CN113954924A - Degraded vehicle autonomous operation method and device, electronic equipment and readable storage medium - Google Patents
Degraded vehicle autonomous operation method and device, electronic equipment and readable storage medium Download PDFInfo
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Abstract
The embodiment of the application provides an autonomous operation method and device of a degraded vehicle, electronic equipment and a readable storage medium, and relates to the technical field of rail transit. The method comprises the steps that under the condition that the communication abnormality of the train is determined, the train continuously and autonomously runs to a target parking point according to the original running direction, wherein the target parking point is provided with second near field communication equipment, and the second near field communication equipment is in communication connection with an object controller. And establishing communication connection with the object controller based on the first near field communication equipment and the second near field communication equipment on the train. And receiving the road information transmitted by the object controller. And generating a movement authorization of the degraded vehicle based on the road information, and autonomously operating to a next target parking point based on the movement authorization of the degraded vehicle. Therefore, the train does not need to be switched from the automatic driving mode to the manual driving mode after the train stops running, can always run in the automatic driving mode according to the movement authorization of the degraded train, and improves the running efficiency of the train on the premise of ensuring the running safety.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to an autonomous operation method and device of a degraded vehicle, electronic equipment and a readable storage medium.
Background
In the current urban rail transit system, the interaction between train-ground information and train-vehicle information is realized by adopting a wireless communication mode, meanwhile, modern urban rail trains usually have an automatic driving mode (ATO mode), and under the normal condition, the trains should operate in the mode, but when the trains have communication faults, the automatic driving mode is usually converted into a manual driving mode for ensuring the safety of the trains. However, when the automatic driving mode is switched to the manual driving mode, it often takes too long time to switch the driving mode and determine the degraded train path, so that the operation efficiency of the train is greatly reduced, and other trains with normal communication are affected.
Under the condition that a communication fault occurs in a train, how to improve the operation efficiency of a degraded train on the premise of ensuring the operation safety is a problem worthy of research.
Disclosure of Invention
The embodiment of the application provides a degraded vehicle autonomous operation method, a degraded vehicle autonomous operation device, electronic equipment and a readable storage medium, so as to improve the problems.
According to a first aspect of the embodiments of the present application, there is provided a degraded vehicle autonomous operation method, which is applied to a train equipped with a first near field communication device, and includes:
under the condition that the communication abnormality is determined, continuing to autonomously operate to a target parking spot according to the original operation direction, wherein the target parking spot is provided with second near field communication equipment which is in communication connection with an object controller;
the train establishes a communication connection with the object controller based on the first near field communication device and the second near field communication device;
receiving road information sent by the object controller;
and generating a degraded vehicle movement authorization based on the road information, and autonomously operating to a next target parking point based on the degraded vehicle movement authorization.
In an alternative embodiment, the step of continuing the autonomous operation to the target parking point according to the original operation direction includes:
acquiring a communication fault position and a movement authorization of the train during the last communication;
determining an original running direction based on the movement authorization of the train during the last communication;
determining a parking point closest to the communication fault position, and determining a target parking point based on a pre-calculated maximum protection section and the parking point;
and continuing to autonomously operate to the target parking point according to the original operation direction.
In an alternative embodiment, the method further comprises the step of pre-calculating the maximum protection zone, said step comprising:
acquiring a preset braking and moving authorization distance and a preset object tracking protection distance;
calculating the sum of the preset braking movement authorization distance and the preset object tracking protection distance;
and taking the sum as a maximum protection section.
In an alternative embodiment, the road information includes train information and switch information of other trains communicating with the object controller; the step of generating the authorization for movement of the degraded vehicle based on the road information comprises the following steps:
judging whether an object train exists or not based on the train information, wherein the running direction of the object train is opposite to the original running direction, and the running track of the object train is the same as the running track of the train;
under the condition that the object train is determined to exist, acquiring target movement authorization of the object train;
and generating degraded vehicle movement authorization based on the turnout information and the target movement authorization.
In an alternative embodiment, the step of generating a downgraded car movement authorization based on the switch information and the target movement authorization includes:
based on the turnout information, a stopping point which is closest to the target stopping point in the original running direction is obtained;
judging whether the parking spot is within the driving range authorized by the target movement;
determining the next target parking spot based on the parking spot if it is determined that the parking spot is not within the target movement-authorized driving range;
generating a degraded vehicle movement authorization based on the target parking spot and the next target parking spot.
