State control method and device for automated shunting process

Abstract

This application provides a state control method and apparatus for shunting automatic driving processes. The method includes: acquiring wireless communication quality index values ​​between the locomotive and the shunting protection system, and health status index values ​​of the locomotive's own bus communication; determining, based on the wireless communication quality index values ​​and health status index values, whether to prioritize acquiring locomotive status information from the locomotive's own bus or protection authorization information from the shunting protection system, and prioritizing the acquisition of target information; acquiring target conditions corresponding to the target information from the set of conditions for the automatic driving system to switch from a first state to a second state, and determining whether the target information meets the target conditions; if not, determining the set of conditions that are not met, and maintaining the current state, switching to the previous state, or switching to manual state. This effectively avoids passive waiting caused by delays or loss of any information channel, and significantly improves the judgment and response efficiency when the automatic driving start conditions are not met.

Description

Technical Field

[0001] This application relates to the field of railway traffic automation control technology, and in particular to a state control method for shunting automatic driving process, a state control device for shunting automatic driving process, computer equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] The shunting protection system is a safety monitoring system used in railway shunting operations. Through ground equipment, wireless communication, and onboard terminals, it monitors shunting routes, track occupancy, vehicle distances, and ground signal status in real time, issuing alarms to the driver or triggering braking intervention under dangerous conditions. The automatic driving system, on the other hand, utilizes onboard perception, planning, and control modules to automatically execute locomotive direction control, speed regulation, braking, and auxiliary operations (such as horn blasting and sand spreading). In shunting operations, combining the automatic driving system with the shunting protection system ensures that automatic driving behavior is always under the safety constraints of the protection system, thereby improving the level of automation while ensuring operational safety.

[0003] Currently, before executing a complete vehicle control task, the autonomous driving system needs to obtain judgment criteria from two information channels simultaneously: first, it obtains internal status information such as speed, braking status, and lever position from the locomotive's own bus; second, it obtains external protection information such as route authorization, safe distance, and ground signals from the shunting protection system via wireless communication. After fully aggregating these two types of information, the system uniformly determines whether the conditions for starting and continuing autonomous driving are met. Only when both types of information are complete, valid, and meet preset thresholds will the system allow entry into autonomous driving mode and execution of subsequent shunting operations. If either type of information does not meet the conditions for starting and continuing autonomous driving, the system determines that the conditions for autonomous driving are not met and maintains manual mode or terminates automatic shunting.

[0004] However, in actual shunting operations, the locomotive's own information acquisition channel and the shunting protection information acquisition channel may experience data delays or loss due to their own reasons. When either of these two types of information is delayed or lost, it is still necessary to passively wait for the information to arrive or for the timeout judgment to fail before a conclusion of "conditions not met, automatic driving cannot be started" can be made. This reduces the efficiency of the automatic driving system in judging the failure conclusion of "starting conditions not met". Summary of the Invention

[0005] The purpose of this application is to provide a state control method, a state control device, a computer device, a computer-readable storage medium, and a computer program product for shunting automatic driving processes, so as to improve the efficiency of determining and responding to automatic driving start conditions.

[0006] To address the aforementioned technical problems, the embodiments of this application provide the following technical solutions: The first aspect of this application provides a state control method for an automated shunting process. The method includes: acquiring wireless communication quality index values ​​between the locomotive and the shunting protection system, and health status index values ​​of the locomotive's own bus communication; determining, based on the wireless communication quality index values ​​and the health status index values, whether to prioritize acquiring locomotive status information from the locomotive's own bus or to prioritize acquiring protection authorization information from the shunting protection system, and prioritizing acquiring target information; acquiring target conditions corresponding to the target information from a set of conditions for the automated shunting system to switch from a first state to a second state, and determining whether the target information meets the target conditions; if not, determining that the set of conditions is not met, and maintaining the current state, switching to the previous state, or switching to a manual state.

[0007] Compared to existing technologies, the state control method for shunting automatic driving processes provided in the first aspect of this application acquires wireless communication quality index values ​​and bus health status index values, and dynamically determines whether to prioritize acquiring status information from the locomotive's own bus or authorization information from the shunting protection system based on these two indicators. It can select the channel with better or more stable current quality as the target information source from the two types of information channels, prioritize acquiring this target information, and determine whether it meets the target conditions for state switching. When the target information does not meet the conditions, a "set of unmet conditions" determination can be quickly made without waiting for data from the other information source. Thus, through a dynamic priority information acquisition strategy, the original decision-making process, which required simultaneous waiting for both types of information to arrive, is optimized into a rapid decision-making process based on single-channel preferred information. This effectively avoids passive waiting caused by delays or loss of any information channel, significantly improving the decision response efficiency when the automatic driving start conditions are not met.

[0008] In other embodiments provided in this application, based on wireless communication quality index values ​​and health status index values, it is determined whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system. This includes: obtaining a first physical quantity value and a second physical quantity value corresponding to the same physical quantity from the wireless communication quality index value and the health status index value, respectively; when the difference between the first physical quantity value and the second physical quantity value is greater than a preset difference threshold, selecting the larger physical quantity value from the first physical quantity value and the second physical quantity value, and determining whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system based on the index corresponding to the larger physical quantity value.

[0009] By obtaining the first and second physical quantity values ​​corresponding to the same physical quantity from wireless communication quality index values ​​and health status index values ​​respectively, and directly selecting the index corresponding to the larger physical quantity value as the basis for priority acquisition when the difference between the two is greater than a preset difference threshold, it is possible to quantitatively compare two heterogeneous information channels in the same physical dimension. When the quality difference between the two is significant, a clear and unambiguous rapid selection can be made, thereby avoiding the introduction of complex weight calculations or fuzzy decision logic. It achieves deterministic determination of priority information sources with extremely low computational overhead, effectively improving the priority decision efficiency in scenarios with significant differences in channel quality.

[0010] In other embodiments provided in this application, the method further includes: when the difference between the first physical quantity value and the second physical quantity value is less than a preset difference threshold and is not equal to 0, obtaining a first stability score of the wireless communication quality index value within a historical time period and a second stability score of the health status index value within a historical time period; determining the larger stability score from the first stability score and the second stability score, and determining, based on the index corresponding to the larger stability score, to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system.

[0011] When the difference between the first physical quantity value and the second physical quantity value is less than the preset difference threshold, by introducing the stability score within the historical time period as an auxiliary judgment dimension, it is possible to prioritize the information channel with smaller historical fluctuations and more stable performance as the target information source when the current instantaneous quality indicators are similar. This avoids frequent switching of priority sources caused by short-term fluctuations in instantaneous quality indicators. The historical stability characteristics make up for the deficiency that instantaneous indicators cannot reflect long-term trends, effectively improving the stability and anti-interference capability of priority decision-making in scenarios with similar channel quality.

[0012] In other embodiments provided in this application, the locomotive's operating state includes a manual state and an automatic driving state. The automatic driving state includes a ready state, a ready state, and an operating state. The first state and the second state are one of the ready state, the ready state, and the operating state, respectively, and the second state is different from the first state. Before obtaining the wireless communication quality index value between the locomotive and the shunting protection system, the method further includes: determining whether the locomotive's switching switch is in the automatic driving state; if so, switching the locomotive's current operating state to the ready state and performing the step of obtaining the wireless communication quality index value between the locomotive and the shunting protection system; obtaining the target condition corresponding to the target information from the set of conditions for the automatic driving system to switch from the first state to the second state, including: obtaining the target condition corresponding to the target information from the set of conditions for the automatic driving system to switch from the ready state to the ready state, so that if the target condition is not met, the locomotive is kept in the ready state, and if the target condition is met, the locomotive enters the ready state; the method further includes: determining whether the locomotive has obtained driver authorization; if so, switching the locomotive from the ready state to the operating state.

