Autonomous control method and device for rail train, rail train and storage medium

Abstract

The invention relates to the technical field of rail train control, in particular to an autonomous control method and device for a rail train, the rail train and a storage medium, and the method comprises the steps that the current mode of a signal system of the rail train is recognized, the current mode comprises a normal mode and a degradation mode, and the degradation mode is started when the signal system fails; if the current mode is the normal mode, obstacle information, collected by the radar system, in front of the rail train is obtained, and obstacles in the obstacle information do not include the train in front of the rail train; if the current mode is the degradation mode, obstacle information, collected by a radar system, in front of the rail train is obtained, and obstacles in the obstacle information comprise a train in front of the rail train; and controlling the rail train to execute an obstacle protection action according to the obstacle information. Therefore, the problem of collision risk caused by the fact that obstacles intrude into a safe passing area in the prior art is solved.

Description

Technical Field

[0001] This application relates to the field of rail train control technology, and in particular to an autonomous control method, device, rail train and storage medium for rail trains. Background Technology

[0002] Train operation safety primarily relies on the signaling system. In driverless mode, the system avoids obstacles from encroaching on the safe passage area by setting the track area as a closed environment and granting the train independent right-of-way. However, since the train itself lacks the ability to actively identify obstacles ahead, and even in driverless or traditional driverless modes with human supervision, obstacle protection depends entirely on the driver or supervisor's manual observation, which is prone to human error due to fatigue or negligence, it is difficult to completely avoid the collision risk caused by obstacles encroaching on the safe passage area. Summary of the Invention

[0003] This application provides an autonomous control method, device, train, and storage medium for a rail train to address the collision risk caused by obstacles intruding into areas where safe passage is possible, a problem faced by related technologies.

[0004] The first aspect of this application provides an autonomous control method for a rail train, the rail train being equipped with a radar system. The method includes the following steps: identifying the current mode of the rail train's signal system, wherein the current mode includes a normal mode and a degraded mode, and the degraded mode is entered when the signal system fails; if the current mode is the normal mode, acquiring obstacle information in front of the rail train collected by the radar system, wherein the obstacle information does not include the train in front of the rail train; if the current mode is the degraded mode, acquiring obstacle information in front of the rail train collected by the radar system, wherein the obstacle information includes the train in front of the rail train; and controlling the rail train to perform obstacle protection actions based on the obstacle information.

[0005] Optionally, controlling the rail train to perform obstacle protection actions based on obstacle information includes: identifying the obstacle type, obstacle position, and obstacle speed in the obstacle information; if the obstacle type is a moving type, generating a first-level braking command; if the obstacle type is a non-moving type, generating a second-level braking command, wherein the braking degree of the first-level braking command is greater than that of the second-level braking command, and the higher the braking degree, the greater the braking force; determining whether the braking command meets the preset safe stopping requirements based on the obstacle position and obstacle speed; if the braking command does not meet the safe stopping requirements, generating a first-level braking command; and controlling the rail train to perform braking actions based on the braking command.

[0006] Optionally, based on the obstacle's position and speed, determining whether the braking command meets the preset safe stopping requirements includes: acquiring the train's position and speed; calculating the relative distance based on the obstacle's position and the train's position; calculating the relative speed based on the obstacle's speed and the train's speed; calculating the train's braking distance based on the relative distance, relative speed, and braking force corresponding to the braking command; identifying the safe distance in the safe stopping requirements; if the braking distance is less than or equal to the safe distance, determining that the braking command meets the preset safe stopping requirements; otherwise, determining that the braking command does not meet the preset safe stopping requirements.

[0007] Optionally, after controlling the railcar to perform braking action based on the braking command, the method further includes: monitoring the actual state of the obstacle type; if the actual state is that the obstacle has been cleared, then controlling the railcar to resume operation.

[0008] Optionally, the railcar is also equipped with a vision system. If the current mode is a degraded mode, before acquiring obstacle information in front of the railcar collected by the radar system, the system also acquires signal information in front of the railcar collected by the vision system and controls the railcar to perform signal overshoot protection actions based on the signal information.