In an optional embodiment, the first near field communication device and the second near field communication device are communicatively connected by any one of a Hilink protocol, WiFi, Mesh, bluetooth, ZigBee, Thread, Z-Wave, NFC, UWB, and LiFi.
In an optional implementation manner, the parking spot includes a parking area or a turnout area, sensing devices are arranged in both the parking area and the turnout area, the sensing devices are used for acquiring three-dimensional point cloud data in a sensing range and sending the three-dimensional point cloud data to the object controller, and the second near field communication device is arranged in each sensing device.
According to a second aspect of the embodiments of the present application, there is provided a degraded vehicle autonomous operation apparatus, which is applied to a train equipped with a first near field communication device, the apparatus including:
the operation module is used for continuing to autonomously operate to a target parking spot according to the original operation direction under the condition of determining abnormal communication, wherein the target parking spot is provided with second near field communication equipment which is in communication connection with the object controller;
the communication module is used for establishing communication connection between the train and the object controller based on the first near field communication equipment and the second near field communication equipment;
the receiving module is used for receiving the road information sent by the object controller;
and the generation module is used for generating the movement authorization of the degraded vehicle based on the road information and autonomously operating to the next target parking point based on the movement authorization of the degraded vehicle.
According to a third aspect of the embodiments of the present application, there is provided an electronic device, the electronic device includes a processor, a memory and a bus, the memory stores machine-readable instructions executable by the processor, when the electronic device is running, the processor and the memory communicate with each other through the bus, and the processor executes the machine-readable instructions to perform the steps of the method for degrading the autonomous operation of the vehicle described above.
According to a fourth aspect of the embodiments of the present application, there is provided a readable storage medium, wherein the readable storage medium stores a computer program, and the computer program, when executed, implements the steps of the degraded vehicle autonomous operation method described above.
The embodiment of the application provides a degraded vehicle autonomous operation method, a degraded vehicle autonomous operation device, electronic equipment and a readable storage medium. And establishing communication connection with the object controller based on the first near field communication equipment and the second near field communication equipment. And receiving the road information transmitted by the object controller. And generating a movement authorization of the degraded vehicle based on the road information, and autonomously operating to a next target parking point based on the movement authorization of the degraded vehicle. Therefore, the degraded vehicle can be always operated in the automatic driving mode according to the movement authorization of the degraded vehicle without being switched from the automatic driving mode to the manual driving mode after stopping operation, so that the operation efficiency of the train is improved on the premise of ensuring the operation safety.
In order to make the aforementioned objects, features and advantages of the present application more comprehensible, several embodiments accompanied with figures are described in detail below.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a block diagram of an electronic device according to an embodiment of the present disclosure;
fig. 2 is a schematic view of a communication scenario of a train operation control system according to an embodiment of the present disclosure;
FIG. 3 is a schematic flow chart illustrating a method for autonomous operation of a destaging vehicle according to an embodiment of the present disclosure;
FIG. 4 is a flow chart illustrating one of the sub-steps of a method for autonomous operation of a degraded vehicle according to an embodiment of the present disclosure;
fig. 5 is one of train operation scene diagrams provided in the embodiment of the present application;
fig. 6 is a second flow chart illustrating sub-steps of a method for autonomous operation of a degraded vehicle according to an embodiment of the present disclosure;
fig. 7 is a second schematic diagram of a train operation according to an embodiment of the present application;
fig. 8 is a third schematic view of a train operation according to an embodiment of the present invention;
fig. 9 is a fourth schematic view of a train operation according to an embodiment of the present application;
fig. 10 is a functional block diagram of an autonomous operating device of a destaging vehicle according to an embodiment of the present disclosure.
Icon: 100-an electronic device; 110-a memory; 120-a processor; 130-a degraded vehicle autonomous operation device; 131-an operation module; 132-a communication module; 133-a receiving module; 134-a generation module; 140-a communication unit.
Detailed Description
As introduced in the background art, in the current urban rail transit system, the interaction between the train-ground information and the train-vehicle information is realized by adopting a wireless communication mode, meanwhile, a modern urban rail train usually has an automatic driving mode (ATO mode), and under a normal condition, the train should operate in this mode, but when a communication fault occurs in the train, the automatic driving mode is usually switched to a manual driving mode in order to ensure the safety of the train, however, when the automatic driving mode is switched to the manual driving mode, too long time is often consumed for switching the driving mode and determining a degraded train path, and the operation efficiency is greatly reduced.