[0013] By subdividing the autonomous driving state into three stages—ready, ready, and running—and setting up a multi-level state transition path—with a switch triggering the ready state, conditions being met before entering the ready state, and driver authorization before entering the running state—the system can maintain vehicle braking in the ready and ready states. It only allows entry into the running state to execute automatic vehicle control after all safety conditions are met and driver authorization is obtained. This state-layering mechanism decouples the system's autonomous driving capability from the actual execution of autonomous driving operations, avoiding the safety risks that might arise from jumping directly from the manual state to the running state. This effectively improves the safety and controllability of the autonomous driving system during the handover of human and machine permissions.

[0014] In other embodiments provided in this application, the automatic driving state also includes a remote control state and a low constant speed state; the method further includes: acquiring scene feature information of the current shunting operation; determining a first authorization necessity level for switching from the ready state to the remote control state and a second authorization necessity level for switching from the ready state to the low constant speed state based on the scene feature information; when the first authorization necessity level or the second authorization necessity level is higher than a preset level threshold, pushing an authorization suggestion prompt to the driver for the state corresponding to the authorization necessity level higher than the preset level threshold, and after the driver makes the corresponding authorization, causing the locomotive to switch from the ready state to the corresponding state.

[0015] By acquiring the scene feature information of the current shunting operation and dynamically determining the authorization necessity level for switching from the ready state to the remote control state or the low constant speed state, the authorization suggestion prompt is pushed to the driver only when the authorization necessity level is higher than the preset threshold. The authorization strategy can be adaptively adjusted according to the risk level or complexity of the operation scenario. For high-necessity state transitions, explicit authorization is required, while for low-necessity state transitions, unnecessary interaction interference is avoided. Thus, the scene-adaptive authorization mechanism replaces the crude mode of requiring authorization for all non-autonomous operation states, effectively improving the human-machine interaction efficiency and operation smoothness in multi-modal switching scenarios.

[0016] In other embodiments provided in this application, the set of conditions includes parking status, successful self-test, in shunting mode, traction handle in position 0, working condition handle in position 0, shunting plan available, locomotive registered, automatic driving allowed in the current hook's operating range, route open and matched with the current hook without any coupling test pull, leveling command allowed, and distance from the target parking point not being 0. Determining whether the target information meets the target conditions includes: determining the time taken and non-compliance rate of each target condition in historical judgments; adjusting the order of each target condition based on the time taken and non-compliance rate, wherein the longer the time taken, the later the ranking, and the greater the non-compliance rate, the earlier the ranking; judging whether the target information is satisfied according to the ranked target conditions, until a non-compliance is determined, at which point the judgment stops.

[0017] By determining the time consumption and non-compliance rate of each target condition in the condition set in historical judgments, and dynamically adjusting the judgment order of each condition according to the rule that the longer the time consumption, the lower the ranking, and the higher the non-compliance rate, the higher the ranking, the more likely the condition is to be non-compliance is to be in the ranking, the condition with the longest time consumption is prioritized to be checked in each state transition judgment, while the condition with the longest time consumption is delayed in the judgment, thus achieving the effect of early detection of non-compliance conditions and rapid failure, effectively improving the efficiency of state transition judgment in multi-condition set scenarios.

[0018] A second aspect of this application provides a state control device for an automated shunting process. The device includes: an acquisition module for acquiring wireless communication quality index values ​​between the locomotive and the shunting protection system, and health status index values ​​of the locomotive's own bus communication; a determination module for determining, based on the wireless communication quality index values ​​and the health status index values, whether to prioritize acquiring locomotive status information from the locomotive's own bus or to prioritize acquiring protection authorization information from the shunting protection system, and to prioritize acquiring target information; a judgment module for acquiring target conditions corresponding to the target information from a set of conditions for the automated shunting system to switch from a first state to a second state, and judging whether the target information meets the target conditions; and a control module for determining, if not, that the set of conditions is not met, and maintaining the current state, switching to the previous state, or switching to a manual state.

[0019] A third aspect of this application provides a computer device including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the method of the first aspect.

[0020] The fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method of the first aspect.

[0021] The fifth aspect of this application provides a computer program product, including a computer program that, when executed by a processor, implements the method of the first aspect.

[0022] The state control device for automatic shunting process provided in the second aspect of this application, the computer equipment provided in the third aspect, the computer-readable storage medium provided in the fourth aspect, and the computer program product provided in the fifth aspect have the same or similar beneficial effects as the state control method for automatic shunting process provided in the first aspect. Attached Figure Description

[0023] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein: Figure 1 This is a schematic diagram of the architecture of the state control method for the shunting automatic driving process in the embodiments of this application. Figure 2 This is a flowchart illustrating the state control method for automated shunting process in an embodiment of this application. Figure 1 See Figure 2 As shown; Figure 3 This is a schematic diagram of the mode transitions in the embodiments of this application; Figure 4 This is a flowchart illustrating the state control method for automated shunting process in an embodiment of this application. Figure 2 ; Figure 5 This is a schematic diagram of the state control device for the automated shunting process in the embodiments of this application. Figure 1 ; Figure 6 This is a schematic diagram of the state control device for the automated shunting process in the embodiments of this application. Figure 2 ; Figure 7 This is a schematic diagram of the structure of the computer device in the embodiments of this application. Detailed Implementation

[0024] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0025] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0026] It should be noted that the user data, data acquisition, and / or use involved in the embodiments of this application strictly comply with the laws, regulations, and industry standards of relevant countries and regions. The collection and acquisition of data involved in the embodiments of this application are all done in advance by actively prompting or prominently displaying information to inform users and obtaining authorization, or by obtaining full authorization from all parties. The processing, manipulation, forwarding, and use of data involved in the embodiments of this application are all carried out on the premise that the user or relevant party is fully informed and authorized. In implementing the various embodiments of this application, the types of data or information, scope of use, and usage scenarios that may be involved are informed to users or relevant parties and authorization is obtained through appropriate means. The specific methods of notification and authorization may vary according to the actual situation, and this application is not limited in this regard. The processing of personal information involved in the embodiments of this application is carried out under the premise of having a legal basis (such as obtaining the consent of the personal information subject or being necessary for the performance of a contract), and is only processed within the prescribed or agreed scope. Sensitive personal information such as biometric information, medical and health information, financial account information, and precise location information involved in the embodiments of this application are all processed under the premise of having a specific purpose and sufficient necessity, and with the separate authorization and consent of the user or relevant party. In some embodiments of this application, if the user or related party refuses to process personal information other than the information necessary for the basic functions, it will not affect the use of the basic functions of the embodiments of this application.

[0027] Currently, before performing vehicle control tasks, the autonomous driving system needs to wait for the complete arrival of both the locomotive's own bus information and the shunting protection system's wireless information before it can collect all the information and make a unified judgment. Only when both types of information meet the preset conditions can the system be allowed to enter the autonomous driving mode.

[0028] However, when any information channel experiences data delay or loss, the system must passively wait for the information to arrive or for the timeout to determine that the condition is not met, resulting in low efficiency in responding to the determination of startup failure.

[0029] In view of this, embodiments of this application provide a state control method, a state control device, a computer device, a computer-readable storage medium, and a computer program product for automated shunting processes. By real-time evaluation of the quality of two information channels—wireless communication and bus communication—it dynamically selects the channel with the better current quality to prioritize information acquisition and quickly determines whether the state switching conditions are met based solely on this single-channel information, without waiting for both channels to arrive. Thus, by transforming the traditional decision-making mode of full data aggregation and synchronous waiting into a dynamic selection and single-channel fast-determination mode, the conclusion that the conditions are not met can be quickly reached using the single-channel information with better quality. This avoids passive waiting caused by delays or loss of any channel, significantly improving the decision response efficiency when the automated driving start conditions are not met.

