Autonomous operation control system and method for train, and device and medium

Abstract

An autonomous operation control system and method for a train, and a device and a medium. The system is implemented on the basis of autonomous localization and autonomous perception, operates in parallel with a main train control system, and is switched to when the main train control system fails, maintaining an original safety protection level. The autonomous operation control system for a train comprises a main processing system (MPS), and a backup localization system (BLS) and an autonomous perception system (APS) that are both in communication connection with the MPS, wherein the MPS receives train speed and position information and turnout locking state information from the BLS and safe operation distance information from the APS, calculates a safe operation curve of a train on the basis of the received information, monitors the curve to protect the operation of the train, and applies emergency braking when necessary.

Description

Train autonomous operation control system, method, device and medium TECHNICAL FIELD

[0001] The present application relates to a rail transit signal system, in particular to a train autonomous operation control system, method, device and medium based on autonomous positioning and autonomous perception. BACKGROUND

[0002] With the rapid development of global rail transit industry, train operation control system has also developed rapidly, from traditional TBTC to CBTC to TACS, the technology is more and more advanced, the safety and efficiency are more and more high, at the same time, there are also the following shortcomings:

[0003] 1) Strong dependence on ground communication: the current train operation control system is heavily dependent on the real-time and high reliability of train-ground communication, whether it is track circuit used by TBTC or CTCS-2, or wireless communication used by CBTC or TACS, there is a certain uncertainty in the open space, the train operation control system will trigger the train emergency braking in the case of unstable train-ground communication or serious interference, which will interfere with the operation of the line and even the line network.

[0004] 2) Tight coupling of train-ground equipment: in the current technical solution, the coupling degree of on-board and wayside is very high, which means that any device failure will affect the operation of the entire system. For example, if the trackside interlocking or ZC or other devices fail, the entire regional train operation control system cannot work until the fault is repaired, even if the on-board train operation control system of a single train fails, it will also affect the operation of the train and subsequent trains.

[0005] Due to the above reasons, the current train operation control system has weak system resilience, once a fault occurs, the recovery time is long, which not only affects the normal operation of the train, but also may have a great impact on the operation efficiency of the entire rail transit network.

[0006] CN113954911A discloses a train control system and method based on autonomous perception, relating to the field of rail transit technology. The train control system includes an intelligent vehicle-mounted controller, which is provided on a train. The intelligent vehicle-mounted controller includes a vehicle-mounted intelligent hawk-eye system and a train intelligent protection system, and the vehicle-mounted intelligent hawk-eye system is in communication connection with the train intelligent protection system. The vehicle-mounted intelligent hawk-eye system is used to collect first train perception information. The vehicle-mounted intelligent hawk-eye system uses a camera to collect a front track image, and generates first train perception information based on the front track image. However, the existing patent is a video independent perception system, which is not combined with autonomous positioning, and cannot realize system-level function SIL4. Therefore, how to flexibly configure and adjust according to different application environments and fault modes, and realize the fusion of autonomous positioning and autonomous perception, becomes a technical problem to be solved.

[0007] SUMMARY

[0008] The purpose of the present application is to overcome the defects of the prior art and provide a train autonomous operation control system, method, device and medium based on autonomous positioning and autonomous perception, which can be flexibly configured and adjusted according to different application environments and fault modes.

[0009] The purpose of the present application can be achieved by the following technical solutions:

[0010] According to a first aspect of the present application, a train autonomous operation control system is provided, which is based on autonomous positioning and autonomous perception, runs in parallel with a main train control system and switches when the main train control system fails, while maintaining the original safety protection level; the train autonomous operation control system includes a main operation system MPS and a backup autonomous positioning system BLS and an autonomous perception system APS which are in communication connection with the main operation system MPS;

[0011] The main operation system MPS receives train speed position information and turnout locking state information from the backup autonomous positioning system BLS and safety operation distance information from the autonomous perception system APS, and generates a train safety operation curve based on the received information, and protects train operation by monitoring the curve, and outputs emergency braking when necessary.

[0012] As a preferred technical solution, the backup autonomous positioning system BLS autonomously acquires SIL4-level current train position through trackside speed positioning equipment, and provides SIL4-level safety speed information through a speed operation unit.