[0009] Optionally, the system controls the railcar to perform signal overrun prevention actions based on the signal information, including: identifying the color of the signal light in the signal information; if the signal light is green, determining that the current passage signal is a permitted passage signal, obtaining a movement authorization for the straight route, and controlling the railcar to pass through the signal after the movement authorization is granted; if the signal light is yellow, determining that the current passage signal is a permitted passage signal, obtaining a movement authorization for the lateral route, and controlling the railcar to pass through the signal after the movement authorization is granted; if the signal light is red or the signal light is off, determining that the current passage signal is a prohibited passage signal, and controlling the railcar to stop in front of the signal.

[0010] Optionally, if the current mode is a downgraded mode, it also includes: determining the line area where the rail train is located based on the rail train's position, wherein the line area includes multiple pre-set areas, each with a different recommended speed; and adjusting the current speed of the rail train based on the recommended speed of the line area.

[0011] A second aspect of this application provides an autonomous control device for a rail train, comprising: an identification module for identifying the current mode of the rail train's signal system, wherein the current mode includes a normal mode and a degraded mode, and the degraded mode is entered when the signal system fails; a first acquisition module for acquiring obstacle information in front of the rail train collected by a radar system when the current mode is normal mode, wherein the obstacle information does not include the train in front of the rail train; a second acquisition module for acquiring obstacle information in front of the rail train collected by a radar system when the current mode is degraded mode, wherein the obstacle information includes the train in front of the rail train; and a control module for controlling the rail train to perform obstacle protection actions based on the obstacle information.

[0012] A third aspect of this application provides a rail train, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. The processor executes the program to implement the autonomous control method of the rail train of the first aspect.

[0013] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which is executed by a processor to implement the autonomous control method for a rail train of the first aspect.

[0014] Therefore, this application has the following beneficial effects: This application embodiment identifies the current mode of the train's signaling system. If the current mode is normal, it acquires obstacle information ahead of the train from the radar system. This obstacle information excludes the train ahead of it. If the current mode is degraded, it acquires obstacle information ahead of the train from the radar system, including the train ahead. Finally, based on this obstacle information, it controls the train to perform obstacle protection actions. This enhances the train's environmental awareness and achieves autonomous train protection without relying on the signaling system or human intervention, effectively reducing the risk of obstacle collisions in both driverless and manned modes. Therefore, it solves the problem of collision risks caused by obstacles intruding into safe passage areas faced by related technologies.

[0015] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0016] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, wherein: Figure 1 This is a flowchart illustrating an autonomous control method for a rail train according to an embodiment of this application. Figure 2 This is a flowchart of an autonomous control method for a rail train according to an embodiment of this application; Figure 3 This is a block diagram of an autonomous control device for a rail train according to an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a rail train according to an embodiment of this application. Detailed Implementation

[0017] The embodiments of this application are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0018] The following description, with reference to the accompanying drawings, illustrates an autonomous control method, apparatus, railcar, and storage medium for railcars according to embodiments of this application. Addressing the collision risk caused by obstacles intruding into safe passage areas in the related technologies mentioned in the background, this application provides an autonomous control method for railcars. In this method, the current mode of the railcar's signaling system is identified. If the current mode is normal, obstacle information ahead of the railcar is acquired from a radar system. This obstacle information excludes the train ahead of the railcar. If the current mode is degraded, obstacle information ahead of the railcar is acquired from a radar system. This obstacle information includes the train ahead of the railcar. Finally, based on the obstacle information, the railcar is controlled to perform obstacle protection actions. This enhances the train's environmental perception capabilities and achieves autonomous train protection without relying on the signaling system or human intervention, effectively reducing the risk of obstacle collisions in both unmanned and manned driving modes. Thus, the problem of collision risk caused by obstacles intruding into safe passage areas in related technologies is solved.

[0019] Specifically, Figure 1 This is a flowchart illustrating an autonomous control method for a rail train provided in an embodiment of this application. The rail train is equipped with a radar system, such as... Figure 1 As shown, the autonomous control method for this rail train includes the following steps: In step S101, the current mode of the signaling system of the rail train is identified, wherein the current mode includes normal mode and degraded mode, and the degraded mode is entered when the signaling system fails.

