Method for determining movement authority, vehicle controller, vehicle, storage medium, program product, and program

Abstract

A method for determining movement authority, relating to the technical field of vehicles, and comprising: determining a target road section on the basis of candidate dangerous points on a vehicle traveling path (210); and determining the movement authority of a vehicle within the range of the target road section (220). In this way, a vehicle controller determines movement authority within the range of the target road section obtained on the basis of the candidate dangerous points, thereby improving the efficiency and reliability of determining the movement authority. Further provided are a vehicle controller, a vehicle, a storage medium, a program product, and a program.

Description

Method for determining movement authorization, vehicle controller, vehicle, storage medium, program product and program

[0001] The present application claims priority to the Chinese patent application No. 202410681691.X, filed on May 28, 2024, and entitled "Method for determining movement authorization, vehicle controller, vehicle and storage medium", the whole content of which is incorporated herein by reference. TECHNICAL FIELD

[0002] The present application relates to the field of vehicle technology, and more particularly, to a method for determining movement authorization, a vehicle controller, a vehicle, a storage medium, a program product and a program. BACKGROUND

[0003] In a rail transit system, the process of determining movement authorization is an important process in vehicle control. Movement authorization can indicate the area or distance that the vehicle is authorized to travel on the rail line. By calculating and allocating movement authorization, it can ensure that the vehicles maintain appropriate safety intervals on the track and improve the safety of vehicle operation. However, in the related art, the efficiency of movement authorization is low and the reliability is poor. SUMMARY

[0004] The purpose of the present application is to provide a new technical solution for determining movement authorization.

[0005] In a first aspect, the present application discloses a method for determining movement authorization, executed by a vehicle controller, comprising:

[0006] determining a target section according to a candidate dangerous point on a vehicle travel path;

[0007] determining a movement authorization of the vehicle within a range of the target section; wherein the distance of the movement authorization is less than or equal to the distance of the target section.

[0008] In a second aspect, the present application discloses a vehicle controller, comprising a memory and a processor, the memory is used to store computer instructions, and the processor is used to call the computer instructions from the memory to execute the method as described in any one of the first aspect.

[0009] In a third aspect, the present application discloses a vehicle, comprising the vehicle controller as described in the second aspect.

[0010] In a fourth aspect, the present application discloses a computer-readable storage medium, having a computer program stored thereon, the computer program, when executed by a processor, implements the method as described in any one of the first aspect.

[0011] Fifthly, this application discloses a computer program product, including a computer program that, when executed by a processor, implements the method for determining a mobile license as described in any one of the first aspects.

[0012] In a sixth aspect, this application discloses a computer program that, when executed by a processor, implements the method for determining a movement license as described in any of the first aspects.

[0013] In conjunction with the above technical solutions, this disclosure provides a method for determining movement authorization. This method can be executed by a vehicle controller. The method includes: determining a target road segment based on candidate hazard points along the vehicle's travel path; and determining a movement authorization for the vehicle within the range of the target road segment. The distance of the movement authorization is less than or equal to the distance of the target road segment. In this way, the vehicle controller determines the movement authorization within the range of the target road segment obtained based on candidate hazard points, avoiding the problem of an excessively large movement authorization range. Furthermore, the autonomous movement authorization by the vehicle controller reduces coupling between subsystems, improving the efficiency and reliability of determining the movement authorization. Attached Figure Description

[0014] Figure 1 is a schematic diagram of the structure of a TACS system provided in an embodiment of this disclosure.

[0015] Figure 2 is a flowchart illustrating a method for determining a mobility authorization according to an embodiment of this disclosure.

[0016] Figure 3 is a schematic diagram of the vehicle operation phase under a safe braking strategy provided in an embodiment of this disclosure.

[0017] Figure 4 is a schematic diagram of the vehicle operation phase under an automatic vehicle control strategy provided in an embodiment of this disclosure.

[0018] Figure 5 is a flowchart illustrating a method for determining a mobility authorization according to an embodiment of this disclosure.

[0019] Figure 6 is a schematic diagram of the structure of a vehicle controller provided in an embodiment of this disclosure. Detailed Implementation

[0020] Various exemplary embodiments of the present disclosure will now be described in detail with reference to the accompanying drawings. It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of the present disclosure.

[0021] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0022] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0023] In all the examples shown and discussed herein, any specific values ​​should be interpreted as merely exemplary and not as limitations. Therefore, other examples of exemplary embodiments may have different values.

[0024] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0025] Although operations or steps are described in a specific order in the accompanying drawings in the embodiments of this disclosure, it should not be construed as requiring these operations or steps to be performed in the specific order or serial order shown, or requiring all of the shown operations or steps to be performed to obtain the desired result. In the embodiments of this disclosure, these operations or steps may be performed serially; they may be performed in parallel; or a portion of these operations or steps may be performed.

[0026] In the description of the embodiments of this disclosure, unless otherwise stated, prefixes such as "first" and "second" are used only to distinguish different descriptive objects and do not constitute restrictions on the position, order, priority, quantity, or content of the descriptive objects. The description of the descriptive objects is given in the context of the claims or embodiments, and the use of prefixes should not constitute unnecessary restrictions. For example, if the descriptive object is "information," the ordinal numbers preceding "information" in "first information" and "second information" do not restrict the position or order of the "information." "First" and "second" do not restrict whether the "information" they modify is in the same message, nor do they restrict the order of "first information" and "second information."

[0027] In the description of the embodiments of this disclosure, unless otherwise stated, "multiple" means two or more, and other quantifiers are similar; "at least one," "one or more," or similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one 'a' can represent any number of 'a's; as another example, one or more of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple; "and / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A alone, A and B simultaneously, and B alone, where A and B can be singular or plural. The character " / " indicates that the preceding and following related objects are in an "or" relationship.