Under the condition that a communication fault occurs in a train, how to improve the operation efficiency of a degraded train on the premise of ensuring the operation safety is a problem worthy of research.
In view of the above problem, an embodiment of the present application provides a degraded vehicle autonomous operation method, which, when a communication abnormality is determined, continues autonomous operation to a target parking point according to an original operation direction, where the target parking point is provided with a second near field communication device, and the second near field communication device is in communication connection with an object controller. And establishing communication connection with the object controller based on the first near field communication equipment and the second near field communication equipment. And receiving the road information transmitted by the object controller. And generating a movement authorization of the degraded vehicle based on the road information, and autonomously operating to a next target parking point based on the movement authorization of the degraded vehicle. Therefore, the degraded vehicle can always run in the automatic driving mode according to the latest degraded vehicle movement authorization without being switched from the automatic driving mode to the manual driving mode after stopping running, so that the running efficiency of the train is improved on the premise of ensuring the running safety. The above-described scheme is explained in detail below.
The scheme in the embodiment of the present application may be implemented by using various computer languages, for example, object-oriented programming languages Java, C + +, and JavaScript.
The above prior art solutions have drawbacks that are the results of practical and careful study, and therefore, the discovery process of the above problems and the solutions proposed by the following embodiments of the present application to the above problems should be the contributions of the applicant to the present application in the course of the present application.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.
Referring to fig. 1, fig. 1 is a block diagram of an electronic device 100 according to an embodiment of the present disclosure. The device may include a processor 120, a memory 110, a degraded vehicle autonomous operation apparatus 130, and a communication unit 140, where the memory 110 stores machine-readable instructions executable by the processor 120, and when the electronic device 100 operates, the processor 120 and the memory 110 communicate with each other through a bus, and the processor 120 executes the machine-readable instructions and performs a degraded vehicle autonomous operation method.
The elements of the memory 110, the processor 120 and the communication unit 140 are electrically connected to each other directly or indirectly to realize the transmission or interaction of signals.
For example, the components may be electrically connected to each other via one or more communication buses or signal lines. The degraded vehicle autonomous operation device 130 includes at least one software function module that can be stored in the memory 110 in the form of software or firmware (firmware). The processor 120 is configured to execute executable modules stored in the memory 110, such as software functional modules or computer programs included in the degraded vehicle autonomous operation device 130.
The Memory 110 may be, but is not limited to, a Random Access Memory (RAM), a Read Only Memory (ROM), a Programmable Read-Only Memory (PROM), an Erasable Read-Only Memory (EPROM), an electrically Erasable Read-Only Memory (EEPROM), and the like.
The processor 120 may be an integrated circuit chip having signal processing capabilities. The Processor 120 may be a general-purpose Processor, and includes a Central Processing Unit (CPU), a Network Processor (NP), and so on.
But may also be a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), a Field Programmable Gate Array (FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components. The various methods, steps, and logic blocks disclosed in the embodiments of the present application may be implemented or performed. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
In the embodiment of the present application, the memory 110 is used for storing a program, and the processor 120 is used for executing the program after receiving the execution instruction. The method defined by the process disclosed in any of the embodiments of the present application can be applied to the processor 120, or implemented by the processor 120.
The communication unit 140 is used to establish a communication connection between the electronic apparatus 100 and another electronic apparatus via a network, and to transmit and receive data via the network.
In some embodiments, the network may be any type of wired or wireless network, or combination thereof. Merely by way of example, the Network may include a wired Network, a Wireless Network, a fiber optic Network, a telecommunications Network, an intranet, the internet, a Local Area Network (LAN), a Wide Area Network (WAN), a Wireless Local Area Network (WLAN), a Metropolitan Area Network (MAN), a Wide Area Network (WAN), a Public Switched Telephone Network (PSTN), a bluetooth Network, a ZigBee Network, a Near Field Communication (NFC) Network, or the like, or any combination thereof.
In the embodiment of the present application, the electronic device 100 may be, but is not limited to, a smart phone, a personal computer, a tablet computer, or the like having a processing function.