[0020] The signaling system is the core safety assurance system for train operation, responsible for controlling the train's intervals, speed, route, and signal display to prevent accidents such as rear-end collisions and overshooting. Normal mode refers to the state in which the signaling system is fully functional and operating stably. In this mode, the signaling system can provide complete automatic train protection and monitoring functions to ensure the safe and efficient operation of the train. Degraded mode refers to an operating mode that the system automatically or manually switches to when some equipment in the signaling system fails, communication is interrupted, or functions are limited. In this mode, some automatic protection functions may fail, and manual intervention or more conservative driving rules are required.

[0021] It is understood that the train signaling system in this application embodiment operates in two modes: normal mode and degraded mode. In normal mode, the signaling system is fully functional and can provide complete train operation control and safety protection. When the system malfunctions or some functions fail, it automatically or manually switches to degraded mode, at which time the system's safety protection capability is downgraded.

[0022] In step S102, if the current mode is normal mode, the obstacle information in front of the rail train collected by the radar system is obtained. The obstacle information does not include the train in front of the rail train.

[0023] The radar system consists of active sensing sensors (such as millimeter-wave radar and lidar) installed at the front of the train. These sensors are used to detect objects within a certain distance in front of the train in real time. They have ranging, speed measurement, and target recognition capabilities and can operate in low-visibility conditions such as nighttime and rain / fog. Obstacle information refers to data on objects detected by the radar that are located on the train's path, including their distance, orientation, relative speed, and size. This data is used to determine whether there is a risk of collision. The obstacle information does not include the train ahead of the train because, in normal mode, the train ahead is already included in the safety interval management by the signal system, and its presence is expected and controlled, so there is no need for repeated radar warnings.

[0024] It is understood that, in the embodiments of this application, when the signaling system is in normal mode, the radar is activated to perform environmental perception of the area in front of the track train and obtain relevant information on potential obstacles; where obstacles refer to foreign objects that are not planned to intrude into the track area, such as pedestrians, vehicles, landslides, etc., excluding trains in front that are normally dispatched and managed by the signaling system, in order to avoid redundant alarms and focus more on the identification of real safety threats.

[0025] In step S103, if the current mode is the downgraded mode, the obstacle information in front of the rail train collected by the radar system is obtained. The obstacle information includes the train in front of the rail train.

[0026] It is understood that in the embodiments of this application, when the signal system is in degraded mode, due to the limitation or failure of train tracking and interval protection functions, it is necessary to collect information on obstacles in front of the track train by radar. At this time, obstacles include not only foreign objects that have entered the track area, but also other trains on the track ahead, in order to make up for the lack of safety protection capabilities of the signal system and prevent the risk of rear-end collision or overtaking due to the unknown position of the train ahead.

[0027] In this embodiment of the application, if the current mode is a downgraded mode, the method further includes: determining the line area where the rail train is located based on the location of the rail train, wherein the line area includes multiple pre-set areas, and different recommended speeds are set for different areas; adjusting the current speed of the rail train based on the recommended speed of the line area.

[0028] The pre-defined zones include key areas and long straight areas. Key areas include curves, tunnel entrances and exits, platforms, and turnouts, which are difficult to identify or have high risks. Long straight areas refer to areas with straight tracks, no obvious curvature, no obstructions, and relatively simple environments, providing good visibility and a stable operating environment. The current speed of the train is adjusted according to the recommended speed for each area of ​​the line. Lower operating speed limits are used in key areas to enhance the reliability of obstacle detection, while higher operating speed limits are used in long straight areas to ensure the efficiency of the line.

[0029] It is understood that the multiple line areas pre-set in the embodiments of this application include key areas and long straight areas. Key areas refer to sections that are difficult to identify or have high safety risks, such as curves, tunnel entrances and exits, platforms and switches. These areas require enhanced perception and speed control due to obstructed views, sudden environmental changes or frequent personnel activities. Long straight areas refer to sections with straight tracks, open views and stable operating conditions. In such areas, trains can run safely at higher recommended speeds. By distinguishing different area types and matching corresponding control strategies, operational safety and efficiency can be effectively improved when the signal system is degraded.

[0030] In step S104, the track train is controlled to perform obstacle protection actions based on the obstacle information.

[0031] It is understood that the embodiments of this application assess the collision risk based on the obstacle information collected by radar, and trigger corresponding obstacle protection actions accordingly to ensure that collisions can be avoided in a timely manner when foreign objects are detected in the track area, thereby ensuring operational safety.