[0030] First, the application scenarios of the state control method for shunting automatic driving process provided in the embodiments of this application will be described.

[0031] Figure 1 This is a schematic diagram illustrating the architecture of the state control method for the shunting automatic driving process in this application embodiment. See also: Figure 1 As shown, the architecture may include: locomotive 11, automatic driving system 12, and shunting protection system 13.

[0032] Locomotive 11 is the main executor of shunting operations, undertaking the actual vehicle operation, direction control, speed regulation, braking, and auxiliary operations such as whistle blowing and sand spreading. At the same time, it collects and provides internal status information such as speed, braking status, and handle position in real time through its own bus system.

[0033] The automatic driving system 12, deployed on the locomotive 11, is the core decision-making and execution module of automatic control. It is responsible for acquiring internal status information from the locomotive bus and external protection information from the shunting protection system. After comprehensive judgment, it issues control commands such as direction control, speed adjustment, braking and auxiliary operation to the locomotive to realize automatic vehicle control.

[0034] The shunting protection system 13, as an independent ground safety monitoring system, monitors the shunting route, track occupancy, vehicle distance and ground signal status in real time through ground equipment, wireless communication network and vehicle terminal, and wirelessly transmits external protection information such as route authorization, safety distance and ground signals to the automatic driving system 12. When dangerous conditions are detected, it can also directly issue an alarm to the driver or trigger braking intervention.

[0035] Locomotive 11 and automatic driving system 12 are bidirectionally connected via the locomotive's own bus (such as Multifunction Vehicle Bus (MVB) or Controller Area Network (CAN)). Locomotive 11 reports internal status information such as speed, braking status, and lever position to automatic driving system 12 in real time. Automatic driving system 12 issues control commands to locomotive 11 for direction control, speed adjustment, braking, horn activation, and sand application.

[0036] The automatic driving system 12 and the shunting protection system 13 are connected unidirectionally or bidirectionally via a wireless communication network (such as 400MHz digital leveling, Global System for Mobile Communications-Railway (GSM-R), or Long Term Evolution for Railway (LTE-R)). The shunting protection system 13 sends external protection information such as route authorization, safe distance, and ground signals to the automatic driving system 12 in real time. The automatic driving system 12 can also report its own status or work progress to the shunting protection system 13.

[0037] Next, the state control method for shunting automatic driving process provided in the embodiments of this application will be described in detail.

[0038] Figure 2 This is a flowchart illustrating the state control method for automated shunting process in an embodiment of this application. Figure 1 See Figure 2 As shown, the method may include: S21: Obtain the wireless communication quality index value between the locomotive and the shunting protection system, as well as the health status index value of the locomotive's own bus communication.

[0039] Wireless communication quality indicators refer to parameters used to quantify the reliability and real-time performance of the wireless communication link between the locomotive and the shunting protection system. Examples include signal strength, signal-to-noise ratio, data packet arrival rate, round-trip time, and bit error rate.

[0040] Health status indicators are parameters used to quantify the integrity and stability of the locomotive's own bus communication links. Examples include bus communication success rate, data frame error rate, bus load rate, and node online status.

[0041] For wireless communication quality indicators, the signal strength, signal-to-noise ratio, data packet arrival rate, and transmission delay of the wireless communication link can be collected. The instantaneous link quality value is obtained by weighted summation of signal strength and signal-to-noise ratio, and the instantaneous link stability value is obtained by weighted summation of the reciprocal of data packet arrival rate and transmission delay. Finally, the instantaneous link quality value and the instantaneous link stability value are weighted and fused to obtain the wireless communication quality indicator value.

[0042] Alternatively, the signal strength or data packet arrival rate of the wireless communication link can be collected and used as a quality indicator of wireless communication.

[0043] For health status indicators, the communication error counter value, bus load rate, heartbeat response time and frame check failure number of the bus interface can be collected. The bus real-time score is obtained by weighted summing of the reciprocal of the communication error counter value and the reciprocal of the heartbeat response time. The bus integrity score is obtained by weighted summing of the normalized value of the bus load rate and the reciprocal of the frame check failure number. The bus real-time score and the bus integrity score are then weighted and fused to obtain the health status indicator value.

[0044] Alternatively, the communication error counter value or heartbeat response time of the bus interface can be collected, and the reciprocal of the communication error counter value or the reciprocal of the heartbeat response time can be used as a health status indicator value.

[0045] By using a single feature parameter instead of multi-parameter weighted fusion, complex weighted calculations and multi-dimensional fusion are eliminated, enabling rapid assessment of channel quality with extremely low computational overhead.

[0046] S22: Based on the wireless communication quality index value and health status index value, determine whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system, and prioritize obtaining target information.

[0047] In specific determination, the wireless communication quality index value and the health status index value can be directly compared numerically. If the wireless communication quality index value is greater than the health status index value, it is determined that the protection authorization information should be obtained from the shunting protection system first; otherwise, it is determined that the locomotive status information should be obtained from the locomotive's own bus first.

[0048] By using a simple binary comparison, priority information sources can be quickly determined with minimal computational latency, thereby minimizing the time overhead of obtaining priority decisions from indicator values.

[0049] After determining whether to prioritize obtaining locomotive status information from the locomotive's own bus or protection authorization information from the shunting protection system, the chosen priority source is immediately used as the target information source. Key data available from that source for determining status transitions is then acquired. Specifically, when prioritizing information from the locomotive's own bus, the target information is the locomotive status information, including internal parameters such as speed, braking status, traction handle position, and operating condition handle position to determine whether the locomotive meets safe starting conditions. When prioritizing information from the shunting protection system, the target information is the protection authorization information, including external parameters such as route open status, safety distance margin, ground signal authorization, and shunting command permission to determine whether the external environment meets safe operating conditions.

[0050] Obtaining this target information is to quickly determine whether the state switching conditions are met in subsequent steps based solely on this information, without waiting for data from another information source to arrive.

[0051] S23: In the set of conditions for the autonomous driving system to switch from the first state to the second state, obtain the target conditions corresponding to the target information, and determine whether the target information meets the target conditions.

[0052] The first state refers to the current operating state of the autonomous driving system before the state transition, while the second state refers to the target operating state that the autonomous driving system expects to transition to. The first state and the second state are different states. For example, the first state is the ready state, and the second state is the ready state; or, the first state is the ready state, and the second state is the running state.

[0053] The condition set refers to the set of all judgment criteria that must be met simultaneously for an automated driving system to switch from the current working state to the target working state. For example, the condition set for switching from the ready state to the prepared state includes multiple or all of the following: parking status, successful self-check, in shunting mode, traction handle in position 0, working condition handle in position 0, availability of shunting plan, locomotive registration, the current hook's operating range allowing automated driving, the route being open and matching the current hook without any coupling test pulls, the leveling command being allowed, and the distance to the target parking point not being 0.

[0054] When retrieving target conditions corresponding to a target message from a set of conditions, a mapping relationship between each condition and an information source can be pre-established among the multiple conditions included in the set. This means clarifying whether the judgment of a condition depends on locomotive status information or protection authorization information. Then, based on the type of information source to which the target information to be prioritized belongs, all conditions dependent on that information source are selected from the set as target conditions. For example, when it is determined that locomotive status information is to be prioritized from the locomotive's own bus, and the target information is locomotive status information, then target conditions dependent on locomotive status information are retrieved from the set of conditions, such as traction handle position 0, operating condition handle position 0, and parking status. When it is determined that protection authorization information is to be prioritized from the shunting protection system, and the target information is protection authorization information, then target conditions dependent on protection authorization information are retrieved from the set of conditions, such as route open and matching the current coupler, and leveling command permitted.