[0013] As a preferred technical solution, the backup autonomous positioning system BLS safely acquires information of turnout locking at a certain position by multiplexing existing beacons or NFC.

[0014] As a preferred technical scheme, the autonomous perception system APS adopts a laser radar and auxiliary vision to realize SIL4-level train safe operation distance calculation.

[0015] As a preferred technical scheme, the laser radar adopts a two-by-two voting redundancy structure.

[0016] As a preferred technical scheme, the train autonomous operation control system further comprises a communication unit CMU connected with the main operation system MPS, for realizing wireless information interaction between the train and the ground, including various near field communication systems NFC, LTE, Wifi or 5G.

[0017] As a preferred technical scheme, the NFC is an optional near field communication system, which realizes communication function when the train approaches the trackside signal or the marker point by using near field communication technology, for interacting with the turnout locking state information, wherein the communication information adopts a SIL4-level safety protocol.

[0018] As a preferred technical scheme, the train autonomous operation control system further comprises a global train positioning system terminal GTS connected with the communication unit CMU, for displaying train position information configured with the BLS in the line network.

[0019] As a preferred technical scheme, the train autonomous operation control system further comprises an electronic map server MapServer connected with the communication unit CMU, for storing electronic maps of the line or the line network.

[0020] As a preferred technical scheme, the train autonomous operation control system further comprises a vehicle interface unit VIOB connected with the main operation system MPS and the communication unit CMU respectively, for being responsible for safe and non-safe interface with the vehicle, and realizing safe train control function.

[0021] As a preferred technical scheme, the train autonomous operation control system further comprises a human-computer interface unit connected with the main operation system MPS, which is used with the main train control system, for displaying operation information from the main operation system MPS, and assisting the driver to drive.

[0022] According to a second aspect of the present application, a control method using the train autonomous operation control system is provided, which comprises the following steps:

[0023] Step S1, the backup autonomous positioning system BLS monitors train position and speed information in real time;

[0024] Step S2, the autonomous perception system APS monitors and calculates safe operation distance information in real time;

[0025] Step S3, obtaining the turnout locking state information according to the backup autonomous positioning system BLS or NFC;

[0026] Step S4, the main operation system MPS calculates the train safety operation curve according to the received train position and speed information, safety operation distance information and turnout locking state information, and protects the train operation through monitoring the curve.

[0027] As a preferred technical solution, in step S4, the main operation system MPS outputs emergency braking through the RS interface when the train deviates from the safety operation curve.

[0028] As a preferred technical solution, the method is applied to the on-line operation scene and the vehicle depot internal operation scene.

[0029] According to a third aspect of the present application, an electronic device is provided, comprising a memory and a processor, the memory having a computer program stored thereon, and the processor implements the method when executing the program.

[0030] According to a fourth aspect of the present application, a computer readable storage medium is provided, having a computer program stored thereon, and the program is executed by a processor to implement the method.

[0031] Compared with the prior art, the present application has the following advantages:

[0032] 1) The present application relies on the train-mounted equipment to perform autonomous positioning, autonomous perception and autonomous interval control for autonomous safety protection, reduces the dependence on train-ground communication and ground equipment, and improves the autonomy of the system.

[0033] 2) The autonomous train operation control system based on autonomous positioning and autonomous perception in the present application can better adapt to different environmental conditions, improve the fault response capability, thereby shortening the fault recovery time and improving the operation efficiency and safety of the entire rail transit network.

[0034] 3) The present application can perform autonomous safety protection without relying on train-ground communication, realizes that the safety protection level can still be maintained when the main system fails, i.e. "non-degraded failure", and the switching between the main system and the present system is non-disturbing.

[0035] 4) Compared with the current system, the present application adopts the autonomous positioning and autonomous perception mode, which ensures that the efficiency of moving block can still be realized in the trackside equipment failure mode, and improves the transportation capacity in the event of failure.