[0032] In this embodiment, controlling a rail train to perform obstacle protection actions based on obstacle information includes: identifying the obstacle type, obstacle position, and obstacle speed in the obstacle information; if the obstacle type is a moving type, generating a first-level braking command; if the obstacle type is a non-moving type, generating a second-level braking command, wherein the braking degree of the first-level braking command is greater than that of the second-level braking command, and the higher the braking degree, the greater the braking force; determining whether the braking command meets the preset safe stopping requirements based on the obstacle position and obstacle speed; if the braking command does not meet the safe stopping requirements, generating a first-level braking command; and controlling the rail train to perform braking actions based on the braking command.

[0033] The obstacle types are divided into moving and non-moving types; the obstacle position is the distance and orientation of the obstacle relative to the train; the obstacle speed is the speed at which the obstacle moves relative to the track or the train; the first level of braking command refers to the emergency braking command; the second level of braking command refers to the service braking command; whether the safe stopping requirements are met will be described in detail below, and will not be repeated here.

[0034] It is understood that, in this embodiment of the application, the type, position and speed of the obstacle are identified based on the obstacle information. If the obstacle is a moving type, a first-level braking command with a higher braking degree is directly generated. If it is a non-moving type, a second-level braking command with a lower braking degree is generated. Subsequently, the position and speed of the obstacle are combined to evaluate whether the second-level braking command can meet the preset safe stopping distance requirements. If it does not meet the requirements, the second-level braking command is upgraded to a first-level braking command. The train control system executes the corresponding braking action according to the determined braking command to ensure safe and graded protection response in various obstacle scenarios.

[0035] In this embodiment, determining whether a braking command meets a preset safe stopping requirement based on the obstacle's position and speed includes: acquiring the position and speed of the railcar; calculating the relative distance based on the obstacle's position and the railcar's position; calculating the relative speed based on the obstacle's speed and the railcar's speed; calculating the railcar's braking distance based on the relative distance, relative speed, and braking force corresponding to the braking command; identifying the safe distance in the safe stopping requirement; if the braking distance is less than or equal to the safe distance, determining that the braking command meets the preset safe stopping requirement; otherwise, determining that the braking command does not meet the preset safe stopping requirement.

[0036] The safety distance is set according to actual needs and is not specifically limited here.

[0037] It is understood that, in order to determine whether the current braking command meets the safe stopping requirements, this application embodiment first obtains the position and speed of the rail train, and calculates the relative distance and relative speed between the two in combination with the position and speed of the obstacle. Based on the relative speed and the braking force corresponding to the current braking command, it estimates the braking distance required for the train to come to a complete stop from the current state. At the same time, it reads the safety distance preset in the safe stopping requirements. If the calculated braking distance is less than or equal to the safety distance, it is determined that the current braking command meets the safe stopping requirements; otherwise, it is considered that the safe stopping requirements are not met, and the braking level needs to be upgraded to ensure safe stopping before a collision.

[0038] In this embodiment of the application, after controlling the rail train to perform braking action based on the braking command, the method further includes: monitoring the actual state of the obstacle type; if the actual state is that the obstacle has been cleared, then controlling the rail train to resume operation.

[0039] It is understood that, in this embodiment of the application, after the control train completes the braking action, the position and speed of the obstacle are continuously monitored to determine its actual state. If the moving obstacle leaves the train's operating boundary, the actual state of the obstacle type is determined to be cleared, and the control train resumes operation.

[0040] In this embodiment of the application, the rail train is also equipped with a vision system. If the current mode is a degraded mode, before acquiring the obstacle information in front of the rail train collected by the radar system, the system further includes: acquiring the signal information in front of the rail train collected by the vision system; and controlling the rail train to perform signal overshoot protection actions based on the signal information.

[0041] The vision system is an image acquisition system such as a camera, which can capture images of the environment in front of the train; the signal information is the color of the signal lights on the signal lights.