[0055] When making a judgment, the actual value of the acquired target information can be compared one by one with the preset threshold or enable state specified by the target conditions. If all target conditions are met, the judgment result is yes; if any target condition is not met, the judgment result is no. For example, when the target information is locomotive status information, the judgment condition of traction handle 0 position is checked, that is, whether the current traction handle position is 0, and the judgment condition of parking status is checked, that is, whether the current speed is 0.

[0056] S24: If not, determine that the set of conditions is not met, and maintain the current state, switch to the previous state, or switch to the manual state.

[0057] This means that the target information does not meet the corresponding target conditions, thus determining that the current state cannot meet all the conditions required to switch from the first state to the second state. At this time, the autonomous driving system performs one of the following operations according to the preset safety policy: maintain the current state, return to the previous working state, or directly switch to the manual state and let the driver take over the control.

[0058] Specifically, when the first state is the ready state and the second state is the ready state, it indicates that the set of conditions for switching from the ready state to the ready state is not met. At this time, the autonomous driving system maintains the current state, that is, the ready state remains unchanged, or it directly switches from the ready state to the manual state (controlled by the driver).

[0059] When the first state is ready and the second state is running, it indicates that the set of conditions for switching from the ready state to the running state is not met (e.g., the driver has not completed authorization or a certain safety condition has temporarily failed). At this time, the autonomous driving system maintains the current state, that is, the ready state remains unchanged (waiting for the driver to authorize or the conditions to be restored), or it returns from the ready state to the prepared state (re-determines the conditions), or it directly switches from the ready state to the manual state (the driver manually controls the vehicle).

[0060] When the first state is ready and the second state is remote control, it indicates that the set of conditions for switching from the ready state to the remote control state is not met (e.g., insufficient remote control authorization level or loss of remote control command). At this time, the autonomous driving system maintains the current state, that is, the ready state remains unchanged (waiting for the remote control authorization to be met), or it returns from the ready state to the ready state, or it directly switches from the ready state to the manual state.

[0061] When the first state is the ready state and the second state is the low constant speed state, it indicates that the current set of conditions for switching from the ready state to the low constant speed state is not met (e.g., low constant speed authorization has not been obtained or the distance to the target parking point is abnormal). At this time, the autonomous driving system maintains the current state, that is, the ready state remains unchanged, or it returns to the ready state, or switches to the manual state.

[0062] When the first state is the running state, remote control state, or low constant speed state, and it is necessary to exit to the previous state or manual state, if the conditions for continuous operation are not met in the running state, remote control state, or low constant speed state (such as wireless communication interruption, insufficient safe distance, or driver intervention), the automatic driving system will automatically exit the current state and switch to the previous state (such as returning from the running state to the ready state or prepared state) or directly switch to manual state, and the driver will take over the control of the locomotive.

[0063] S25: If yes, then obtain the remaining information, determine whether the remaining information satisfies the remaining conditions, and determine whether to switch from the first state to the second state based on the judgment result. The remaining information is the information other than the target information in the locomotive status information and protection authorization information, and the remaining conditions are the conditions other than the target conditions in the condition set.

[0064] This means that the target information meets its corresponding target conditions, thus determining that the part of the condition set related to the target information has been met. Next, the remaining information in the locomotive status information and protection authorization information other than the target information is obtained, and it is determined whether the remaining information meets the remaining conditions in the condition set other than the target conditions. If all the remaining conditions are met, the system switches from the first state to the second state. If any remaining condition is not met, the system maintains the current state, switches to the previous state, or switches to the manual state.

[0065] The specific process of the above judgment and state switching is similar to the processing logic in S24 above. That is, when the remaining information does not meet the remaining conditions, the operation of maintaining the current state, switching to the previous state, or switching to the manual state is also performed. It will not be described again here.

[0066] As described above, the state control method for shunting automatic driving process provided in this application obtains wireless communication quality index values ​​and bus health status index values, and dynamically determines whether to prioritize obtaining status information from the locomotive's own bus or authorization information from the shunting protection system based on these two indicators. It can select the channel with better or more stable current quality as the target information source from the two types of information channels, prioritize obtaining the target information, and determine whether it meets the target conditions for state switching. When the target information does not meet the conditions, a "set of unmet conditions" determination can be quickly made without waiting for data from the other information source to arrive. Thus, through a dynamic priority information acquisition strategy, the original decision-making process, which required simultaneous waiting for both types of information to arrive, is optimized into a rapid decision-making process based on single-channel preferred information. This effectively avoids passive waiting caused by delays or loss in any information channel, significantly improving the decision response efficiency when the automatic driving start conditions are not met.

[0067] Furthermore, as a response to Figure 2 In a refinement and extension of the method shown, this application embodiment also provides a state control method for shunting automatic driving process.

[0068] Figure 3 This is a schematic diagram of the mode transitions in the embodiments of this application. See also: Figure 3 As shown, the locomotive's operating states include manual mode and automatic driving mode.

[0069] In manual mode, the autonomous driving system does not intervene in any vehicle control, but only collects the driver's driving operations, work information, route information, code position information and leveling information in real time for deep learning and optimization of the autonomous driving control algorithm.

[0070] The automatic driving states include ready, running, remote control, and low constant speed. Each mode represents a current control strategy for the locomotive.

[0071] Ready State: Triggered by the driver moving the selector switch, this is the initial mode of automatic driving. In this mode, the device begins to check whether the conditions for entering the ready state, remote control state, and low constant speed state are met. If not, it remains in the ready state and controls the locomotive to be in a braking state.

[0072] Ready State: Once the entry conditions are met in the Prepared State, the system enters the Ready State, indicating that the automatic driving system is ready and awaiting driver authorization. In this mode, the driver can authorize entry into the Operating State, or, after obtaining the corresponding authorization, switch to the Remote Control State or the Low Constant Speed ​​State, while the locomotive remains in a braking state.

[0073] Operating mode: Entered after authorization from the driver in the ready state, indicating that the automatic driving system is in full control of the locomotive's automatic operation. In this mode, the system automatically determines the running direction, whether to sound the horn, spread sand, and controls the locomotive to prevent it from exceeding the speed limit. When the conditions for continuous operation are no longer met, it exits to the standby state.

[0074] Remote control mode: This mode is entered when certain conditions are met and remote control authorization is obtained in the ready or prepared mode. It indicates that the automatic driving system is receiving external remote control commands for remote control, including steering, diesel engine drive, horn, and sand-spreading drive. It will automatically exit when the remote control authorizer leaves or the conditions for remote driving are not met.

[0075] Low constant speed state: This state is entered when certain conditions are met and low constant speed authorization is obtained in the ready or prepared state. It indicates that the automatic driving system is controlling the locomotive's low constant speed device to drive the locomotive at a low speed. At the same time, it can also realize horn sounding and sand spreading drive. It will automatically exit when the low constant speed authorizer exits or the low constant speed driving conditions are not met.

[0076] The first and second states are respectively one of the following: ready, running, remote control, and low constant speed. The second state differs from the first state. That is to say, typical state transitions include, but are not limited to: ready state → ready state, ready state → remote control state, ready state → low constant speed state, ready state → running state, ready state → remote control state, ready state → low constant speed state, running state → ready state, running state → manual state, remote control state → ready state, remote control state → manual state, low constant speed state → ready state, low constant speed state → manual state, and manual state → ready state (operated via a switch). Any automated driving state can be directly switched to manual state to allow the driver to take over control at any time.

[0077] It should be noted that the switching between different modes can be automatically determined and executed by the autonomous driving system based on the conditions met, or it can be triggered by the driver through authorized operation in specific scenarios.