[0028] In the description of the embodiments of this disclosure, unless otherwise stated, elements expressed in a singular form can be understood as either a singular or a plural expression. For example, "a," "an," "the," "the," "described," "the foregoing," "this," etc., can mean "one and only one," or "one or more," "at least one," etc.

[0029] In the description of the embodiments disclosed herein, unless otherwise stated, the terms "greater than", "greater than or equal to", "not less than", "more than", "more than or equal to", "not less than", "higher than", "higher than or equal to", "not lower than", and "above" can be used interchangeably, and the terms "less than", "less than or equal to", "not greater than", "less than", "less than or equal to", "not more than", "lower than", "lower than or equal to", "not higher than", and "below" can be used interchangeably.

[0030] First, the application scenarios of this disclosure will be described. The embodiments of this disclosure can be applied to vehicle control scenarios in rail transit. In rail transit systems, determining movement authorization is a crucial process in vehicle control. Movement authorization indicates the area or distance a vehicle is authorized to travel on the track. By calculating and allocating movement authorization, it is possible to ensure that vehicles maintain appropriate safe intervals on the track, thereby improving the safety of vehicle operation.

[0031] In some embodiments, rail transit may employ a Communication Based Train Control (CBTC) system. In a CBTC system, a Zone Controller (ZC) collects relevant vehicle operation information to calculate mobility authorization, resulting in a broad mobility authorization outcome. This outcome is then sent to the Vehicle On-Board Controller (VOBC). Upon receiving the mobility authorization outcome from the ZC, the VOBC verifies it and further processes it, taking into account any faults that may have occurred during vehicle operation, to obtain the final mobility authorization for the vehicle. This approach requires cooperation between the ZC and VOBC subsystems to implement mobility authorization, resulting in significant coupling between the subsystems. Furthermore, the broad scope of the mobility authorization leads to low efficiency and poor reliability in this method.

[0032] To improve the efficiency and reliability of mobility authorization, one alternative implementation for rail transit is to adopt a Train Autonomous Circumambulate System (TACS) based on vehicle-to-vehicle communication.

[0033] Figure 1 is a schematic diagram of a TACS system provided in an embodiment of this disclosure. As shown in Figure 1, the TACS system 100 may include an Automatic Train Supervision (ATS) system 101, an Object Controller (OC) 102, and a Vehicle On-board Controller (VOBC) 103.

[0034] in:

[0035] The ATS can monitor the vehicle's operating status and send dispatch instructions to the VOBC. The ATS can also serve as the command center of the TACS system, responsible for monitoring and dispatching the entire vehicle operation.

[0036] An OC (Organizer) can collect track information and resources. Upon receiving a resource permission request from a VOBC (Vehicle Controller), it combines information from multiple vehicles along the path and feeds back the requested resources to the VOBC. In the TACS (Traffic Access Control System), there can be one or more OCs, each corresponding to a different area of ​​the track route. Each OC can collect resource information for its corresponding track route area. Optionally, the same area of ​​a track route can correspond to one OC or multiple OCs that act as backups for each other, to improve reliability.

[0037] VOBC can be installed in vehicles to control acceleration, cruise control, and braking. VOBC can communicate with ATS (Automatic Tracking System), for example, receiving dispatch instructions from the ATS, determining the destination based on these instructions, and planning the route to that destination. VOBC can also communicate with OC (Operational Control Center), for example, sending resource permission requests to the OC, receiving resource results from the OC in response to the request, and calculating movement authorization.

[0038] In some embodiments, the ATS, OC, and VOBC can send and / or receive relevant information based on a wireless communication connection.

[0039] Figure 2 is a flowchart illustrating a method for determining mobility authorization according to an embodiment of this disclosure. This method for determining mobility authorization can be performed by the vehicle controller (VOBC) shown in Figure 1 or other electronic devices installed on the vehicle. As shown in Figure 2, the method for determining mobility authorization in this embodiment may include steps S210 to S220.

[0040] Step S210: Determine the target road segment based on the candidate hazard points along the vehicle's travel path.

[0041] In some embodiments, the vehicle is a vehicle in a rail transit system, which may include trains, locomotives, trams, monorails, driverless trains, etc.

[0042] In one optional implementation, the vehicle's travel path can be planned by the vehicle controller. The vehicle controller can receive dispatch instructions sent by the Automatic Train Control (ATS), which include the vehicle's destination information; based on the destination information in the dispatch instructions, it automatically plans the vehicle's travel path to the destination. For example, the vehicle controller can plan the travel path based on the destination, the vehicle's current position, and the track map. Optionally, during vehicle operation, the vehicle controller can update the vehicle's travel path in a timely manner based on the vehicle's own information and / or environmental information.

[0043] In another alternative implementation, the vehicle's travel path can be planned by the ATS, and the vehicle controller can receive the travel path sent by the ATS. For example, the ATS can plan the vehicle's travel path to the destination based on information such as the vehicle's current location, destination, and track route map, and send the travel path to the vehicle controller.

[0044] In this way, the travel route can be planned in a variety of ways.

[0045] In some embodiments of this disclosure, the aforementioned candidate hazard point can be a potentially unsafe location or area on the vehicle's travel path, such as a location or area that may pose a threat to the safe operation of the vehicle. This candidate hazard point can serve as input for the vehicle's mobility authorization calculation, which requires ensuring the vehicle's safety when passing through these hazard points.

[0046] Optionally, the candidate hazard point may include a Safeguard Point and / or an Obstacle Point, wherein:

[0047] Safety protection points are specific locations along a vehicle's path used to ensure safety. When a train reaches a safety protection point, the system assesses the train's speed and braking capabilities to ensure the train can stop safely in the event of any unforeseen circumstances.