[0042] It is understood that, in the embodiments of this application, when the signal system is in degraded mode, before calling the radar system to obtain information about obstacles ahead, it is also necessary to collect the status information of the signal ahead of the track through the vision system, and determine whether there is a risk of overstepping based on the identified signal information, and control the train to perform corresponding signal overstepping protection actions accordingly, so as to make up for the lack of protection function of the signal system and prevent the train from illegally crossing the prohibition signal.

[0043] In this embodiment of the application, controlling a railcar to perform a signal overshoot prevention action based on signal information includes: identifying the color of the signal light in the signal information; if the signal light is green, determining that the current passage signal is a permitted passage signal, obtaining a movement authorization for a straight route, and controlling the railcar to pass through the signal after the movement authorization is granted; if the signal light is yellow, determining that the current passage signal is a permitted passage signal, obtaining a movement authorization for a lateral route, and controlling the railcar to pass through the signal after the movement authorization is granted; if the signal light is red or the signal light is off, determining that the current passage signal is a prohibited passage signal, and controlling the railcar to stop in front of the signal.

[0044] Among them, movement authorization refers to the farthest safe distance or target point that a train is allowed to run. In degraded mode, although there is no support from the complete signaling system, movement authorization within a limited range can still be generated by combining the train system with the signal recognition results.

[0045] It is understood that the embodiments of this application use the signal light color identified by the vision system to perform corresponding signal overrun protection control. If the signal light is green, it is determined to be a signal that allows passage, and the movement authorization for the corresponding straight route is obtained. After confirming that the authorization is valid, the train is controlled to pass through the signal. If the signal light is yellow, it is also considered to be a signal that allows passage, and the movement authorization for the lateral route is obtained. After the authorization is obtained, the train passes through at the speed limit. If the signal light is red or in an off state, it is determined to be a signal that prohibits passage, and the system immediately controls the track train to stop safely in front of the signal, strictly prohibiting overrun.

[0046] According to the autonomous control method for rail trains proposed in this application, the current mode of the rail train's signal system is identified. If the current mode is normal, obstacle information in front of the rail train is acquired from the radar system. The obstacle information does not include the train in front of the rail train. If the current mode is degraded, obstacle information in front of the rail train is acquired from the radar system. The obstacle information includes the train in front of the rail train. Finally, the rail train is controlled to perform obstacle protection actions based on the obstacle information. This enhances the train's environmental perception capability and achieves autonomous train protection without relying on the signal system or human intervention. It effectively reduces the risk of obstacle collisions in both unmanned and manned driving modes. In addition, signal information is acquired through the vision system, and the rail train is controlled to perform signal overshoot protection actions, effectively reducing the risk of overshooting signals in both unmanned and manned driving modes.

[0047] The autonomous control method for rail trains will be further described below through a specific embodiment.

[0048] This embodiment achieves autonomous protection by fusing information with the train's current position and speed. The working mode of this embodiment is as follows: 1. Obstacle protection function This embodiment uses a radar system to identify obstacle types.

[0049] If the obstacle type is a non-moving obstacle, calculate whether it is possible to safely stop in front of the obstacle at the current speed using the normal braking. If it is possible, output the normal braking command; if the normal braking stopping conditions cannot be met, immediately output the emergency braking command until the obstacle is removed and normal driving resumes.

[0050] If the obstacle is a moving obstacle, an emergency braking command is immediately issued. Simultaneously, the obstacle's position and speed are continuously monitored to determine its movement trend. Normal train operation resumes once the moving obstacle has left the train's operating clearances.

[0051] 2. Signal overrun protection function This embodiment uses a vision system, specifically a camera, to identify the color of the traffic lights at the traffic signal ahead. If a green light is detected, it is interpreted as a permission signal, and the train is controlled to pass through, and a movement authorization for the straight route is obtained.

[0052] If a yellow light is detected, it is interpreted as a permission signal, the train is controlled to pass, and lateral movement authorization is obtained.

[0053] If a signal light is detected as red or off, it is considered a prohibitory signal, and the train is stopped in front of the signal.

[0054] 3. Enhancement strategies in downgrade mode In the degraded mode of signal system failure, this embodiment can function as an independent train control system. In this case, the system dynamically adjusts the recommended speed based on the track area where the train is located to balance safety and efficiency. Specifically: Key areas (such as curves, tunnel entrances and exits, platforms, turnouts, etc., which are difficult to identify or have high risks): adopt lower operating speed limits to enhance the reliability of obstacle detection.