It will be appreciated that the configuration shown in figure 1 is merely illustrative. Electronic device 100 may also have more or fewer components than shown in FIG. 1, or a different configuration than shown in FIG. 1. The components shown in fig. 1 may be implemented in hardware, software, or a combination thereof.
Please refer to fig. 2, and fig. 2 is a schematic view of a communication scenario of the train operation control system according to an embodiment of the present application.
The Train operation control system comprises an Object Controller (OC), an Intelligent Train monitoring system (ITS) and an On-Board Controller (IVOC), and a Track Star Link (TSL), wherein the On-Board Controller comprises an On-Board Intelligent eagle Eye system (ITE) and a first near field communication device.
The object controller is arranged beside the rail or in the station, is an object state acquisition and control device, is used for acquiring state information and section information of the trackside device, sending the state information and the section information of the trackside device to the intelligent train monitoring system and the vehicle-mounted controller, and is also used for receiving a control command sent by the intelligent train monitoring system and the vehicle-mounted controller and controlling the trackside device.
The intelligent train monitoring system is arranged in an equipment room of the dispatching center, provides a platform for monitoring the whole-line train and the field signal equipment for subway operation dispatching personnel, can also perform emergency treatment under the condition of emergency accidents, and is also used for generating train operation control information and sending the train operation control information to the vehicle-mounted controller based on trackside equipment information, section information and train state information.
The vehicle-mounted controller is arranged on the train and is in communication connection with the object controller. The vehicle-mounted controller is used for receiving the train operation plan and the state information of the trackside equipment sent by the object controller, and planning the running path of the train according to the train operation plan and the state information so as to ensure the running safety of the train.
The vehicle-mounted intelligent eagle eye system is used as a subsystem of a vehicle-mounted controller and used for accurately positioning the position of a train, identifying an obstacle in the advancing direction of the train, measuring the distance between the obstacle and the train, measuring the position of the obstacle and the train, calculating the relative speed between the train in front of the train and the current train, sending the information to the vehicle-mounted controller, and sending the information to an object control system by the vehicle-mounted controller.
The track star chain is arranged beside the track and comprises a plurality of sensing devices which are arranged according to a preset spacing distance and along the extending direction of the track, and the object controller is in communication connection with at least one sensing device. In the present application, a second near field communication device, such as a black rectangle shown in fig. 2, is further installed on the sensing device near the switch or the parking area, and a first near field communication device, such as a black diamond shown in fig. 2, is installed on the train, so that the degraded vehicle with the communication failure can communicate with the object controller through the near field communication device.
As a possible scenario, when a communication fault occurs in a train, the train continues to autonomously operate to a target stop point according to an original target location and an original operation direction after the train operates in a degraded mode, because the target stop point is provided with a second near field communication device, and the second near field communication device is in communication connection with an object controller, after the degraded train operates to the target stop point, the first near field communication device mounted on the degraded train can perform information interaction with the second near field communication device, so that road information sent by the object controller is obtained, a degraded train movement authorization is generated according to the road information, and the degraded train autonomously operates to a next target stop point based on the degraded train movement authorization. Therefore, the degraded vehicle can always run in the automatic driving mode according to the latest degraded vehicle movement authorization without being switched from the automatic driving mode to the manual driving mode after stopping running, so that the running efficiency of the train is improved on the premise of ensuring the running safety.
The steps of the autonomous operation method of the destaging vehicle provided by the embodiment of the application are explained in detail below based on the structural diagram of the electronic device 100 shown in fig. 1. The train near field communication device is applied to a train, and the train is provided with a first near field communication device.
Referring to fig. 3, fig. 3 is a schematic flow chart illustrating a method for autonomous operation of a destaging vehicle according to an embodiment of the present disclosure.
And step S1, when the communication abnormality is determined, the autonomous operation is continued to the target parking point according to the original operation direction.
And the target parking spot is provided with a second near field communication device which is in communication connection with the object controller.
In step S2, the train establishes a communication connection with the object controller based on the first near field communication device and the second near field communication device.
In step S3, the road information transmitted from the object controller is received.
And step S4, generating the movement authorization of the degraded vehicle based on the road information, and autonomously operating to the next target parking point based on the movement authorization of the degraded vehicle.
The communication abnormality means that the train cannot communicate with the target controller or cannot perform inter-vehicle communication. The determination method of the communication abnormality may be that the train may monitor whether the object controller continuously transmits the heartbeat packet within a preset time period, and if the object controller does not continuously transmit the heartbeat packet within the preset time period, it may be determined that a communication failure has occurred.
