AUTONOMOUS SENSING SYSTEM FOR TRAIN

Abstract

The invention relates to a autonomous sensing system for train, comprising: an on-board subsystem used for recognizing an obstacle in a rail operation region; a trackside subsystem used for making up limitations in detection distance of sensors of the on-board subsystem and enhancing detection in key regions out of sight; a handheld mobile terminal subsystem carried and operated by a train attendant and used for checking, displaying and confirmation; a center server subsystem used for acquiring operating states and warning information of other subsystems and performing combinational logic processing based on global state data; and a dispatch terminal subsystem communicating with the center server subsystem and used for acquiring and displaying operating states of lineside subsystems and devices, displaying the position of a train and the installation position of the trackside subsystem, checking alarm information of the subsystems and managing the devices of the subsystems. Compared with the prior art, the autonomous sensing system for train allows trains to find obstacles actively and takes measures according to the condition of the obstacles.

Claims

1. A autonomous sensing system for train, comprising: an on-board subsystem installed on a train in operation and used for acquiring rail operation region information and obstacle information in front by means of sensors to recognize an obstacle in a rail operation region; a trackside subsystem installed beside a track and used for making up limitations in detection distance of the sensors of the on-board subsystem and enhancing detection in key regions out of sight to improve an obstacle detection capacity; a center server subsystem communicating with the on-board subsystem and the trackside subsystem respectively to acquire operating states and warning information of the on-board subsystem and the trackside subsystem and used for performing combinational logic processing based on global state data; a dispatch terminal subsystem communicating with the center server subsystem and used for acquiring and displaying operating states of lineside subsystems and devices, displaying a position of the train and an installation position of the trackside subsystem, checking alarm information of the subsystems and managing the devices of the subsystems.

2. The autonomous sensing system for train according to claim 1, wherein the autonomous sensing system for train further comprises a handheld mobile terminal subsystem which is carried and operated by a train attendant, and after being bound to the on-board subsystem, the handheld mobile terminal subsystem communicates with the on-board subsystem to check the operating state of the on-board subsystem, displays related alarm information and confirms the obstacle.

3. The autonomous sensing system for train according to claim 2, wherein the handheld mobile terminal subsystem is suitable for a driverless train, and the train attendant binds a handheld mobile terminal of an on-board host computer of the train to the handheld mobile terminal subsystem to check an operating state and alarm information of the autonomous sensing system for train and checks detailed alarm information and handling suggestions by means of the handheld mobile terminal if there is an obstacle alarm when the attendant is on duty.

4. The autonomous sensing system for train according to claim 1, wherein the key regions comprise curve regions, ends of ramps, entrances and exits of tunnels, overpasses, platform regions and terminal regions.

5. The autonomous sensing system for train according to claim 1, wherein the on-board subsystem communicates with the trackside subsystem through a network to obtain obstacle information within a detection range of the trackside subsystem, such that a detection range and distance of the on-board subsystem are extended.

6. The autonomous sensing system for train according to claim 1, wherein multiple said trackside subsystems are arranged in a region with a series of curves, and the on-board subsystem synchronously communicates with the multiple trackside systems to maximize the detection distance.

7. The autonomous sensing system for train according to claim 1, wherein the on-board subsystems of multiple trains obtain positions and speeds of the trains by means of a center server, and the trains determine a probability of collision according to their relative positions and keep a safe operation distance therebetween.

8. The autonomous sensing system for train according to claim 1, wherein multiple connected said trackside subsystems communicate with each other to exchange rail operation region detection information to obtain a long detection distance by information fusion and send the long detection distance to the on-board subsystem.

9. The autonomous sensing system for train according to claim 1, wherein the dispatch terminal subsystem checks, at an operation control center, obstacle alarm information of all trains, assign personnel to remove the obstacle, and then resumes train operation.

10. The autonomous sensing system for train according to claim 1, wherein the dispatch terminal subsystem receives various abnormal obstacles reported by the trackside subsystem and sets filter alarms by time to avoid false alarms given by construction personnel in a traffic break time, and the abnormal obstacles are various obstacle invasions other than normal trains.

11. The autonomous sensing system for train according to claim 1, wherein the center server subsystem receives and records various alarms and operation logs of other subsystems, which actively initiate network connection to the center server subsystem and report device and system self-inspection states after being powered on to boot up, the on-board subsystem needs to report its position in real time, and the center server subsystem is able to forward various messages, such that a protection linkage mechanism between multiple subsystems is formed.