[0055] Long straight sections: Higher operating speed limits are adopted to ensure the efficiency of line traffic.

[0056] The specific flowchart for implementing the train's autonomous protection function in this embodiment is as follows: Figure 2 As shown, specifically: The train first activates its autonomous protection system and determines the system's operating mode.

[0057] If the system is in normal mode, it will continuously detect obstacles through the radar module. If no non-train obstacles are detected, it will continue to detect obstacles. If a non-train obstacle is detected, the obstacle protection process will be activated.

[0058] If the system is in degraded mode, the area speed limit policy is activated, and signal overshoot protection is implemented. Specifically: if a green light is detected, the train is controlled to pass and movement authorization for a straight route is obtained; if a yellow light is detected, the train is controlled to pass and movement authorization for a lateral route is obtained; if a red light or an off light is detected, the train is controlled to stop in front of the signal; and the obstacle protection procedure is activated. If there is a train ahead, it is treated as an obstacle.

[0059] The system executes obstacle protection procedures, analyzes obstacle information, and determines the type of obstacle. If the obstacle is a moving obstacle, an emergency braking command is output, and the system continues to monitor the obstacle after the train applies emergency braking until the obstacle leaves the train's operating boundary. If the obstacle is a non-moving obstacle, a service braking command is output, and it is determined whether the service braking can bring the train to a safe stop. If not, an emergency braking command is output immediately; if so, a service braking command is output to bring the train to a safe stop.

[0060] Wait for the obstacle to leave the train's operating boundaries or be removed before resuming normal train operation.

[0061] Next, with reference to the accompanying drawings, an autonomous control device for a rail train according to an embodiment of this application is described.

[0062] Figure 3 This is a block diagram of the autonomous control device for a rail train according to an embodiment of this application.

[0063] like Figure 3 As shown, the autonomous control device of the rail train includes: an identification module 201, a first acquisition module 202, a second acquisition module 203, and a control module 204.

[0064] The identification module 201 is used to identify the current mode of the signal system of the rail train, wherein the current mode includes a normal mode and a degraded mode, and the degraded mode is entered when the signal system fails; the first acquisition module 202 is used to acquire obstacle information in front of the rail train collected by the radar system when the current mode is normal mode, wherein the obstacle information does not include the train in front of the rail train; the second acquisition module 203 is used to acquire obstacle information in front of the rail train collected by the radar system when the current mode is degraded mode, wherein the obstacle information includes the train in front of the rail train; and the control module 204 is used to control the rail train to perform obstacle protection actions according to the obstacle information.

[0065] In this embodiment of the application, the second acquisition module 203 is further configured to: determine the line area where the rail train is located based on the position of the rail train, wherein the line area includes multiple pre-set areas, and different recommended speeds are set for different areas; and adjust the current speed of the rail train based on the recommended speed of the line area.

[0066] In this embodiment, the control module 204 is further configured to: identify the obstacle type, obstacle position, and obstacle speed in the obstacle information; if the obstacle type is a moving type, generate a first-level braking command; if the obstacle type is a non-moving type, generate a second-level braking command, wherein the braking degree of the first-level braking command is greater than that of the second-level braking command, and the higher the braking degree, the greater the braking force; determine whether the braking command meets the preset safe stopping requirements based on the obstacle position and obstacle speed; if the braking command does not meet the safe stopping requirements, generate a first-level braking command; and control the rail train to perform braking actions based on the braking command.

[0067] In this embodiment, the control module 204 is further configured to: acquire the position and speed of the rail train; calculate the relative distance based on the position of the obstacle and the position of the rail train; calculate the relative speed based on the speed of the obstacle and the speed of the rail train; calculate the braking distance of the rail train based on the relative distance, relative speed, and braking force corresponding to the braking command; identify the safe distance in the safe stopping requirements; if the braking distance is less than or equal to the safe distance, determine that the braking command meets the preset safe stopping requirements; otherwise, determine that the braking command does not meet the preset safe stopping requirements.

[0068] In this embodiment of the application, a monitoring module is also included, wherein the monitoring module is further used to: monitor the actual state of the obstacle type after the rail train is controlled to perform braking action based on the braking command; if the actual state is a cleared state, then control the rail train to resume operation.