Alternatively, the first NFC device and the second NFC device may be communicatively connected via any one of a link protocol (smart open interconnection platform), WiFi, Mesh (wireless Mesh), bluetooth, ZigBee (ZigBee protocol), Thread (home internet of things communication protocol technology), Z-Wave (wireless networking), NFC, UWB (Ultra Wide Band), and LiFi (Light Fidelity, visible Light wireless communication technology). It is to be understood that, when any communication protocol is used for communication connection, the first near field communication device and the second near field communication device may be devices that can execute the communication protocol, for example, when the first near field communication device and the second near field communication device are connected through WiFi, the first near field communication device and the second near field communication device may be WiFi sending and receiving devices, and when the first near field communication device and the second near field communication device are connected through bluetooth protocol, the first near field communication device and the second near field communication device may be bluetooth sending and receiving devices, and the like. Thus, even if the train has a communication fault and cannot communicate with the object controller or other trains, the near field communication equipment can establish communication connection with the object controller, so that the road information can be acquired.
When a communication fault occurs in the train, the train continues to autonomously operate to a target stop point according to an original target place and an original operation direction after degraded operation, and the target stop point is provided with a second near field communication device which is in communication connection with an object controller, so that after the degraded vehicle operates to the target stop point, the first near field communication device carried on the degraded vehicle can perform information interaction with the second near field communication device, so that road information sent by the object controller is obtained, degraded vehicle movement authorization is generated according to the road information, and the degraded vehicle autonomously operates to the next target stop point based on the degraded vehicle movement authorization. Therefore, the degraded vehicle can always run in the automatic driving mode according to the latest degraded vehicle movement authorization without being switched from the automatic driving mode to the manual driving mode after stopping running, so that the running efficiency of the train is improved on the premise of ensuring the running safety.
As an alternative implementation manner, please refer to fig. 4, where fig. 4 is a flowchart illustrating a sub-step of a method for autonomous operation of a degraded vehicle according to an embodiment of the present application. In step S1 of fig. 3, the continuation of the autonomous operation to the target parking point in the original operation direction may be implemented by:
and step S11, obtaining the communication fault position and the movement authorization when the train communicates for the last time.
And step S12, determining the original running direction based on the movement authorization when the train is communicated for the last time.
In step S13, a parking point closest to the communication failure position is determined, and a target parking point is determined based on the maximum protection zone and the parking point calculated in advance.
And step S14, continuing the autonomous operation to the target parking point according to the original operation direction.
The specific definition of Movement Authority (MA) refers to the part of the route from the tail of the train to the front end obstacle, i.e. the permission of the train to enter in a given driving direction and drive in a certain track section, and the end point of the Movement Authority is the target point which the train cannot pass through under any circumstances.
Therefore, please refer to fig. 5, wherein fig. 5 is a diagram of a train operation scenario provided by an embodiment of the present application. When the communication fault of the train is determined, the movement authorization of the train in the last communication can be obtained, the original target location and the original running direction are determined from the movement authorization in the last communication, and the direction indicated by an arrow in the figure is the original running direction. And based on the fault position (i.e. the position corresponding to point a shown in the figure) when the train last communicated, the parking point (e.g. the nearest platform) closest to the communication fault position is determined, and further, the target parking point is determined based on the maximum protection section and the parking point. Generally, the target parking point is a point of the maximum protection zone before the closest parking point.
Referring to fig. 5, the parking spot includes a parking area or a switch area, such as a platform, a fixed parking maintenance point, an area with a switch, etc. Optionally, sensing devices are arranged in the parking area and the turnout area, a plurality of sensing devices arranged along the extending direction of the track according to a preset spacing distance form a track star link TSL, the sensing devices are used for collecting three-dimensional point cloud data in a sensing range and sending the three-dimensional point cloud data to the object controller, and the sensing devices are provided with second near field communication devices, namely black small squares shown in the figure. In order to save cost, other sensing devices far away from the parking area or the turnout area can choose not to arrange a second near field communication device.
That is to say, after the train runs to the target parking point, the train can communicate with the second near field communication device, the second near field communication device does not need to be installed on each sensing device, and the second near field communication device only needs to be installed on the sensing device close to the parking area or the turnout area, so that the cost is saved, meanwhile, the train with communication faults can exchange information with the object controller in time, and the running safety is guaranteed.