[0048] Obstacle points can be actual or potential obstacles in front of a vehicle, such as a stopped train, malfunctioning equipment, or other obstacles blocking the vehicle's path. Vehicles can periodically monitor obstacle points during operation.

[0049] The vehicle controller can determine movement authorization based on safety protection points and / or obstacle points, and control the operation of the vehicle based on the movement authorization, such as acceleration, deceleration, braking, and stopping, to improve the safety of vehicle control.

[0050] In some embodiments, the aforementioned security protection points include at least one of the following: trackside resource protection points, section protection points, boundary protection points, vehicle protection points that support vehicle-to-vehicle communication, and vehicle protection points that do not support vehicle-to-vehicle communication.

[0051] in:

[0052] (i) Trackside resource protection points: When granting movement authorization to vehicles, the authorized route is not allowed to enter the starting point of the trackside resource. A trackside resource protection point may include at least one of the following:

[0053] Turnout protection points can be used to ensure the safety of vehicles when passing through turnouts; turnouts are key components in the track system that allow trains to change their travel path.

[0054] Turnaround rail protection points can be used to protect the turnaround rail, ensuring that the train does not cross the safe starting point during the turnaround operation, thus avoiding possible collisions or derailments;

[0055] Platform protection points can be used to protect the platform area, prevent trains from entering unsafe parts of the platform area, and ensure the safety of passengers and trains.

[0056] Optionally, the aforementioned turnout protection points may include at least one of the following:

[0057] If the train has not passed the point of use of the turnout, the protection point can be set before the turnout to ensure that the train slows down or stops before reaching the turnout switching area so that the turnout has enough time to be set correctly.

[0058] If a train passes a turnout usage point but has not obtained the right to use the turnout, the protection point will prevent the train from entering the turnout area when the train is approaching the turnout but has not yet obtained the right to use the turnout, until the system confirms that the turnout can be used safely;

[0059] If a train passes the turnout usage point and obtains the right to use the turnout, but the turnout is not moved to the intended position, even if the train has obtained the right to use the turnout, this protection point will prevent the train from continuing to move until the turnout is correctly set.

[0060] (ii) Segment-type protection points: When a segment type is used as a protection point, mobility authorization is not allowed to extend beyond the starting point of the first logical segment that has a segment-type protection point. This segment-type protection point may include at least one of the following:

[0061] Manual path protection points can be set based on manually defined paths to ensure that trains follow predetermined paths during specific operating conditions or maintenance operations.

[0062] Blockade points are used to prevent vehicles from entering a section of a road when the road is closed due to maintenance, malfunction, or other reasons, until the section is reopened.

[0063] (iii) Boundary protection points: When a boundary track with certain attributes exists, the boundary track serves as a protection point. Under certain conditions, the authorized movement range is not allowed to extend beyond the starting point of the boundary track. This type of boundary protection point may include at least one of the following:

[0064] OC boundary protection point, which is the boundary associated with the target controller OC, can be used to identify the boundary of the area governed by the OC, such as the boundary between two adjacent OC-governed areas;

[0065] The TACS area boundary protection point is used to identify the coverage area of ​​the TACS system. This ensures that trains comply with the operating rules of the TACS system when entering or leaving the TACS area.

[0066] Line terminus protection point. This protection point can be set at the physical end of the line to prevent trains from going beyond the line boundaries and to ensure that trains do not accidentally enter non-operational areas.

[0067] (iv) Vehicle-type protection points that support vehicle-to-vehicle communication.

[0068] For example, information about vehicles ahead of the current vehicle in its direction of travel can be obtained through vehicle-to-vehicle communication or vehicle-to-ground communication, and vehicle-class protection points supporting vehicle-to-vehicle communication can be determined based on this information. For instance, the location of the vehicle closest to the current vehicle can be used as a vehicle-class protection point supporting vehicle-to-vehicle communication, or the location of vehicles whose distance from the current vehicle is less than or equal to a certain threshold can be used as a vehicle-class protection point supporting vehicle-to-vehicle communication.

[0069] (v) Vehicle-type protection points that do not support vehicle-to-vehicle communication

[0070] For example, sensors installed on the vehicle can detect information about vehicles ahead in the vehicle's direction of travel, and based on this information, determine protection points for vehicles that do not support vehicle-to-vehicle communication. For instance, the location of the vehicle closest to the vehicle, as detected by the sensors, can be used as the protection point for that vehicle that does not support vehicle-to-vehicle communication. Optionally, the sensors installed on the vehicle may include one or more detection sensors, such as millimeter-wave radar or cameras.

[0071] Alternatively, the most stringent of the above protection points can be selected as the result of the security protection point.

[0072] In some embodiments, the aforementioned obstacle point may include at least one of the following: an obstacle point caused by vehicle malfunction, an obstacle point caused by vehicle controller malfunction, or an obstacle point caused by environmental anomalies. Wherein:

[0073] Obstacles caused by vehicle malfunctions can include obstacles that require speed limits or immediate stopping due to vehicle malfunctions. Such vehicle malfunctions can include at least one of traction failure, door opening, or vehicle speed limit.

[0074] Obstacles caused by vehicle controller malfunctions may include some fault protection obstacles in the VOBC subsystem, such as IO board back-stepping errors.

[0075] Obstacles caused by environmental anomalies can include those related to the functions of the VOBC subsystem in the TACS system, such as speed limits in rain and snow mode, track rolling function, platform fire, response to platform vehicle impoundment command, and observability of planned direction monitoring.

[0076] Optionally, the most stringent of the above obstacle points can be selected as the result of the obstacle point.