[0069] In this embodiment of the application, an anti-overshooting module is also included, wherein the anti-overshooting module is further used to: acquire signal information in front of the train collected by the vision system before acquiring obstacle information in front of the train collected by the radar system; and control the train to perform signal overshooting protection actions according to the signal information.

[0070] In this embodiment, the anti-overtaking module is further configured to: identify the color of the signal light in the signal information; if the signal light is green, determine that the current passage signal is a permitted passage signal, obtain a movement authorization for the straight route, and control the train to pass through the signal after the movement authorization is granted; if the signal light is yellow, determine that the current passage signal is a permitted passage signal, obtain a movement authorization for the lateral route, and control the train to pass through the signal after the movement authorization is granted; if the signal light is red or the signal light is off, determine that the current passage signal is a prohibited passage signal, and control the train to stop in front of the signal.

[0071] It should be noted that the foregoing explanation of the autonomous control method embodiment for rail trains also applies to the autonomous control device for rail trains in this embodiment, and will not be repeated here.

[0072] According to the autonomous control device for a rail train proposed in this application embodiment, by identifying the current mode of the rail train's signal system, if the current mode is normal mode, it acquires obstacle information in front of the rail train collected by the radar system. The obstacle information does not include the train in front of the rail train. If the current mode is degraded mode, it acquires obstacle information in front of the rail train collected by the radar system. The obstacle information includes the train in front of the rail train. Finally, based on the obstacle information, it controls the rail train to perform obstacle protection actions, which enhances the train's own environmental perception capabilities and realizes autonomous train protection without relying on the signal system and human intervention. This effectively reduces the risk of obstacle collisions in both unmanned and manned driving modes. In addition, it also collects signal information through a vision system and controls the rail train to perform signal overshoot protection actions, effectively reducing the risk of overshooting signals in both unmanned and manned driving modes.

[0073] Figure 4 A schematic diagram of a rail train provided in an embodiment of this application. The rail train may include: The memory 301, the processor 302, and the computer program stored on the memory 301 and capable of running on the processor 302.

[0074] When the processor 302 executes the program, it implements the autonomous control method for the rail train provided in the above embodiments.

[0075] Furthermore, the rail train also includes: Communication interface 303 is used for communication between memory 301 and processor 302.

[0076] The memory 301 is used to store computer programs that can run on the processor 302.

[0077] The memory 301 may include high-speed RAM (Random Access Memory) memory, and may also include non-volatile memory, such as at least one disk storage.

[0078] If the memory 301, processor 302, and communication interface 303 are implemented independently, then the communication interface 303, memory 301, and processor 302 can be interconnected via a bus to complete communication between them. The bus can be an ISA (Industry Standard Architecture) bus, a PCI (Peripheral Component Interconnect) bus, or an EISA (Extended Industry Standard Architecture) bus, etc. The bus can be divided into address bus, data bus, control bus, etc. For ease of representation, Figure 4 The bus is represented by a single thick line, but this does not mean that there is only one bus or one type of bus.

[0079] Optionally, in a specific implementation, if the memory 301, processor 302, and communication interface 303 are integrated on a single chip, then the memory 301, processor 302, and communication interface 303 can communicate with each other through an internal interface.

[0080] Processor 302 may be a CPU (Central Processing Unit), an ASIC (Application Specific Integrated Circuit), or one or more integrated circuits configured to implement the embodiments of this application.

[0081] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the above-described autonomous control method for a rail train.

[0082] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0083] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "N" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0084] Any process or method described in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or N executable instructions for implementing custom logic functions or processes, and the scope of the preferred embodiments of this application includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as should be understood by those skilled in the art to which embodiments of this application pertain.

[0085] It should be understood that various parts of this application can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, it can be implemented using any of the following techniques known in the art, or a combination thereof: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (FPGAs), field-programmable gate arrays (FPGAs), etc.