As an alternative embodiment, the maximum protection zone may be calculated by:
and acquiring a preset braking and moving authorization distance and a preset object tracking protection distance. And calculating the sum of the preset braking movement authorized distance and the preset object tracking protection distance. The sum is taken as the maximum protection zone.
The braking movement authorization distance can be the length of braking and stopping in the automatic driving mode, and the object tracking protection distance is the safety distance set by the train in front of the train in order to avoid the situation that the original running direction is opposite to the running direction of the train. The braking movement authorization distance and the object tracking protection distance are data obtained through a simulation experiment in advance. Typically, the distance of the maximum protection zone is 90 m.
Therefore, the target stopping point is delayed from the stopping point to the maximum protection section, so that the risk of train collision is avoided, and the safety of the train is improved.
Because more than one train runs on the same road, after the communication connection is established through the near field communication equipment, the degraded train moving authorization needs to be generated according to the road information, so that the train running is performed according to the degraded train moving authorization subsequently, and the running safety of the train is guaranteed. Optionally, the road information includes train information and switch information of other trains in communication with the subject controller, and how to generate the downgrade car movement authorization based on the road information is described in detail below.
As an alternative implementation, please refer to fig. 6, and fig. 6 is a second flowchart illustrating sub-steps of a method for autonomous operation of a degraded vehicle according to an embodiment of the present application. In step S3 of fig. 3, the generation of the downgraded vehicle movement authorization based on the road information may be implemented by:
in step S31, it is determined whether or not the target train is present based on the train information.
Wherein the running direction of the object train is opposite to the original running direction, and the running track of the object train is the same as the running track of the train.
In a case where it is determined that the target train exists, step S32 is executed.
And step S32, acquiring the target movement authorization of the object train.
And step S33, generating the movement authorization of the degraded vehicle based on the turnout information and the target movement authorization.
Alternatively, the train identifier and the movement authorization of each train included in the train information may be included, and therefore, it may be determined whether there is a train having a running track that is the same as the running track of the train and has a direction opposite to the original running direction according to the received train information. Because the target train and the train run in the same direction and the two trains have the risk of collision, the movement authorization of the target train and the turnout information are combined to generate the movement authorization of the degraded train, so that the overlapping of the movement authorization of the degraded train and the movement authorization of the target train is avoided, and the running safety of the train is improved.
Further, the combination of the movement authorization of the object train and the turnout information to generate the movement authorization of the degraded train can be realized by the following modes:
and acquiring a parking point closest to the target parking point in the original running direction based on the turnout information. And judging whether the parking spot is in the driving range authorized by the target movement. In a case where it is determined that the parking spot is not within the target movement authorized driving range, a next target parking spot is determined based on the parking spot. And generating a degraded vehicle movement authorization based on the target parking point and the next target parking point.
As a possible implementation scenario, please refer to fig. 7, and fig. 7 is a second schematic diagram of a train operation according to an embodiment of the present application. The point C shown in the figure is a target stop point where the train (i.e., the degraded vehicle in the figure) with the communication fault is currently located, the direction indicated by the arrow is the original running direction of the degraded vehicle, the stop point closest to the target stop point in the original running direction of the degraded vehicle is the point D (i.e., the next closest switch area), and the section corresponding to the point E to the point F is the driving range corresponding to the target movement authorization of the oncoming vehicle. As can be seen from the figure, the stop point D is not included in the travel range corresponding to the target movement authorization of the oncoming vehicle, and therefore, the stop point D can be set as the next target stop point, and the section corresponding to the points C to D can be set as the travel range corresponding to the degraded vehicle movement authorization.
As another possible real-time scenario, please refer to fig. 8, and fig. 8 is a third schematic diagram of train operation according to an embodiment of the present application. The point G shown in the figure is a target stop point where a train (i.e., a degraded vehicle in the figure) with a communication failure is currently located, the direction indicated by the arrow is an original running direction of the degraded vehicle, a stop point closest to the target stop point in the original running direction of the degraded vehicle is a point H (i.e., a next closest platform), and a section corresponding to the point I to the point J is a running range corresponding to the target movement authorization of the oncoming vehicle. As can be seen from the figure, the stop point H is included in the driving range corresponding to the target movement authorization of the oncoming vehicle, and therefore, the stop point H cannot be used as the next target stop point, but waits for the driver to get on the vehicle and get on the station, and listens to the dispatching instruction from the dispatching center through other communication methods, so as to switch from the automatic driving mode to the manual driving mode, and avoid collision with the oncoming vehicle.