[0078] Figure 4 This is a flowchart illustrating the state control method for automated shunting process in an embodiment of this application. Figure 2 See Figure 4 As shown, the method may include: S41: Determine whether the locomotive's selector switch is in automatic driving mode.

[0079] A selector switch is a physical or virtual switch device installed on the locomotive control panel to select the locomotive control mode, which includes at least a manual mode and an automatic mode.

[0080] To determine whether the locomotive's selector switch is in automatic driving mode, the current position of the selector switch is checked to see if it is in automatic driving mode. If the result is yes, it means that the driver has intended to switch control to the automatic driving system.

[0081] S42: If so, switch the locomotive's current working state to the ready state, and obtain the wireless communication quality index value between the locomotive and the shunting protection system, as well as the health status index value of the locomotive's own bus communication.

[0082] This means the driver has clearly intended to activate the automatic driving function. At this point, the locomotive's current operating state is switched from manual to ready state, causing the automatic driving system to enter the initial mode of automatic driving and begin condition preparation. At this stage, it can either wait for all information to be acquired before proceeding to the condition judgment for state switching, or simultaneously trigger the acquisition of wireless communication quality indicators and health status indicators to subsequently determine whether the conditions for switching from the ready state to other states are met. The specific acquisition process has been detailed in S21 and will not be repeated here.

[0083] S43: If not, continue to perform shunting operations in manual mode.

[0084] This means that the driver did not select the automatic driving mode, and the locomotive is still in manual mode. At this time, the automatic driving system does not intervene in any locomotive control and continues to perform shunting operations in manual mode. At the same time, it can continuously collect the driver's driving operation, operation information, route information, code position information and leveling information for deep learning and optimization of the automatic driving control algorithm.

[0085] S44: Obtain the first physical quantity value and the second physical quantity value corresponding to the same physical quantity from the wireless communication quality index value and the health status index value, respectively.

[0086] The same physical quantity refers to a quantitative parameter with the same dimensions and comparability that can simultaneously reflect wireless communication quality and bus health status. The first physical quantity value is a quantitative value extracted from the wireless communication quality index value, used to characterize the performance of a certain dimension of the wireless communication link. The second physical quantity value is a quantitative value extracted from the health status index value, used to characterize the same dimension of the locomotive's own bus communication performance. Both are based on the same physical quantity definition, allowing performance parameters from two heterogeneous information channels to be directly compared numerically under the same dimensions.

[0087] For example: effective data transmission rate, where the first physical quantity corresponding to the wireless communication quality index value is the effective data packet arrival rate of the wireless link, and the second physical quantity corresponding to the health status index value is the effective frame transmission success rate of the bus interface; or, signal real-time performance score, where the first physical quantity corresponding to the wireless communication quality index value is the reciprocal normalized value of the wireless transmission delay, and the second physical quantity corresponding to the health status index value is the reciprocal normalized value of the bus heartbeat packet response time; or, vehicle speed, where the wireless communication quality index value is mapped to a reference vehicle speed estimated based on wireless signal attenuation, and the health status index value is mapped to the vehicle speed measured by the bus vehicle speed sensor.

[0088] S45: When the difference between the first physical quantity value and the second physical quantity value is greater than the preset difference threshold, select the larger physical quantity value from the first physical quantity value and the second physical quantity value, and determine whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system based on the index corresponding to the larger physical quantity value.

[0089] If the difference between the first physical quantity value and the second physical quantity value is greater than the preset difference threshold, it means that the quality difference between the two information channels is significant. At this time, the indicator corresponding to the larger physical quantity value can be directly selected as the decision basis. The information channel with better performance can be quickly and accurately identified without complex calculations. This allows for a clear and unambiguous quick selection when the quality difference is obvious, significantly improving the efficiency of priority decision-making.

[0090] When vehicle speed is used as the same physical quantity, if the difference between the first physical quantity value and the second physical quantity value is greater than the preset difference threshold, it means that there is a significant deviation between the two vehicle speed data sources. In this case, the indicator corresponding to the physical quantity value with the larger value is selected as the priority basis. This allows for a quick and accurate determination of the vehicle speed benchmark that is more conducive to driving safety without waiting for the two data sources to be mutually verified. Thus, in the event of data conflict, a safety-oriented priority decision is made with the lowest computational delay.

[0091] When a large physical quantity value corresponds to a wireless communication quality index value, the protection authorization information obtained from the shunting protection system is determined as the target information. That is, external protection information such as route authorization, safety distance, ground signal, and parallel shunting command permission are obtained first for subsequent condition judgment.

[0092] When a large physical quantity value corresponds to a health status index value, the locomotive status information is determined to be obtained first from the locomotive's own bus as the target information. That is, internal status information such as speed, braking status, traction handle position, and working condition handle position are obtained first for subsequent condition judgment.

[0093] S46: When the difference between the first physical quantity value and the second physical quantity value is less than a preset difference threshold and is not equal to 0, obtain the first stability score of the wireless communication quality index value within the historical time period and the second stability score of the health status index value within the historical time period; determine the larger stability score from the first stability score and the second stability score, and determine, based on the index corresponding to the larger stability score, whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system.

[0094] If the difference between the first physical quantity value and the second physical quantity value is less than the preset difference threshold and is not equal to 0, it means that the current instantaneous quality indicators of the two information channels are very close, and it is difficult to judge the superiority or inferiority based solely on the current instantaneous value. In this case, historical stability is introduced for comparison.

[0095] The stability score over a historical period refers to a statistical indicator used to quantify the degree of performance fluctuation of an information channel over a continuous period of time. Channels with smaller fluctuations and more consistent performance have higher stability scores and are more suitable for priority selection. Specifically, within a preset historical time period (e.g., the past 60 seconds or the past 100 sampling periods), the quality indicator values ​​(such as wireless communication quality indicators or health status indicators) collected by the information channel each time are recorded. The variance or standard deviation of these indicator values ​​is calculated, and then a normalization function is used to map the variance values ​​to a stability score between 0 and 100; the smaller the variance, the higher the stability score.

[0096] The significant advantage of determining the higher stability score from the first and second stability scores, and then prioritizing information sources based on the corresponding indicators, lies in the following: When the current instantaneous quality indicators of two information channels are very close and difficult to distinguish, historical stability is introduced as an auxiliary decision-making dimension. Channels with historically smaller fluctuations and more consistent performance are prioritized as target information sources, effectively avoiding frequent switching or misjudgment of priority sources due to short-term fluctuations in instantaneous indicators. This ensures that priority decisions are not only based on which is currently better, but also on which is more reliable and predictable, improving decision stability and resilience against interference while guaranteeing rapid response.

[0097] Compare the historical stability scores of wireless communication quality indicators with the historical stability scores of health status indicators. If the former is greater, prioritize obtaining protection authorization information from the shunting protection system; if the latter is greater, prioritize obtaining locomotive status information from the locomotive's own bus.

[0098] If the difference between the first physical quantity value and the second physical quantity value is equal to 0, it means that the current instantaneous quality indicators of the two information channels are exactly the same. At this time, one of the information sources corresponding to one of the indicators can be arbitrarily selected as the basis for priority acquisition, or the selection can be made according to the default priority (for example, the default priority is to obtain information from the locomotive's own bus) in order to maintain the certainty of the decision.

[0099] S47: Prioritize obtaining target information.

[0100] Once it is determined which information source to obtain information from first, the key data provided by that preferred information source for state switching judgment is read immediately without waiting for data from another information source to arrive.

[0101] S48: In the set of conditions for the autonomous driving system to switch from the ready state to the ready state, obtain the target conditions corresponding to the target information, and determine whether the target information meets the target conditions.