[0086] Those skilled in the art will understand that all or part of the steps of the methods implementing the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0087] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. An autonomous control method for a rail train, characterized in that, The railcar is equipped with a radar system, and the method includes the following steps: Identify the current mode of the signaling system of the rail train, wherein the current mode includes a normal mode and a degraded mode, and the signaling system enters the degraded mode when it fails; If the current mode is normal mode, then the obstacle information in front of the rail train collected by the radar system is obtained, and the obstacle information does not include the train in front of the rail train. If the current mode is a downgraded mode, then the obstacle information in front of the rail train collected by the radar system is obtained, and the obstacle information includes the train in front of the rail train. The obstacle information is used to control the railcar to perform obstacle protection actions.

2. The autonomous control method for rail trains according to claim 1, characterized in that, The step of controlling the railcar to perform obstacle protection actions based on the obstacle information includes: Identify the obstacle type, obstacle location, and obstacle speed from the obstacle information; If the obstacle type is a moving type, then a first-level braking command is generated; If the obstacle type is non-moving, a second-level braking command is generated, wherein the braking degree of the first-level braking command is greater than that of the second-level braking command, and the higher the braking degree, the greater the braking force. Based on the obstacle's position and speed, determine whether the braking command meets the preset safe stopping requirements. If the braking command does not meet the safe stopping requirements, then generate the first level of braking command. The braking command is used to control the railcar to perform braking actions.

3. The autonomous control method for rail trains according to claim 2, characterized in that, The step of determining whether the braking command meets the preset safe stopping requirements based on the obstacle's position and speed includes: Obtain the position and speed of the track train; calculate the relative distance based on the position of the obstacle and the position of the track train; calculate the relative speed based on the speed of the obstacle and the speed of the track train. Based on the relative distance, the relative speed, and the braking force corresponding to the braking command, the braking distance of the rail train is calculated, and the safe distance in the safe stopping requirement is identified; If the braking distance is less than or equal to the safety distance, then the braking command is determined to meet the preset safe stopping requirements; otherwise, the braking command is determined not to meet the preset safe stopping requirements.

4. The autonomous control method for rail trains according to claim 2, characterized in that, After controlling the railcar to perform braking action based on the braking command, the method further includes: Monitor the actual status of the obstacle type; If the actual state is cleared, then control the rail train to resume operation.

5. The autonomous control method for rail trains according to claim 1, characterized in that, The railcar is also equipped with a vision system. If the current mode is a degraded mode, before acquiring obstacle information in front of the railcar collected by the radar system, the system further includes: Acquire the signal information in front of the rail train collected by the vision system; The train is controlled to perform signal overshoot protection actions based on the signal information.

6. The autonomous control method for rail trains according to claim 1, characterized in that, The step of controlling the railcar to perform signal overrun protection actions based on the signal information includes: Identify the signal color in the signal information; If the signal light is green, the current signal is determined to be a signal that allows passage. A movement authorization for the straight route is obtained, and the railcar is controlled to pass through the signal after the movement authorization is granted. If the signal light is yellow, the current passage signal is determined to be a permitted passage signal, and the movement authorization for the lateral route is obtained. After the movement authorization is granted, the railcar is controlled to pass through the signal. If the signal light is red or off, the current signal is determined to be a no-pass signal, and the train is controlled to stop in front of the signal.

7. The autonomous control method for rail trains according to claim 1, characterized in that, If the current mode is a downgrade mode, it also includes: The location of the railcar is determined based on the position of the railcar. The railcar area includes multiple pre-defined areas, each with a different recommended speed. The current speed of the railcar is adjusted according to the recommended speed for the line area.

8. An autonomous control device for a rail train, characterized in that, include: The identification module is used to identify the current mode of the signaling system of the rail train, wherein the current mode includes a normal mode and a degraded mode, and the signaling system enters the degraded mode when it fails. The first acquisition module is used to acquire obstacle information in front of the rail train collected by the radar system when the current mode is normal mode, wherein the obstacle information does not include the train in front of the rail train. The second acquisition module is used to acquire obstacle information in front of the rail train collected by the radar system when the current mode is the downgrade mode. The obstacle information includes the train in front of the rail train. The control module is used to control the rail train to perform obstacle protection actions based on the obstacle information.

9. A rail train, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the autonomous control method for a rail train according to any one of claims 1-7.

10. A computer-readable storage medium having a computer program or instructions stored thereon, characterized in that, When the computer program or instructions are executed, they implement the autonomous control method for the rail train as described in any one of claims 1-7.

Images