[0077] In some embodiments, the vehicle controller can determine the aforementioned candidate hazard points (such as the aforementioned safety protection points and / or obstacle points) based on the first information and / or the second information. For example, the candidate hazard points in the first information and the candidate hazard points in the second information can be merged to obtain multiple candidate hazard points. Wherein:

[0078] The first information may include trackside information and / or vehicle operation information sent from the target controller (OC) to the vehicle controller.

[0079] The second piece of information may include information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection. For example, the vehicle controller may communicate with the vehicle in front or behind to obtain relevant information about that vehicle. As another example, the vehicle controller may detect information about vehicles ahead or behind using sensors.

[0080] The trackside information mentioned above may include information such as resource usage rights, the setting and cancellation of manual routes, and information on blocked sections; the vehicle operation information may include information such as the first train ahead of this vehicle and the first train behind it.

[0081] In some embodiments of this disclosure, the vehicle controller can send a resource permission request to a target controller (OC) and receive first information from the target controller (OC) in response to the resource permission request. The OC can be one or more OCs along the driving path, and the first information can be referred to as a resource permission response, resource request result, etc. Optionally, the vehicle controller can store the first information locally and use the locally stored first information when determining candidate hazard points.

[0082] For example, after planning the driving route, the vehicle controller can automatically send a resource permission request to the target controller (OC) to request resource permissions on that driving route. The OC can then respond to the resource permission request by sending initial information.

[0083] In one implementation, the target controller OC can respond to the aforementioned resource permission request by sending first information to the vehicle controller, and the vehicle controller can receive the first information.

[0084] In another implementation, the target controller (OC) can periodically send the first information in response to the aforementioned resource permission request, and the vehicle controller can periodically receive the first information sent by the OC.

[0085] In some embodiments, there are multiple candidate hazard points. One possible implementation of step S210 is to determine a target hazard point from the multiple candidate hazard points. The target hazard point is the candidate hazard point that is located in front of the vehicle's current driving direction and is closest to the vehicle's current position. The driving path between the vehicle's current position and the target hazard point is taken as the target road segment.

[0086] For example, the most stringent of multiple candidate hazards can be selected as the target hazard. For instance, the candidate hazard closest to the vehicle's current location can be selected as the target hazard, and the travel path between the vehicle's current location and the target hazard can be selected as the target road segment.

[0087] In this way, the most stringent among multiple candidate hazards (such as safety protection points and obstacle points) can be selected as the target hazard, thereby improving the safety of vehicle control.

[0088] Step S220: Determine the vehicle movement authorization within the target road segment.

[0089] Among them, movement authorization can indicate the area or distance on the track where a vehicle is authorized to travel.

[0090] Optionally, the distance of the movement authorization is less than or equal to the distance of the target road segment.

[0091] In some embodiments, the target road segment can be designated as a movement authorization segment, and vehicles can be authorized to travel within that target road segment.

[0092] In other embodiments, the vehicle's movement authorization can be determined based on the vehicle's operation information within the target road segment, such that the distance of the movement authorization is less than or equal to the distance of the target road segment.

[0093] In this way, the vehicle controller can determine the movement authorization within the target road segment range obtained based on the candidate hazard points, which can avoid the problem of the movement authorization range being too large. Furthermore, the autonomous movement authorization by the vehicle controller can reduce the coupling between subsystems and improve the efficiency and reliability of determining the movement authorization.

[0094] In some embodiments, the vehicle's operating information may include at least one of the following:

[0095] At least one control strategy for the vehicle, such as a safety braking strategy and / or an automatic vehicle control strategy;

[0096] Speed, such as average speed, maximum speed, minimum speed;

[0097] Acceleration, such as average acceleration, maximum acceleration, and minimum acceleration;

[0098] Information on at least one operating phase of the vehicle, including speed, acceleration, and duration of each operating phase.

[0099] For example, the distance of the movement authorization can be related to the target speed of the vehicle; the higher the target speed, the greater the movement authorization distance. For instance, if the target speed of the vehicle decreases, the movement authorization distance is reduced accordingly; if the target speed of the vehicle increases, the movement authorization distance is reduced accordingly.

[0100] Optionally, the target speed of the vehicle can be the vehicle's current speed, or a projected speed over a future period calculated based on the vehicle's current speed and acceleration, or the maximum speed limit of the track area in which the vehicle travels.

[0101] In this way, the vehicle's movement authorization can be determined based on the vehicle's actual operating information, which can avoid the problem of the movement authorization distance being too large or too small, and improve the reliability of movement authorization.

[0102] In some embodiments, the operational information may include at least one control policy for the vehicle; the vehicle's movement authorization can be determined through the following steps S221 and S222:

[0103] Step S221: For each control strategy, determine the candidate protection distance corresponding to the control strategy.

[0104] Step S222: The maximum value among at least one candidate protection distance is used as the distance for movement authorization.

[0105] In one alternative implementation, the step S221 above, which involves determining the candidate protection distance corresponding to the control strategy, may include the following steps:

[0106] First, determine at least one operating phase of the vehicle under the control strategy.

[0107] Then, based on the speed, acceleration, and duration of each operating phase, the phase protection distance of the vehicle in each operating phase is determined.

[0108] Finally, the sum of the protection distances of at least one operational phase is used as the candidate protection distance for the control strategy.

[0109] In some embodiments, the vehicle may have different operating phases under different control strategies. Furthermore, in different operating phases, the vehicle may have a speed, acceleration, and duration corresponding to each phase.

[0110] In one implementation, the above-mentioned at least one control strategy may include a safety braking strategy and / or an automatic vehicle control strategy.

[0111] Under the safety braking strategy, the vehicle's operating phase may include at least one of the following: traction unloading phase, coasting phase, brake establishment phase, and maximum braking deceleration phase; this safety braking strategy is the control strategy used by the vehicle to brake safely in the event of a malfunction or emergency, and may also be referred to as a safety braking model, safety braking algorithm, etc.