[0036] 5) The autonomous protection and autonomous driving level of the present application on the train are greatly improved, and the smoothness and energy saving of train operation are greatly improved compared with manual driving under previous failure. BRIEF DESCRIPTION OF DRAWINGS

[0037] Fig. 1 is a structural schematic diagram of a train autonomous operation control system of the present application;

[0038] Fig. 2 is a specific flow chart of a train autonomous operation control method of the present application;

[0039] Fig. 3 is a schematic diagram of a main line operation scenario of a specific embodiment of the present application;

[0040] Fig. 4 is a schematic diagram of an operation scenario in a vehicle depot of a specific embodiment of the present application. DETAILED DESCRIPTION

[0041] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative work should fall within the scope of protection of the present application.

[0042] As shown in Fig. 1, the train autonomous operation control system of the present application is realized based on autonomous positioning and autonomous perception, defined as SATC, and runs in parallel with the main train control system and switches when the main train control system fails, while maintaining the original safety protection level; the train autonomous operation control system comprises a main operation system MPS and a backup autonomous positioning system BLS and an autonomous perception system APS which are respectively in communication connection with the main operation system MPS; the main operation system MPS receives train speed position information and turnout locking state information of the backup autonomous positioning system BLS and safety operation distance information of the autonomous perception system APS, and based on the received information, a train safety operation curve is calculated, and the train operation is protected through monitoring the curve, and emergency braking is output when necessary.

[0043] The BLS is a backup autonomous positioning system, which autonomously obtains the current train position of SIL4 level through the speed positioning device such as beacon installed by the trackside existing system, and provides safety speed information of SIL4 level through the speed operation unit. According to the requirements of different fault conditions, the BLS system can safely obtain the information of turnout locking at a certain position through the reuse of existing beacons, NFC and other means.

[0044] The APS is an autonomous perception system, which realizes the calculation of train safety operation distance of SIL4 level through radar, vision and other means.

[0045] The MPS is a main operation system, which calculates the train safety operation curve based on the information of BLS, APS and NFC, and protects the train operation safety through the interface with the vehicle.

[0046] Further, the train autonomous operation control system of the present application further comprises:

[0047] The communication unit CMU is responsible for the wireless information interaction channel between the train and the ground, including various near field communication systems NFC or LTE / Wifi / 5G, etc., the NFC is an optional near field communication system, which can realize the communication function when the train approaches by using visible light communication, UWB, secondary radar and other near field communication technologies at the trackside signal machine, marker point, and the communication information adopts the SIL4 level safety protocol to interact with the turnout locking state and other information.

[0048] The GTS is an optional full-network train positioning system terminal, which is arranged in the control center to display the train position information of the trains configured with the BLS system in the line network.

[0049] The human-computer interface unit can be shared with the main signal system, and is responsible for displaying some operation information from the MPS, such as the current speed limit, the allowable speed in front, the EB speed, ATO driving information and the like, to assist the driver in driving.

[0050] The vehicle interface unit is responsible for the safe and non-safe interface between the vehicle and the vehicle, realizes the safe vehicle control function, and the interface supports the future upgrade to the ATO / UTO mode.

[0051] The electronic map server MapServer is configured with a set for each line or the whole network, stores the electronic map of the line or the line network, and the SATC train dynamically loads the electronic map according to the train running path or task, so as to realize the safe positioning of the SATC train.

[0052] The train autonomous running control system based on autonomous positioning and autonomous perception relies on the train-mounted equipment to perform autonomous positioning, autonomous perception and autonomous interval control for autonomous safety protection, reduces the dependence on train-ground communication and ground equipment, and improves the autonomy of the system. At the same time, the train autonomous running control system based on autonomous positioning and autonomous perception can better adapt to different environmental conditions, improve the fault response capability, thereby shortening the fault recovery time and improving the operation efficiency and safety of the entire rail transit network.

[0053] The above is the introduction of the system embodiment, and the following method embodiment is used to further illustrate the scheme of the present application.

[0054] As shown in FIG. 2, the control method of the train autonomous running control system is adopted, and the method comprises the following steps:

[0055] Step S1, the backup autonomous positioning system BLS monitors the train position and speed information in real time;

[0056] Step S2, the autonomous perception system APS monitors and calculates the safe running distance information in real time;

[0057] Step S3, obtaining the turnout locking state information according to the backup autonomous positioning system BLS or NFC;

[0058] Step S4, the main operation system MPS calculates the train safety operation curve according to the received train position and speed information, safety operation distance information and turnout locking state information, and protects the train operation through monitoring the curve.