[0102] The set of conditions for switching from the ready state to the ready state can include parking status, successful self-test, in shunting mode, traction handle in position 0, working condition handle in position 0, shunting plan available, locomotive registered, automatic driving allowed in the current coupler's operating range, route open and matched with the current coupler and no coupling test pull, leveling command allowed, and distance from the target parking point not being 0.

[0103] The locomotive status information obtained from the locomotive's own bus includes: parking status, successful self-test, in shunting mode, traction handle in position 0, operating condition handle in position 0, locomotive registration, and distance from the target parking point is not 0.

[0104] The protection authorization information obtained from the shunting protection system includes: having a shunting plan, allowing automatic driving within the current hook's operating range, having an open route that matches the current hook and does not involve coupling or test pulling, and allowing leveling instructions.

[0105] Of course, the condition set can also include: normal diesel engine speed, brake cylinder pressure reaching the preset value, normal sand spreading device status, normal horn device status, effective vehicle positioning system, successful ground beacon reading, permitted status of the forward signal, normal coupler status of the coupled vehicles, no temporary speed limit in the current work area, no foreign object intrusion onto the forward track, normal driver fatigue monitoring status, successful redundancy switching of the wireless communication link, normal self-test of the shunting protection system, successful internal self-test of the automatic driving system, current vehicle speed lower than the maximum speed limit allowed by automatic driving, valid and not expired target parking point location, shunting plan version consistent with the ground, locomotive positioning error within the allowable range, forward switch position matching the plan, and the coupled vehicles being stationary during coupling operations. Depending on the safety requirements and application environment of the actual shunting operation scenario, the specific content of the condition set can be dynamically added, deleted, or combined.

[0106] If the target information to be acquired first is the locomotive status information obtained from the locomotive's own bus, then the target conditions are all the conditions in the condition set that depend on the locomotive status information, such as parking status, successful self-test, in shunting mode, traction handle in position 0, operating condition handle in position 0, locomotive registration, and distance from the target parking point not being 0, etc.

[0107] If the priority target information is the protection authorization information obtained from the shunting protection system, then the target conditions are all the conditions in the condition set that depend on the protection authorization information, such as having a shunting plan, allowing automatic driving in the current hook operation range, having an open route that matches the current hook and does not have a coupling test pull, and allowing leveling instructions, etc.

[0108] In other words, there is a one-to-one mapping relationship between target conditions and target information. The target conditions are those conditions in the condition set that depend on the information source from which the target information comes.

[0109] Taking the locomotive status information obtained from the locomotive's own bus as an example, the specific judgment needs to be based on the locomotive status information to determine whether it is in a parking state, whether the self-test is successful, whether it is in shunting mode, whether the traction handle is in position 0, whether the working condition handle is in position 0, whether the locomotive is registered, and whether the distance to the target parking point is not 0.

[0110] To arrive at a conclusion that a condition is not met in the shortest time during each state transition judgment, the conditions can be sorted according to the priority order of non-compliance rate from high to low and time consumption from short to long. Prioritize checking the conditions that are most likely to fail in the past, so as to find non-compliance items as early as possible and terminate subsequent judgments, thereby improving the overall judgment efficiency.

[0111] Specifically, step S48 above may include: S48a: Determine the time consumed and non-compliance rate of each objective condition in historical judgment.

[0112] In historical judgment, the time taken refers to the length of time from the start of the judgment to the result of whether the condition is met or not. For example, judging whether the leveling command is allowed may require waiting for the wireless signal to travel back and forth, which may take about 200 milliseconds.

[0113] The non-compliance rate in historical judgments refers to the proportion of times a condition is judged as non-compliance within the historical judgment period out of the total number of judgments. For example, if a path is open and matches the current hook, it is non-compliance in 30 out of the past 100 judgments, with a non-compliance rate of 30%.

[0114] S48b: Adjust the order of each target condition based on the time taken and the non-compliance rate. The longer the time taken, the lower the ranking; the higher the non-compliance rate, the higher the ranking.

[0115] When sorting, conditions can first be arranged in descending order of non-compliance rate from highest to lowest. Conditions with the same non-compliance rate can then be arranged in ascending order of time consumption from shortest to longest. For example: assuming the route opening non-compliance rate is 30% and the time consumption is 50ms, the leveling command permission non-compliance rate is 25% and the time consumption is 200ms, the traction handle 0 position non-compliance rate is 10% and the time consumption is 5ms, and the locomotive registration non-compliance rate is 10% and the time consumption is 2ms, the sorting result would be: Route Open, Leveling Command Permission, Locomotive Registration, Traction Handle 0.

[0116] Of course, you can also sort the conditions in ascending order by time taken, and then sort them in descending order by non-compliance rate if the time taken is the same. Alternatively, you can calculate the weighted composite score of time taken and non-compliance rate for each target condition, and sort them in ascending order of composite score, where composite score = time taken × non-compliance rate. The lower the score, the more likely the condition is to be non-complied and the faster it is to be judged, so it should be judged first.

[0117] S48c: Determine whether the target information is satisfied according to the sorted target conditions, and stop when it is determined that the conditions are not satisfied.

[0118] In other words, each target condition is judged in the sorted order. Once any target condition is determined to be unsatisfied, the judgment of all subsequent conditions is immediately terminated, and the conclusion of "the set of unsatisfied conditions" is drawn. Other conditions that are ranked later are no longer judged.

[0119] S49: Keep the locomotive in a ready state if the target conditions are not met.

[0120] This means that the safety requirements for switching from the ready state to the ready state have not yet been met. Therefore, the locomotive is kept in the ready state and kept braking, waiting for the conditions to be met or for the driver to intervene manually.

[0121] S410: If the target conditions are met, bring the locomotive into the ready state.

[0122] This means that all safety requirements for switching from the ready state to the ready state have been met. Therefore, the locomotive is put into the ready state, indicating that the automatic driving system is ready and waiting for driver authorization. At the same time, it continues to monitor changes in various conditions. If the conditions are no longer met, it will return to the ready state.

[0123] Once the locomotive enters the ready state, the driver can switch the locomotive from the ready state to the running state (driver authorizes automatic driving), remote control state (obtains remote control authorization), or low constant speed state (obtains low constant speed authorization) through the corresponding authorization operation.

[0124] S411: Determine whether the locomotive has been authorized by the driver.

[0125] It can detect whether the driver has pressed the "Autonomous Driving Authorization" button on the control panel, confirmed the authorization prompt through the touch screen, or completed the authorization confirmation through voice command. When any of the above authorization operations are detected to be effective, it is determined that the driver has been authorized.

[0126] S412: If so, the locomotive will be switched from the ready state to the running state.

[0127] This means the driver has explicitly authorized the automatic driving system to take over locomotive control. At this point, the automatic driving system switches the locomotive's operating status from ready to running. The automatic driving system issues a takeover command to the locomotive's actuators, enabling automatic control functions such as direction control, speed adjustment, braking, horn activation, and sand spreading. Simultaneously, it updates the status indicator on the human-machine interface from ready to running and begins automatically executing train control operations according to the preset shunting plan.

[0128] S413: If not, keep the locomotive in the ready state.

[0129] This means the driver has not yet authorized the autopilot system to take over locomotive control. At this time, the autopilot system does not perform the switch operation from the ready state to the running state, keeping the locomotive in the ready state. The autopilot system continues to monitor various safety conditions in real time but does not issue any control commands. The locomotive is still manually controlled by the driver or kept in a braking state. At the same time, the status indicator on the human-machine interface remains "ready" and prompts the driver to perform an authorization operation. The switch will only be performed after the driver completes the authorization.