[0112] Under the automatic vehicle control strategy, the vehicle operation phase may include at least one of the following: traction phase, cruise control phase, and braking phase; this automatic vehicle control strategy is a commonly used control strategy in actual vehicle operation, and may also be called an automatic driving strategy, automatic driving algorithm, or vehicle control algorithm.

[0113] Figure 3 is a schematic diagram of the vehicle operation phases under a safe braking strategy provided in this embodiment. As shown in Figure 3, under the safe braking strategy, the vehicle operation phases may include a traction unloading phase, a coasting phase, a brake establishment phase, and a maximum braking deceleration phase. The phase protection distances corresponding to these four phases are S1, S2, S3, and S4, respectively, and the speeds (initial speeds) corresponding to these four phases are v0, v1, v2, and v3, respectively.

[0114] (i) During the traction unloading phase, if the vehicle is in a traction unloading process after the vehicle outputs braking, sufficient protection distance needs to be reserved for this phase to ensure safety. Therefore, during the traction unloading phase, the maximum speed limit that the vehicle can currently reach (e.g., the speed limit of the vehicle's driving section) can be used as the initial speed v0, the maximum traction acceleration that the vehicle can reach amax can be used, and the duration (i.e., tolerance time) of this traction unloading phase can be set as t1. The protection distance S1 of this traction unloading phase can be calculated by the following formula (1):

[0115] Where S1 represents the protection distance corresponding to the traction unloading phase, v0 represents the initial speed of the vehicle in the traction unloading phase (e.g., the maximum speed limit that the vehicle can currently reach), t1 represents the duration of the traction unloading phase (i.e., the tolerance time), and a1 represents the average acceleration of the traction unloading phase.

[0116] Furthermore, the average acceleration a1 can be calculated using the following formula (2): a1=k*a max -a ramp (2)

[0117] Where a1 represents the average acceleration during the traction unloading phase, and k represents the acceleration coefficient, which can be a pre-set coefficient. For example, the acceleration coefficient can be any value greater than 0 and less than or equal to 1. max This represents the maximum achievable traction acceleration of the vehicle (this maximum traction acceleration can be greater than 0), a ramp This indicates the gradient acceleration corresponding to the slope of the road surface where the vehicle is currently located (this value is greater than 0 when going uphill and less than 0 when going downhill).

[0118] Thus, the stage protection distance of the vehicle during the traction unloading stage under the safe braking strategy can be calculated using the above formulas (1) and (2).

[0119] (ii) The coasting phase: After traction unloading is completed and before the vehicle begins to apply brakes, there exists a coasting phase with no braking force output. Let the acceleration during this coasting phase be a. coast And set the duration of the coasting phase (i.e., the tolerance time) to t2, then the phase protection distance S2 of the coasting phase can be calculated by the following formula (3):

[0120] Where S2 represents the protection distance corresponding to the coasting phase, v1 represents the initial speed of the vehicle in the coasting phase, t2 represents the duration of the coasting phase (i.e., the tolerance time), and a2 represents the average acceleration in the coasting phase.

[0121] Furthermore, the average acceleration a2 during this coasting phase can be calculated using the following formula (4): a2=k*a coast -a ramp (4)

[0122] Where a2 represents the average acceleration during the coasting phase, and k represents the acceleration coefficient, which can be a pre-set coefficient. coast This represents the acceleration during the coasting phase. Since there is no braking force output during the coasting phase, this acceleration remains constant. ramp This represents the gradient acceleration corresponding to the slope of the road surface where the vehicle is currently located. Optionally, the acceleration 'a' during the coasting phase... coast It can be 0 or close to 0.

[0123] Furthermore, the initial velocity v1 during this coasting phase can be calculated using the following formula (5): v1=v0+a1t1 (5)

[0124] Where v1 represents the initial speed of the coasting phase, v0 represents the initial speed of the traction unloading phase (such as the maximum speed limit that the vehicle can currently reach), a1 represents the average acceleration of the traction unloading phase, and t1 represents the duration of the traction unloading phase (i.e., the tolerance time).

[0125] Thus, the stage protection distance corresponding to the vehicle's coasting phase under the safe braking strategy can be calculated using the above formulas (3), (4) and (5).

[0126] (III) Brake Establishment Phase: This phase refers to the process from the initial establishment of braking to the completion of maximum braking. During this phase, the initial acceleration upon braking can be considered to be zero. If the maximum achievable braking acceleration of the vehicle is a... dec Then the average braking acceleration during the braking establishment phase is a. dec Half of the braking establishment phase, taking the duration (i.e., tolerance time) of this braking establishment phase as t3, the phase protection distance S3 of this braking establishment phase can be calculated by the following formula (6):

[0127] Where S3 represents the protection distance corresponding to the braking establishment phase, v2 represents the initial speed of the vehicle during the braking establishment phase, t3 represents the duration of the braking establishment phase (i.e., tolerance time), and a3 represents the average acceleration during the braking establishment phase.

[0128] Furthermore, the average acceleration a3 during the braking establishment phase can be calculated using the following formula (7):

[0129] Where a3 represents the average acceleration during the braking initiation phase, and k represents the acceleration coefficient, which can be a pre-set coefficient. dec a represents the maximum achievable braking acceleration of the vehicle. ramp This represents the gradient acceleration corresponding to the slope of the road surface where the vehicle is currently located. Optionally, the maximum braking acceleration 'a'... dec It can be a value less than 0, indicating that the vehicle's current speed has been reduced by braking.

[0130] Furthermore, the initial velocity v2 during the braking establishment phase can be calculated using the following formula (8): v2=v1+a2t2 (8)

[0131] Where v2 represents the initial velocity of the braking establishment phase, v1 represents the initial velocity of the coasting phase, a2 represents the average acceleration of the coasting phase, and t2 represents the duration of the coasting phase (i.e., the tolerance time).