[0059] In step S4, the main operation system MPS outputs emergency braking through the RS interface when the train deviates from the safety operation curve. The GTS can display the position information of the train equipped with the BLS to the control center.

[0060] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific structure of the described modules can refer to the corresponding content in the foregoing system embodiments, which will not be described here.

[0061] Specific embodiments

[0062] The present application can be used for CBTC main line and vehicle depot at the same time, and whether the regional controller ZC, interlocking, wireless communication, vehicle, etc. of the main system fails, the device can seamlessly take over the train of the main system failure, realize the seamless switching, realize the safety and efficiency of the existing main system.

[0063] The following is based on the basic configuration of APS and BLS as an example, and the relevant principles and logic are also applicable to other configuration systems.

[0064] Scenario 1: Main line operation

[0065] As shown in Figure 3, it is a scenario in which train 2 tracks train 1, wherein train 2 is a train equipped with an autonomous train operation control system based on autonomous positioning and autonomous perception, train 1 is a CBTC train, and GTS is a full-network train positioning display system.

[0066] The BLS of train 2 obtains its own position through the beacons on the line, and continuously obtains the relative position and speed through the speed measuring device.

[0067] The APS system tracks the preceding train 1 through a heterogeneous laser radar, and calculates the distance between the train and the preceding train based on the tracking result.

[0068] The MPS calculates the train safety operation curve based on the information of BLS and APS, and the turnout locking state information obtained by BLS, and controls the train according to the curve, and outputs emergency braking through the interface with RS if the train overspeeds.

[0069] The BLS system sends the train position to the GTS for the control center to track the position of the train in real time.

[0070] Scenario 2: running in the vehicle depot

[0071] The train running route in the depot is complex, and the train is also involved in shunting, and the safety protection of the SATC includes the interval between the front and rear trains and the position of the turnout;

[0072] The SATC obtains the safe position of the turnout in the depot through the depot in the depot transponder or interlocking;

[0073] The SATC calculates the safe position of the train;

[0074] The SATC discovers the front train based on the 2oo2 laser radar and its safe positioning;

[0075] The SATC can dynamically determine whether there is a dangerous point in front based on the position of the front turnout, the position of the train, the position of the front train, and the offline data of the track area safety boundary, and safely control the train;

[0076] The SATC does not need to pay attention to the type and state of the signal in the depot.

[0077] 1. The train autonomously perceives that train 2 is in a dangerous track area in front of train 1; 2. The SATC of train 1 obtains that SW1 is in the reverse position, and does not protect train 2 as a dangerous point; 3. The SATC of train 1 controls the train to stop outside the warning post.

[0078] The embodiment of the application also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0079] A plurality of components in the device are connected to the I / O interface, including: an input unit, such as a keyboard, a mouse, etc.; an output unit, such as various types of displays, a loudspeaker, etc.; a storage unit, such as a magnetic disk, an optical disk, etc.; and a communication unit, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network, such as the Internet, and / or various telecommunications networks.

[0080] The processing units perform the various methods and processes described above, such as the inventive methods. For example, in some embodiments, the inventive methods can be implemented as a computer software program tangibly embodied in a machine readable medium, such as a storage unit. In some embodiments, portions of or all of the computer program can be loaded and / or installed onto the device via, e.g., the ROM and / or the communications unit. When the computer program is loaded onto the RAM and executed by the CPU, one or more of the steps of the inventive methods described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive methods by way of other means, such as by way of firmware.

[0081] The functionality described above in this document can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that can be used include Field-programmable Gate Arrays (FPGAs), Application-specific Integrated Circuits (ASICs), Application-specific Standard Products (ASSPs), System-on-a-chip systems (SOCs), Complex Programmable Logic Devices (CPLDs), etc.