[0130] It's important to note that in the ready state, driver authorization can extend beyond the operational state to include remote control or low constant speed states, depending on operational requirements. The driver's authorization intent can be determined using different authorization buttons on the control panel or different options on the touchscreen. Pressing the "Autopilot Authorization" button authorizes entry into the operational state; pressing the "Remote Control Authorization" button or confirming on the remote control authorization prompt indicates authorization into the remote control state; and pressing the "Low Constant Speed ​​Authorization" button or confirming on the low constant speed authorization prompt indicates authorization into the low constant speed state. The autopilot system then switches the locomotive from the ready state to the corresponding target state based on the detected authorization type.

[0131] In order to achieve on-demand authorization and avoid unnecessary authorization interaction in complex shunting operation scenarios, the necessity level of authorization to enter remote control mode or low constant speed mode can be dynamically evaluated based on the scenario characteristics of the current operation (such as whether it involves coupling operation, whether it passes through a level crossing, whether it is close to the vehicle stop, etc.). Only when the necessity is high, the authorization suggestion prompt will be actively pushed to the driver, and the driver will confirm before the state switch is completed.

[0132] To avoid unnecessary interaction disruptions in scenarios with low authorization necessity, or to avoid missing key authorizations in scenarios with high authorization necessity, the authorization necessity level of each state can be dynamically calculated based on scenario feature information. When the level is higher than a preset threshold, authorization suggestion prompts can be pushed to the driver, thereby improving the accuracy of authorization interaction and scenario adaptability.

[0133] Specifically, after step S410 above, the method may further include: S410a: Obtain scene feature information of the current shunting operation.

[0134] Scene feature information refers to a multi-dimensional set of parameters describing the current shunting operation environment, operation type, and operation stage. For example, it includes operation type characteristics such as coupling operations, passing through level crossings, approaching a train stop, hump shunting, and track alignment, as well as environmental parameters such as current train speed, distance to the target stopping point, track gradient ahead, and weather visibility. Specifically, this information can be obtained from the shunting plan, location and distance information from the onboard positioning system and ground beacons, train speed and operating condition information from the locomotive bus and sensors, and track and weather information from the ground system via wireless communication.

[0135] S410b: Based on scene feature information, determine the first authorization necessity level for switching from the ready state to the remote control state, and the second authorization necessity level for switching from the ready state to the low constant speed state.

[0136] The authorization necessity level refers to a numerical indicator used to quantify the urgency or importance of authorization required to switch to a specific state in the current work scenario.

[0137] In specific calculations, a level value between 0 and 100 can be calculated using a preset weighted mapping function based on parameters such as the operation type, risk factor, remaining distance to the target point, and current vehicle speed from the scene feature information. For example, in a coupled operation scenario (high risk factor, distance to the vehicle stop less than 10 meters), the second authorization necessity level for low constant speed is calculated to be 95, while the first authorization necessity level for remote control is 20.

[0138] S410c: When the first authorization necessity level or the second authorization necessity level is higher than the preset level threshold, push the authorization suggestion prompt corresponding to the authorization necessity level higher than the preset level threshold to the driver, and after the driver makes the corresponding authorization, switch the locomotive from the ready state to the corresponding state.

[0139] This means that entering remote control mode or low constant speed mode under the current operating scenario has a high safety or operational necessity, and the driver should be proactively reminded to consider authorizing this mode.

[0140] When the system pushes the authorization, a dialog box suggesting authorization can pop up on the locomotive's human-machine interface (such as a display screen or voice broadcast system). For example, it can display "Current coupling operation scenario, authorization of low constant speed state is recommended, authorize?" along with confirmation and cancellation buttons, or announce via voice "Authorization of low constant speed state is recommended, please confirm." After the driver grants the appropriate authorization (such as clicking the confirmation button or replying "authorize" via voice), the automatic driving system will switch the locomotive from the ready state to the corresponding state.

[0141] If the authorization is in remote control mode, then switch to remote control mode and start receiving remote control commands.

[0142] If the authorized speed is low constant speed, then switch to low constant speed and control the locomotive to run at low speed.

[0143] After the locomotive switches to the running state, remote control state, or low constant speed state, the automatic driving system will automatically exit the current state and switch back to the ready state or manual state when any of the following situations occur.

[0144] In the running state, when the conditions for continuous operation are not met (e.g., the wireless communication quality index value is lower than the safety threshold, the route authorization is cancelled, the signal ahead becomes prohibited, the distance to the target parking point is 0, or the driver actively intervenes), the system exits the running state and switches to the ready state (re-determines the conditions) or directly switches to the manual state (takes over by the driver).

[0145] In remote control mode, when the remote control authorizer actively withdraws from remote control driving, the wireless remote control command is lost for more than the preset timeout period, the locomotive does not meet the conditions for remote control driving (such as the speed exceeding the remote control allowable range), or the driver intervenes, the system exits remote control mode and switches to ready mode or manual mode.

[0146] In the low constant speed state, when the low constant speed authorizer actively exits low constant speed driving, the low constant speed command is lost, the locomotive does not meet the low constant speed driving conditions (such as having reached the target stopping point), or the driver intervenes, the system exits the low constant speed state and switches to the ready state or manual state.

[0147] All switching operations follow the principle of safety first. If braking is required during the switching process, it will be applied automatically to ensure that the locomotive is in a safe condition.

[0148] This concludes the description of the state control method for automated vehicle dispatching process provided in the embodiments of this application.

[0149] Based on the same inventive concept, this application also provides a state control device for shunting automatic driving process.

[0150] Figure 5 This is a schematic diagram of the state control device for the automated shunting process in the embodiments of this application. Figure 1 See Figure 5 As shown, the device may include: The acquisition module 51 is used to acquire the wireless communication quality index value between the locomotive and the shunting protection system, as well as the health status index value of the locomotive's own bus communication.

[0151] The determination module 52 is used to determine, based on the wireless communication quality index value and the health status index value, whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system, and to prioritize obtaining target information.

[0152] The judgment module 53 is used to obtain the target conditions corresponding to the target information from the set of conditions for the autonomous driving system to switch from the first state to the second state, and to determine whether the target information meets the target conditions.

[0153] The control module 54 is used to determine, if not, that the set of conditions is not met, and to maintain the current state, switch to the previous state, or switch to the manual state.

[0154] Furthermore, as a response to Figure 5 In a refinement and extension of the illustrated device, this application embodiment also provides a state control device for a shunting automatic driving process.

[0155] The locomotive's operating states include manual state and automatic driving state. The automatic driving state includes ready state, ready state, running state, remote control state and low constant speed state. The first state and the second state are one of the ready state, ready state and running state, respectively. The second state is different from the first state.

[0156] The set of conditions includes parking status, successful self-check, in shunting mode, traction handle in position 0, working condition handle in position 0, shunting plan available, locomotive registered, current hook operation range allows automatic driving, route open and matched with current hook and no coupling test pull, leveling command allowed, and distance from target parking point not being 0.

[0157] Figure 6 This is a schematic diagram of the state control device for the automated shunting process in the embodiments of this application. Figure 2 See Figure 6 As shown, the device may include: The conversion module 61 is used to determine whether the locomotive's conversion switch is in automatic driving mode.

[0158] The acquisition module 62 is used to switch the current working state of the locomotive to the ready state if the condition is met, and to acquire the wireless communication quality index value between the locomotive and the shunting protection system, as well as the health status index value of the locomotive's own bus communication.

[0159] The determination module 63 is used to obtain the first physical quantity value and the second physical quantity value corresponding to the same physical quantity from the wireless communication quality index value and the health status index value, respectively; when the difference between the first physical quantity value and the second physical quantity value is greater than a preset difference threshold, the larger physical quantity value is selected from the first physical quantity value and the second physical quantity value, and based on the index corresponding to the larger physical quantity value, the locomotive status information is determined to be obtained from the locomotive's own bus first, or the protection authorization information is obtained from the shunting protection system first, and the target information is obtained first.