[0132] Thus, the stage protection distance corresponding to the vehicle during the braking establishment phase under the safe braking strategy can be calculated using the above formulas (6), (7) and (8).

[0133] (iv) During the maximum braking deceleration phase, after the maximum braking is established, the vehicle can decelerate using the maximum braking acceleration until the vehicle speed reaches 0. The phase protection distance S4 for this maximum braking deceleration phase can be calculated using the following formula (9):

[0134] Where S4 represents the protection distance corresponding to the maximum braking deceleration phase, v3 represents the initial speed of the vehicle during the maximum braking deceleration phase, 0 represents the vehicle speed eventually decreasing to 0, and a4 represents the average acceleration during the maximum braking deceleration phase.

[0135] Furthermore, the average acceleration a4 during the maximum braking deceleration phase can be calculated using the following formula (10): a4=k*a dec -a ramp (10)

[0136] Where a4 represents the average acceleration during the maximum braking deceleration phase, k represents the acceleration coefficient, which can be a pre-set coefficient. dec a represents the maximum achievable braking acceleration of the vehicle. ramp This represents the gradient acceleration corresponding to the slope of the road surface where the vehicle is currently located. Optionally, the maximum braking acceleration 'a'... dec It can be a value less than 0, indicating that the vehicle's current speed has been reduced by braking.

[0137] Furthermore, the initial velocity v3 of the maximum braking deceleration phase can be calculated using the following formula (11): v3=v2+a3t3 (11)

[0138] Where v3 represents the initial velocity of the maximum braking deceleration phase, v2 represents the initial velocity of the braking establishment phase, a3 represents the average acceleration of the braking establishment phase, and t3 represents the duration of the braking establishment phase (i.e., the tolerance time).

[0139] Thus, the stage protection distance corresponding to the maximum braking deceleration stage of the vehicle under the safe braking strategy can be calculated using the above formulas (9), (10) and (11).

[0140] Thus, the protection distances corresponding to the above-mentioned traction unloading stage, coasting stage, brake establishment stage, and maximum braking deceleration stage can be calculated as S1, S2, S3, and S4, respectively.

[0141] Furthermore, the sum of the protection distances of multiple operating phases can be used as the candidate protection distance for the control strategy. For example, the candidate protection distance corresponding to the safety braking strategy can be calculated based on the following formula (12): S pro =S1+S2+S3+S4 (12)

[0142] Among them, S pro S1 represents the stage protection distance corresponding to the traction unloading stage, S2 represents the stage protection distance corresponding to the coasting stage, S3 represents the stage protection distance corresponding to the brake establishment stage, and S4 represents the stage protection distance corresponding to the maximum braking deceleration stage.

[0143] Figure 4 is a schematic diagram of the vehicle operation phases under an automatic vehicle control strategy provided in an embodiment of this disclosure. As shown in Figure 4, under the automatic vehicle control strategy, the vehicle operation phases may include a traction phase, a cruise control phase, and a braking phase.

[0144] In actual vehicle operation, most situations can be controlled by an automatic vehicle control strategy, with output adjustments made accordingly. The average traction acceleration 'a' used under this automatic vehicle control strategy... t and average braking acceleration a b It can be lower than the maximum traction acceleration a in the safety braking strategy. max and maximum braking acceleration a dec Furthermore, since the calculation result of the safety braking strategy is the braking distance after triggering the emergency braking of the safety protection system, it does not consider the normal vehicle control situation. Therefore, the average traction acceleration 'a' used in the automatic vehicle control strategy algorithm can be applied. t and average braking acceleration a bCalculate the protection distance.

[0145] As shown in Figure 4, the protection distances for the three stages (traction stage, cruise control stage, and braking stage) of the above-mentioned automatic vehicle control strategy are respectively S. 21 S 22 S 23 ,in:

[0146] (i) Traction Phase: This phase involves the vehicle gradually increasing its speed under average traction acceleration. The protection distance S during this traction phase is... 21 It can be calculated using the following formula (13):

[0147] Among them, S 21 This indicates the stage protection distance corresponding to the traction stage, v C This indicates the target speed after the vehicle enters the cruise control phase, v 20 Indicates the initial speed of the vehicle during the traction phase (e.g., the vehicle's current speed), a t This represents the average acceleration during the traction phase.

[0148] (ii) Cruise control phase: This phase involves the vehicle maintaining a constant speed. The phase protection distance S for this cruise control phase is... 22 S can be calculated using the following formula (14): 22 =v c t c (14)

[0149] Among them, S 22 This indicates the protection distance corresponding to the cruise control phase, v C This indicates the target speed of the vehicle during the cruise control phase, t c This indicates the duration of the cruise control phase.

[0150] (III) Braking Phase: This phase involves the vehicle gradually decreasing in speed under the influence of average braking acceleration. The phase protection distance S during this braking phase is... 21 It can be calculated using the following formula (15):

[0151] Among them, S 23 Indicates the protection distance corresponding to the braking phase, v C Indicates the target speed of the vehicle during the cruising phase, a b This represents the average acceleration during the braking phase.

[0152] Furthermore, the sum of the protection distances of multiple operating phases can be used as the candidate protection distance for the control strategy. For example, the candidate protection distance corresponding to the automatic vehicle control strategy can be calculated based on the following formula (16): Sctrl = S 21 +S 22 +S 23 (16)

[0153] Among them, S ctrl S represents the candidate protection distance corresponding to the automatic vehicle control strategy. 21 S represents the stage protection distance corresponding to the traction stage. 22 S represents the protection distance corresponding to the cruise control phase. 23 This indicates the protection distance corresponding to the braking phase.

