger signals; Train control signals are generated based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals.

2. The method of claim 1, wherein the method is based on an emergency braking control of a subway vehicle. The generation of reference track data based on train speed, train positioning, and three-dimensional track data includes: The safe braking distance is obtained based on the train speed prediction; the direction of train travel is obtained as the positive direction; and the three-dimensional track data within the safe braking distance in the positive direction of train positioning is obtained as reference track data.

3. The unmanned emergency braking control method for subway vehicles according to claim 1, characterized in that, The method of extracting three-dimensional points based on three-dimensional curves yields several pairs of reference points, including: Obtain longitudinal tangent planes corresponding to several sleepers. At the intersection of the three-dimensional curve and the longitudinal tangent plane, the tangent line of the three-dimensional curve is perpendicular to the longitudinal tangent plane. The three-dimensional points where two three-dimensional curves intersect with the same longitudinal tangent plane are denoted as a pair of reference points.

4. The unmanned emergency braking control method for subway vehicles according to claim 1, characterized in that, The train control signals generated based on alert signals include: Extract non-zero speed signals, non-fully automated driving signals, and unmanned alert bypass trigger signals from the alert signals; Determine if the non-zero speed signal is "1". If yes, determine if the non-fully automated driving signal is "1"; if yes, generate a no-operation signal when the unattended alert bypass trigger signal is "0"; otherwise, obtain the unattended alert button status and generate an operation signal based on the unattended alert button status; otherwise, generate a no-operation signal. No, then a no-operation signal is generated.

5. The unmanned emergency braking control method for subway vehicles according to claim 4, characterized in that, The generation of operation signals based on the unattended alert button status includes: When the no-warning button is in the "1" state; the value of timer one is obtained, and it is determined whether the value is greater than the set warning threshold one; if yes, when the value is greater than the braking threshold one, a level two alarm signal is generated, and at the same time, train operation data is obtained, and an emergency braking signal is generated based on the train operation data; when the value is less than or equal to the braking threshold one, a level one alarm signal is generated; otherwise, a re-check signal is generated. When the unattended alert button is in the state of "0", the value of timer two is obtained, and it is determined whether the value is greater than the set warning threshold two. If yes, when the value is greater than the braking threshold two, a level two alarm signal is generated, and at the same time, train operation data is obtained, and an emergency braking signal is generated based on the train operation data. When the value is less than or equal to the braking threshold two, a level one alarm signal is generated. If no, a re-check signal is generated.

6. The unmanned emergency braking control method for subway vehicles according to claim 1, characterized in that, The generation of emergency braking signals based on train operation data includes: Extract train speed from train operation data; When the train speed is less than the set high-speed threshold, a normal braking signal is generated, which includes braking deceleration. When the train speed exceeds the set high-speed threshold, a graded braking signal is generated based on the train speed; the graded braking signal includes a set of braking decelerations.

7. The unmanned emergency braking control method for subway vehicles according to claim 6, characterized in that, The generation of graded braking signals based on train speed includes: Based on the train speed, a set of corresponding braking decelerations is obtained by querying the deceleration classification table, and the set of braking decelerations is integrated into a graded braking signal. One configuration of the deceleration classification table includes: Obtain the set speed grading step size and high-speed threshold, and label them as BV and GV respectively; set BV to BV+N×GV as a speed grading interval; where N=1,2,…; Substitute the maximum speed of each speed grade interval into the deceleration adjustment function to obtain the braking deceleration corresponding to the speed grade interval; Each speed grade interval is used as a query item; the braking deceleration corresponding to each speed grade interval and the speed grade interval preceding it is used as a set of braking decelerations corresponding to the speed grade interval.

8. A non-disciplined emergency braking control system for subway vehicles, based on the application of the non-disciplined emergency braking control method for subway vehicles according to any one of claims 1-7, characterized in that, include: Data acquisition module, data processing module, and alarm module; The data acquisition module includes an operational data acquisition unit and an alert signal acquisition unit; The operational data acquisition unit is used to collect routine test operational data; the alert signal acquisition unit is used to collect driver's cab occupancy signals and alert signals. The data processing module includes an alert cycle generation unit and a control signal generation unit; The alert cycle generation unit is used to generate an alert detection cycle based on train operation data; the control signal generation unit is used to generate train control signals based on alert signals; the control signals include operation signals and no-operation signals; the operation signals include re-inspection signals, first-level alarm signals, second-level alarm signals, and emergency braking signals; The alarm module is used to trigger an alarm based on the primary alarm signal and the secondary alarm signal.

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