[0160] The determination module 63 is further configured to, when the difference between the first physical quantity value and the second physical quantity value is less than a preset difference threshold and is not equal to 0, obtain the first stability score of the wireless communication quality index value within a historical time period and the second stability score of the health status index value within a historical time period; determine the larger stability score from the first stability score and the second stability score, and determine, based on the index corresponding to the larger stability score, whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system.

[0161] The judgment module 64 is used to obtain the target conditions corresponding to the target information from the set of conditions for the automatic driving system to switch from the ready state to the ready state, so as to keep the locomotive in the ready state if the target conditions are not met, and to make the locomotive enter the ready state if the target conditions are met, and to determine whether the target information meets the target conditions.

[0162] The judgment module 64 is specifically used to determine the time consumption and non-satisfaction rate of each target condition in the historical judgment; adjust the order of each target condition according to the time consumption and non-satisfaction rate, wherein the longer the time consumption, the lower the order, and the higher the non-satisfaction rate, the higher the order; judge whether the target information is satisfied according to the sorted target conditions, and stop the judgment when it is determined that it is not satisfied.

[0163] The control module 65 is used to determine, if not, that the set of conditions is not met, and to maintain the current state, switch to the previous state, or switch to the manual state.

[0164] The judgment module 64 is also used to determine whether the locomotive has obtained driver authorization.

[0165] The control module 65 is also used to switch the locomotive from the ready state to the running state if the condition is met.

[0166] The prompting module 66 is used to obtain the scene feature information of the current shunting operation; based on the scene feature information, it determines the first authorization necessity level for switching from the ready state to the remote control state, and the second authorization necessity level for switching from the ready state to the low constant speed state; when the first authorization necessity level or the second authorization necessity level is higher than the preset level threshold, it pushes the authorization suggestion prompt corresponding to the authorization necessity level higher than the preset level threshold to the driver, and after the driver makes the corresponding authorization, it makes the locomotive switch from the ready state to the corresponding state.

[0167] It should be noted that the description of the above device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0168] Based on the same inventive concept, this application also provides a computer device.

[0169] Figure 7 This is a schematic diagram of the structure of the computer device in an embodiment of this application. See also... Figure 7 As shown, the computer device may include: a memory 71, a processor 72, and a computer program stored on the memory 71, wherein the processor 72 executes the computer program to implement the methods described in the foregoing embodiments.

[0170] It should be noted that the description of the above computer device embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the computer device embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0171] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, implements the methods described in the foregoing embodiments.

[0172] It should be noted that the description of the above computer-readable storage medium embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the computer-readable storage medium embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0173] Based on the same inventive concept, this application also provides a computer program product. The computer program product includes a computer program that, when executed by a processor, implements the methods described in the foregoing embodiments.

[0174] It should be noted that the descriptions of the above computer program product embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the computer program product embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0175] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A state control method for automated shunting process, characterized in that, The method includes: Obtain the wireless communication quality index values ​​between the locomotive and the shunting protection system, as well as the health status index values ​​of the locomotive's own bus communication; Based on the wireless communication quality index value and the health status index value, it is determined to prioritize obtaining locomotive status information from the locomotive's own bus, or to prioritize obtaining protection authorization information from the shunting protection system, and to prioritize obtaining target information. In the set of conditions for the autonomous driving system to switch from the first state to the second state, the target conditions corresponding to the target information are obtained, and it is determined whether the target information satisfies the target conditions. If not, then determine that the set of conditions is not met, and maintain the current state, switch to the previous state, or switch to manual state.

2. The method according to claim 1, characterized in that, The step of determining, based on the wireless communication quality index value and the health status index value, to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system includes: The first physical quantity value and the second physical quantity value corresponding to the same physical quantity are obtained from the wireless communication quality index value and the health status index value, respectively. When the difference between the first physical quantity value and the second physical quantity value is greater than a preset difference threshold, the larger physical quantity value is selected from the first physical quantity value and the second physical quantity value, and based on the index corresponding to the larger physical quantity value, it is determined whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system.

3. The method according to claim 2, characterized in that, The method further includes: When the difference between the first physical quantity value and the second physical quantity value is less than a preset difference threshold and is not equal to 0, the first stability score of the wireless communication quality index value and the second stability score of the health status index value within the historical time period are obtained. The larger stability score is determined from the first stability score and the second stability score, and based on the index corresponding to the larger stability score, the locomotive status information is preferentially obtained from the locomotive's own bus, or the protection authorization information is preferentially obtained from the shunting protection system.

4. The method according to any one of claims 1 to 3, characterized in that, The locomotive's operating states include manual state and automatic driving state. The automatic driving state includes a ready state, a ready state, and a running state. The first state and the second state are one of the ready state, the ready state, and the running state, respectively. The second state is different from the first state. Before obtaining the wireless communication quality index value between the locomotive and the shunting protection system, the method further includes: Determine whether the locomotive's switch is in automatic driving mode; If so, the current working state of the locomotive is switched to the ready state, and the step of obtaining the wireless communication quality index value between the locomotive and the shunting protection system is executed. The step of obtaining the target condition corresponding to the target information from the set of conditions for the autonomous driving system to switch from the first state to the second state includes: In the set of conditions for the automatic driving system to switch from the ready state to the ready state, the target conditions corresponding to the target information are obtained, so that if the target conditions are not met, the locomotive is kept in the ready state, and if the target conditions are met, the locomotive is put into the ready state. The method further includes: Determine whether the locomotive has obtained driver authorization; If so, the locomotive is switched from the ready state to the running state.

5. The method according to claim 4, characterized in that, The autonomous driving state also includes a remote control state and a low constant speed state; the method further includes: Obtain scene feature information of the current shunting operation; Based on the scene feature information, determine the first authorization necessity level for switching from the ready state to the remote control state, and the second authorization necessity level for switching from the ready state to the low constant speed state; When the first authorization necessity level or the second authorization necessity level is higher than the preset level threshold, an authorization suggestion prompt corresponding to the authorization necessity level higher than the preset level threshold is pushed to the driver, and after the driver makes the corresponding authorization, the locomotive is switched from the ready state to the corresponding state.

6. The method according to claim 4, characterized in that, The set of conditions includes parking status, successful self-check, in shunting mode, traction handle in position 0, working condition handle in position 0, shunting plan available, locomotive registered, current hook operation range allows automatic driving, route open and matched with current hook and no coupling test pull, leveling command allowed, and distance from target parking point not being 0. The step of determining whether the target information meets the target condition includes: Determine the time consumption and non-metd rate of each objective condition in historical judgments; Based on the time taken and the non-compliance rate, the order of each target condition is adjusted, wherein the longer the time taken, the lower the order, and the higher the non-compliance rate, the higher the order. Based on the sorted target conditions, determine whether the target information is satisfied, and stop the determination when it is determined that it is not satisfied.

7. A state control device for automated shunting process, characterized in that, The device includes: The acquisition module is used to acquire the wireless communication quality index values ​​between the locomotive and the shunting protection system, as well as the health status index values ​​of the locomotive's own bus communication. The determination module is used to determine, based on the wireless communication quality index value and the health status index value, whether to prioritize obtaining locomotive status information from the locomotive's own bus or to prioritize obtaining protection authorization information from the shunting protection system, and to prioritize obtaining target information. The judgment module is used to obtain the target conditions corresponding to the target information from the set of conditions for the autonomous driving system to switch from the first state to the second state, and to determine whether the target information satisfies the target conditions. The control module is configured to determine, if not, that the set of conditions is not met, and to maintain the current state, switch to the previous state, or switch to manual state.

8. A computer device, comprising a memory, a processor, and a computer program stored in the memory, characterized in that, The processor executes the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by a processor, it implements the steps of the method according to any one of claims 1 to 6.

Images