[0154] In this way, the candidate protection distances for the safe braking strategy and the automatic vehicle control strategy can be calculated separately. The maximum value of the two candidate protection distances can be used as the distance for movement authorization, thereby improving the reliability of movement authorization.

[0155] In some embodiments of this disclosure, the vehicle controller may periodically execute steps S210 and S220, for example, steps S210 and S220 may be executed on a millisecond-level cycle, so as to update the vehicle's movement authorization in a timely manner and improve the reliability of vehicle control.

[0156] In some embodiments, during the initialization phase of vehicle operation, such as when the vehicle starts, the endpoint of the movement authorization can be set to the maximum safe front. This maximum safe front can be the vehicle's front position, or the position ahead of the vehicle in the direction of travel obtained by adding an error margin to the vehicle's front position. During the initialization phase, information such as candidate hazards for movement authorization is not yet fully available; therefore, setting the endpoint of the movement authorization to the maximum safe front can maximize the safety of vehicle operation.

[0157] Figure 5 is a flowchart illustrating a method for determining mobility authorization according to an embodiment of this disclosure. This method for determining mobility authorization can be executed by the TACS system shown in Figure 1. As shown in Figure 5, the method for determining mobility authorization in this embodiment may include the following steps S510 to S560.

[0158] In step S510, ATS sends a scheduling instruction to VOBC.

[0159] In some embodiments, the dispatch instruction may include destination information for the vehicle.

[0160] In step S520, VOBC plans the driving route of the vehicle to the destination based on the destination information in the dispatch instruction.

[0161] In some embodiments, VOBC can plan a vehicle travel path based on information such as the destination, the vehicle's current location, and a track map. Optionally, during vehicle travel, the vehicle controller can update the vehicle travel path in a timely manner based on the vehicle's own information and / or environmental information.

[0162] Optionally, the track route map can be stored in VOBC or sent by ATS to VOBC.

[0163] In step S530, VOBC sends a resource permission request to OC.

[0164] In some embodiments, after planning and obtaining a driving route, VOBC can automatically request resource permissions for that driving route from an OC. The OC can be one or more OCs on the driving route.

[0165] In step S540, OC sends the first message to VOBC.

[0166] The first piece of information can be information sent by OC in response to a resource permission request. This first piece of information can be referred to as a resource permission response, resource request result, etc.

[0167] Optionally, the first information may include trackside information and / or vehicle operation information.

[0168] In step S550, VOBC determines the movement authorization based on the first information and / or the second information.

[0169] The first information may be information sent from the OC to the VOBC; the second information may include information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection. For example, the vehicle controller may communicate with the vehicle in front or behind to obtain relevant information about the vehicle. As another example, the vehicle controller may detect information about vehicles in front or behind using sensors.

[0170] It should be noted that the specific method by which VOBC determines the mobile authorization based on the first information and / or the second information can be referred to the description in the foregoing embodiments of this disclosure, and will not be repeated here.

[0171] In step S560, VOBC controls vehicle operation based on mobile authorization.

[0172] For example, if the mobility authorization meets the conditions for vehicle operation, the vehicle can run automatically.

[0173] Using the above method, based on the TACS system, VOBC can autonomously determine mobility authorization and control vehicle operation according to the mobility authorization, thereby improving the efficiency and reliability of mobility authorization.

[0174] This disclosure also provides a vehicle controller, as shown in FIG6. The vehicle controller 900 may include a memory 910 and a processor 920. The memory 910 may be used to store computer instructions, and the processor 920 may be used to call computer instructions from the memory 910 to execute any of the methods in the foregoing embodiments of this disclosure.

[0175] This disclosure also provides a vehicle that includes the vehicle controller provided in the above embodiments.

[0176] In one embodiment of this disclosure, the vehicle may be an electric vehicle, a fuel vehicle, a gas vehicle, a hybrid electric vehicle, or a hybrid gasoline vehicle.

[0177] This disclosure also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements any of the methods in the foregoing embodiments of this disclosure. Optionally, the computer-readable storage medium may be a non-transitory storage medium, but is not limited thereto; it may also be a temporary storage medium.

[0178] This disclosure also provides a computer program product that may include a computer program that, when executed by a processor, can implement any of the methods described in the foregoing embodiments of this disclosure.

[0179] This embodiment also provides a computer program that, when executed by a processor, can implement any of the methods in the foregoing embodiments of this disclosure.

[0180] This disclosure can be a method, controller, vehicle, storage ring, computer program product, and / or computer program. A computer program product may include a computer-readable storage medium having computer-readable program instructions loaded thereon for causing a processor to implement any of the methods in the foregoing embodiments of this disclosure.

[0181] Computer-readable storage media can be tangible devices capable of holding and storing instructions for use by an instruction execution device. Computer-readable storage media can be, for example, electrical storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination of the foregoing. More specific examples (a non-exhaustive list) of computer-readable storage media include: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable compact disc read-only memory (CD-ROM), digital multifunction disc (DVD), memory sticks, floppy disks, mechanical encoding devices, such as punch cards or recessed protrusions storing instructions thereon, and any suitable combination of the foregoing. The computer-readable storage media used herein are not to be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0182] The computer-readable program instructions described herein can be downloaded from computer-readable storage media to various computing / processing devices, or downloaded via a network, such as the Internet, local area network, wide area network, and / or wireless network, to an external computer or external storage device. The network may include copper transmission cables, fiber optic transmission, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer-readable program instructions from the network and forwards them to the computer-readable storage media in the respective computing / processing device.