[0082] Program code for carrying out the methods of the present application can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / acts specified in the flowcharts and / or block diagrams. The program code can be retrieved from a machine-readable medium or device, a storage medium, a memory medium, a tangible medium, or a non-transitory medium. The program code can be executed by a machine, such as a computer, which can be a special purpose computer or a general purpose computer. The program code can be executed by a controller or a processor, which can be a special purpose controller or a general purpose controller.

[0083] In the context of the present application, a machine-readable medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of a computer program code, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0084] The above merely illustrates the specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any skilled person in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements shall be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A train autonomous operation control system characterized by comprising: The system is based on autonomous positioning and autonomous perception, runs in parallel with the main train control system and switches when the main train control system fails, while maintaining the original safety protection level; the train autonomous operation control system comprises a main operation system MPS and a backup autonomous positioning system BLS and an autonomous perception system APS which are respectively in communication connection with the main operation system MPS; The main operation system MPS receives train speed position information and switch locking state information of the backup autonomous positioning system BLS and safety running distance information of the autonomous perception system APS, and based on the received information, a train safety running curve is generated, and the curve is monitored to protect train running, and emergency braking is outputted when necessary.

2. The train autonomous operation control system according to claim 1, characterized by The backup autonomous positioning system BLS autonomously obtains SIL4-level current train position through trackside speed positioning equipment, and provides SIL4-level safety speed information through a speed operation unit.

3. The train autonomous operation control system according to claim 1 or 2, characterized by, The backup autonomous positioning system BLS safely obtains information of switch locking at a certain position by multiplexing existing beacons or NFC.

4. The train autonomous operation control system according to claim 1, wherein The autonomous perception system APS adopts a laser radar and auxiliary vision to realize SIL4-level train safety running distance operation.

5. The train autonomous operation control system according to claim 4, wherein The laser radar adopts a two-by-two voting redundant structure.

6. The train autonomous operation control system according to claim 1, wherein The train autonomous operation control system further comprises a communication unit CMU in communication connection with the main operation system MPS, which is used for wireless information interaction channel between the train and the ground, including various near field communication systems NFC, LTE, Wifi or 5G.

7. The train autonomous operation control system according to claim 6, wherein The NFC is an optional near field communication system, which realizes the communication function when the train approaches the trackside signal or the marker point by using the near field communication technology, and is used for interacting the switch locking state information, wherein the communication information adopts a SIL4-level safety protocol.

8. The train autonomous operation control system according to claim 6, wherein The train autonomous operation control system further comprises a global train positioning system terminal GTS connected with the communication unit CMU, which is used for displaying train position information configured with the BLS in the line network.

9. The train autonomous operation control system according to claim 6, wherein The train autonomous operation control system further comprises an electronic map server MapServer connected with the communication unit CMU, which is used for storing electronic maps of lines or line networks.

10. The train autonomous operation control system according to claim 1, wherein The train autonomous operation control system further comprises a vehicle interface unit VIOB connected with the main operation system MPS and the communication unit CMU respectively, which is used for being responsible for the safety and non-safety interface between the train and the vehicle, and realizing the safety train control function.

11. The train autonomous operation control system according to claim 1, wherein The train autonomous operation control system further comprises a man-machine interface unit in communication connection with the main operation system MPS, which is used for displaying operation information from the main operation system MPS and assisting the driver to drive.

12. A control method for the train autonomous operation control system according to claim 1, characterized by, The method comprises the following steps: Step S1, the backup autonomous positioning system BLS monitors train position and speed information in real time; Step S2, the autonomous perception system APS monitors and calculates safety running distance information in real time; Step S3, the switch locking state information is obtained according to the backup autonomous positioning system BLS or NFC; In step S4, the main operation system MPS calculates a train safety operation curve according to the received train position and speed information, safety operation distance information and turnout locking state information, and protects train operation by monitoring the curve.

13. The control method according to claim 12, wherein In the step S4, the main operation system MPS outputs emergency braking through the RS interface when the train deviates from the safety operation curve.

14. The control method according to claim 12, wherein The method is applied to the on-line operation scene and the depot operation scene.

15. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, The processor implements the method in any of claims 12-14 when executing the program.

16. A computer readable storage medium having stored thereon a computer program, characterized in that, The program implements the method in any of claims 12-14 when executed by the processor.

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