Therefore, the method plans the movement authorization of the degraded train for the train with the communication fault by combining the specific road condition and the train information of all trains in the section, avoids the overlapping of the movement authorization of the degraded train and the movement authorization of other trains, and improves the safety of train operation.
Further, as can be seen from the scenario shown in fig. 8, when the next stopping point is within the driving range corresponding to the target movement authorization of the oncoming vehicle, the degraded vehicle still stops operating, and the automatic driving mode is switched to the manual driving mode, and the train operation efficiency is still limited.
Please refer to fig. 9, fig. 9 is a fourth schematic diagram of a train operation according to an embodiment of the present application. After the movement authorization of the degraded vehicle is generated based on the turnout information and the target movement authorization, the train with the communication fault (i.e. the degraded vehicle in the figure) can run according to the path of the degraded vehicle indicated by the movement authorization of the degraded vehicle, and in order to further improve the running safety of the train, the proposal can also limit the movement authorization of the vehicle with normal communication (i.e. the communication vehicle shown in the figure). For example, as shown in the figure, the authorized travel destination for movement of the communicating vehicle may not cross the closest switch or parking area ahead of the degraded vehicle path, e.g., may not cross point B shown in the figure. Therefore, the movement authorization of each train is further ensured not to overlap, the running safety of the trains is improved, the situation that the automatic driving mode is changed into the manual driving mode due to the fact that the effective degraded train path cannot be planned is also reduced, and the running speed of the trains after communication faults occur is improved.
Based on the same inventive concept, please refer to fig. 10, and fig. 10 is a functional block diagram of the autonomous operating device of the destaging vehicle according to the embodiment of the present application. The embodiment of the present application further provides a degraded vehicle autonomous operation apparatus 130 corresponding to the degraded vehicle autonomous operation method shown in fig. 3, where the apparatus is applied to a train on which a first near field communication device is mounted, and the apparatus includes:
and the operation module 131 is configured to continue autonomous operation to a target parking spot according to the original operation direction under the condition that the communication abnormality is determined, where the target parking spot is provided with a second near field communication device, and the second near field communication device is in communication connection with the object controller.
A communication module 132, configured to establish a communication connection with the object controller based on the first near field communication device and the second near field communication device.
And a receiving module 133 for receiving the road information transmitted by the object controller.
And the generating module 134 is used for generating the movement authorization of the degraded vehicle based on the road information and autonomously operating to the next target parking point based on the movement authorization of the degraded vehicle.
The embodiment of the application also provides a readable storage medium, wherein the readable storage medium stores a computer program, and the computer program realizes the steps of the autonomous operation method of the degraded vehicle when being executed.
In summary, the present application provides a degraded vehicle autonomous operation method, an apparatus, an electronic device, and a readable storage medium, where the method continues autonomous operation to a target parking spot according to an original operation direction when a communication abnormality is determined, where the target parking spot is provided with a second near field communication device, and the second near field communication device is in communication connection with an object controller. The train establishes a communication connection with the object controller based on the first near field communication device and the second near field communication device. And receiving the road information transmitted by the object controller. And generating a movement authorization of the degraded vehicle based on the road information, and autonomously operating to a next target parking point based on the movement authorization of the degraded vehicle. Therefore, the degraded vehicle can always run in the automatic driving mode according to the latest degraded vehicle movement authorization without being switched from the automatic driving mode to the manual driving mode after stopping running, so that the running efficiency of the train is improved on the premise of ensuring the running safety.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (10)
1. A degraded vehicle autonomous operation method is applied to a train, and the train is provided with a first near field communication device, and the method comprises the following steps:
under the condition that the communication abnormality is determined, continuing to autonomously operate to a target parking spot according to the original operation direction, wherein the target parking spot is provided with second near field communication equipment which is in communication connection with an object controller; the train establishes a communication connection with the object controller based on the first near field communication device and the second near field communication device;
receiving road information sent by the object controller;
and generating a degraded vehicle movement authorization based on the road information, and autonomously operating to a next target parking point based on the degraded vehicle movement authorization.