[0183] Computer program instructions used to perform the operations of this disclosure may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and conventional procedural programming languages ​​such as the "C" language or similar programming languages. The computer-readable program instructions may execute entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In cases involving a remote computer, the remote computer may be connected to the user's computer via any type of network—including a local area network (LAN) or a wide area network (WAN)—or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuitry, such as programmable logic circuitry, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs), is personalized by utilizing state information from the computer-readable program instructions to implement various aspects of this disclosure.

[0184] Various aspects of this disclosure are described herein with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-readable program instructions.

[0185] These computer-readable program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that, when executed by the processor of the computer or other programmable data processing apparatus, they create means for implementing the functions / actions specified in one or more blocks of the flowchart and / or block diagram. These computer-readable program instructions can also be stored in a computer-readable storage medium that causes a computer, programmable data processing apparatus, and / or other device to operate in a particular manner; thus, the computer-readable medium storing the instructions comprises an article of manufacture that includes instructions for implementing aspects of the functions / actions specified in one or more blocks of the flowchart and / or block diagram.

[0186] Computer-readable program instructions may also be loaded onto a computer, other programmable data processing apparatus, or other device to cause a series of operational steps to be performed on the computer, other programmable data processing apparatus, or other device to produce a computer-implemented process, thereby causing the instructions that execute on the computer, other programmable data processing apparatus, or other device to perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0187] The flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of systems, methods, and computer program products according to various embodiments of the present disclosure. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of an instruction containing one or more executable instructions for implementing a specified logical function. In some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions. It will be known to those skilled in the art that implementation in hardware, implementation in software, and implementation in a combination of software and hardware are equivalent.

[0188] The various embodiments of this disclosure have been described above. These descriptions are exemplary and not exhaustive, and are not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is chosen to best explain the principles, practical application, or technical improvements to the embodiments in the market, or to enable others skilled in the art to understand the embodiments disclosed herein. The scope of this disclosure is defined by the appended claims.

Claims

1. A method of determining a mobile authorization, characterized by, The method is executed by a vehicle controller, and comprises: determining a target section according to a candidate dangerous point on a vehicle travel path; determining a movement authorization of the vehicle within a range of the target section; wherein a distance of the movement authorization is less than or equal to a distance of the target section.

2. The method of claim 1, wherein, The candidate dangerous point is multiple, and the method of determining a target section according to a candidate dangerous point on a vehicle travel path comprises: determining a target dangerous point from multiple candidate dangerous points, the target dangerous point being a candidate dangerous point in front of a current travel direction of the vehicle and closest to a current position of the vehicle; taking a travel path between the current position of the vehicle and the target dangerous point as the target section.

3. The method of claim 1, wherein, The candidate dangerous point comprises a safety protection point and / or an obstacle point.

4. The method of claim 3, wherein, The safety protection point comprises at least one of a trackside resource type protection point, a section type protection point, a boundary type protection point, a vehicle type protection point supporting vehicle-to-vehicle communication, and a vehicle type protection point not supporting vehicle-to-vehicle communication. The obstacle point comprises at least one of an obstacle point caused by a vehicle operation failure, an obstacle point caused by a vehicle controller failure, and an obstacle point caused by an environmental anomaly.

5. The method of claim 1, wherein, The method of determining a movement authorization of the vehicle within a range of the target section comprises: determining a movement authorization of the vehicle according to operation information of the vehicle within a range of the target section.

6. The method of claim 5, wherein, The operation information comprises at least one control strategy of the vehicle, and the method of determining a movement authorization of the vehicle according to operation information of the vehicle comprises: determining a candidate protection distance corresponding to each control strategy; taking a maximum value of at least one candidate protection distance as a distance of the movement authorization.

7. The method of claim 6, wherein, The method of determining a candidate protection distance corresponding to each control strategy comprises: determining at least one operation phase of the vehicle under the control strategy; determining a phase protection distance of the vehicle in each operation phase according to a speed, an acceleration, and a duration of the operation phase; taking a sum value of phase protection distances of the at least one operation phase as the candidate protection distance of the control strategy.

8. The method of claim 7, wherein, The at least one control strategy comprises a safety braking strategy and / or an automatic vehicle control strategy. Under the safety braking strategy, the operation phase of the vehicle comprises at least one of a traction unloading phase, a coasting phase, a braking establishment phase, and a maximum braking deceleration phase. Under the automatic vehicle control strategy, the operation phase of the vehicle comprises at least one of a traction phase, a constant speed cruise phase, and a braking phase.

9. The method according to any one of claims 1 to 8, characterized in that, The travel path is obtained by: receiving a dispatch instruction sent by an automatic train supervision system (ATS), the dispatch instruction comprising destination information of vehicle travel; planning a travel path of the vehicle traveling to the destination according to the destination information.

10. The method according to any one of claims 1 to 8, characterized in that, The candidate dangerous point is obtained by: determining the candidate dangerous point according to first information and / or second information; wherein the first information comprises trackside information and / or vehicle operation information sent by an on-board controller (OC) to the vehicle controller, and the second information comprises information obtained by the vehicle controller through vehicle-to-vehicle communication and / or sensor detection.

11. A vehicle controller characterized by comprising: The vehicle controller comprises a memory for storing computer instructions and a processor for calling the computer instructions from the memory to perform the method of determining a movement authorization as claimed in any one of claims 1 to 10.

12. A vehicle characterized by comprising: The vehicle comprises a vehicle controller as claimed in claim 11.

13. A computer-readable storage medium, characterized in that, A computer program stored thereon, which, when executed by a processor, implements the method of determining a movement authorization as claimed in any one of claims 1 to 10.

14. A computer program product, characterised in that, A computer program comprising a computer program which, when executed by a processor, implements the method of determining a movement authorization as claimed in any one of claims 1 to 10.

15. A computer program, characterized in that, The computer program, when executed by a processor, implements the method of determining a movement authorization as claimed in any one of claims 1 to 10.

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