2. The degraded vehicle autonomous operation method of claim 1, wherein the step of continuing autonomous operation to the target stop point in the original direction of operation comprises:
acquiring a communication fault position and a movement authorization of the train during the last communication;
determining an original running direction based on the movement authorization of the train during the last communication;
determining a parking point closest to the communication fault position, and determining a target parking point based on a pre-calculated maximum protection section and the parking point;
and continuing to autonomously operate to the target parking point according to the original operation direction.
3. The method of autonomous operation of a degraded vehicle according to claim 2, characterized in that it further comprises a step of pre-calculating a maximum protection zone, said step comprising:
acquiring a preset braking and moving authorization distance and a preset object tracking protection distance;
calculating the sum of the preset braking movement authorization distance and the preset object tracking protection distance;
and taking the sum as a maximum protection section.
4. The degraded vehicle autonomous operation method of claim 1, wherein the road information includes train information and switch information of other trains communicating with the object controller; the step of generating the authorization for movement of the degraded vehicle based on the road information comprises the following steps:
judging whether an object train exists or not based on the train information, wherein the running direction of the object train is opposite to the original running direction, and the running track of the object train is the same as the running track of the train;
under the condition that the object train is determined to exist, acquiring target movement authorization of the object train;
and generating degraded vehicle movement authorization based on the turnout information and the target movement authorization.
5. The method of autonomous operation of a degraded vehicle of claim 4, wherein the step of generating a authorization for movement of a degraded vehicle based on the switch information and the target movement authorization comprises:
based on the turnout information, a stopping point which is closest to the target stopping point in the original running direction is obtained;
judging whether the parking spot is within the driving range authorized by the target movement;
determining the next target parking spot based on the parking spot if it is determined that the parking spot is not within the target movement-authorized driving range;
generating a degraded vehicle movement authorization based on the target parking spot and the next target parking spot.
6. The method of claim 1, wherein the first NFC device and the second NFC device are communicatively coupled via any one of a Hilink protocol, WiFi, Mesh, Bluetooth, ZigBee, Thread, Z-Wave, NFC, UWB and LiFi.
7. The autonomous operation method of a degraded vehicle according to any one of claims 1 to 6, wherein the parking spot includes a parking area or a turnout area, the parking area and the turnout area are both provided with sensing devices, the sensing devices are used for acquiring three-dimensional point cloud data within a sensing range according to preset interval time, calculating to obtain sensing information according to the three-dimensional point cloud data, and sending the sensing information to the object controller, and the second near-field communication device is provided for each of the sensing devices, wherein the sensing information includes type information, position information, operation speed and operation direction of an obstacle.
8. A degraded vehicle autonomous operation device applied to a train mounted with a first near field communication device, the device comprising:
the operation module is used for continuing to autonomously operate to a target parking spot according to the original operation direction under the condition of determining abnormal communication, wherein the target parking spot is provided with second near field communication equipment which is in communication connection with the object controller;
the communication module is used for establishing communication connection between the train and the object controller based on the first near field communication equipment and the second near field communication equipment;
the receiving module is used for receiving the road information sent by the object controller;
and the generation module is used for generating the movement authorization of the degraded vehicle based on the road information and autonomously operating to the next target parking point based on the movement authorization of the degraded vehicle.
9. An electronic device, comprising a processor, a memory and a bus, wherein the memory stores machine-readable instructions executable by the processor, and when the electronic device is operated, the processor and the memory communicate with each other via the bus, and the processor executes the machine-readable instructions to perform the steps of the method for degrading vehicle autonomous operation according to any one of claims 1 to 7.
10. A readable storage medium storing a computer program which, when executed, performs the steps of the method of degrading vehicle autonomous operation of claims 1-7.
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| CN114919630A (en) * | 2022-05-17 | 2022-08-19 | 交控科技股份有限公司 | Method and device for degrading operation of train, electronic equipment and storage medium |
| CN115107836A (en) * | 2022-06-30 | 2022-09-27 | 交控科技股份有限公司 | Degraded train path handover method and system |
| CN115158408A (en) * | 2022-06-30 | 2022-10-11 | 通号城市轨道交通技术有限公司 | Train conflict detection method, train conflict detection device and electronic equipment |
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| CN115535039A (en) * | 2022-10-13 | 2022-12-30 | 交控科技股份有限公司 | Method, device, equipment and medium for degrading operation of train |
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