12. The autonomous sensing system for train according to claim 1, wherein the on-board subsystem outputs the obstacle information by means of a signal system interface L1, a train interface L2 or a man-machine interface L3 according to configuration; the obstacle information is output by means of L1, L2 and L3, or by two of L1, L2 and L3, or by one of L1, L2 and L3, and a specific configuration depends on interface configuration of the train and customer requirements.

13. The autonomous sensing system for train according to claim 12, wherein the specific configuration is as follows: (1) in a case where a signal system operates normally, the on-board subsystem sends the obstacle information to the signal system by means of the signal system interface L1, and the on-board signal system determines, according to a position of the obstacle and a position of an end of current movement authority, whether braking is needed and a level of braking; (2) in a case where the signal system interface L1 is cut off or disabled, the on-board subsystem generates an emergency braking instruction according to the obstacle information and outputs the emergency braking instruction by means of the train interface L2 to trigger emergency braking of the train to decelerate the train until the train stops; (3) in a case where the signal system interface L1 and the train interface L2 are both disabled, the on-board subsystem outputs a warning prompt by means of the man-machine interface L3 to remind a driver and a dispatcher on duty to pay attention to the obstacle in front.

14. The autonomous sensing system for train according to claim 12, wherein in a case where a train control system in a CBTC mode is unable to control the train due to a fault, a signal light works, at this moment, the train is driven by a driver, the driver drives the train to pass through the signal light or stops the train in front of the signal light according to a state indication of the signal; in this case, a signal indicating no-passing is also considered as an obstacle, the on-board subsystem recognizes a color of the signal light, and when recognizing that the color light of the signal is red, which indicates no-passing, the on-board subsystem outputs special obstacle information by means of L3 to remind the driver not to drive across the red light.

15. The autonomous sensing system for train according to claim 1, wherein the autonomous sensing system for train adopts a two out of two safety mechanism to satisfy requirements of SIL4.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

[0037] FIG. 1 is a schematic structural diagram of a autonomous sensing system for train according to the invention;

[0038] FIG. 2(a) is a schematic diagram of controlling train operation by a signal system in normal operation according to an authorized distance D.sub.M;

[0039] FIG. 2(b) is a schematic diagram of outputting an obstacle distance D.sub.O to the signal system by the autonomous sensing system for train;

[0040] FIG. 2(c) is a schematic diagram of controlling train operation according an updated distance of movement authority;

[0041] FIG. 3 is a schematic diagram of the combined detection principle of an on-board subsystem and a trackside subsystem.

DETAILED DESCRIPTION OF THE INVENTION

[0042] The technical solutions of the embodiments of the invention will be clearly and completely described below in conjunction with the accompanying drawings of the embodiments of the invention. Obviously, the embodiments in the following description are merely illustrative ones, and are not all possible ones of the invention. All other embodiments obtained by those ordinarily skilled in the art according to the following ones without creative labor should also fall within the protection scope of the invention.

[0043] The invention provides a autonomous sensing system for train, which explains in detailed, by a systematic description, how a train control system and a back-up mode act when an obstacle detection system finds an obstacle. Compared with existing patents, the autonomous sensing system for train is designed to co-exist and cooperatively work with a signal system, and is an intelligent improvement of the existing signal system. By adopting such an operating mode, the existing train control signal system will be slightly changed, and both the advantages of the autonomous sensing system for train and the advantages of the signal system can be brought into full play. For example, speed detection and positioning of the signal system are highly safe and reliable, and the obstacle detection system can be arranged flexibly, thus being suitable for different application scenarios and adaptable to different signal system devices. The autonomous sensing system for train can be used together with an unmanned train control system, a manned train control system or a traditional train control system, and can also be used independently without the train control system.

[0044] The autonomous sensing system for train provided by the invention can endow trains with the autonomous perception ability, can detect an obstacle from a distance in a non-contact manner before collision, and can trigger braking of a train by means of a train control interface, thus preventing collision or reduce the extent of injuries caused by collision. For an unmanned train, the autonomous sensing system for train can give a response instantly when an obstacle is detected. For a manned train, the autonomous sensing system for train can give an alarm to remind a driver or trigger train braking, improve the observation ability of the driver, reducing the labor intensity, and avoid accidents caused by negligence when the driver is tired.

[0045] In addition, in a case where the signal system is cut off due to a fault, the autonomous sensing system for train can work independently to recognize the state of a train and route signal in front and give an alarm or stop the train to assist the driver in driving, thus improving the operation efficiency and safety.

[0046] As shown in FIG. 1, the autonomous sensing system for train comprises five subsystems, which are an on-board subsystem 1, a trackside subsystem 2, a mobile terminal subsystem 3, a center server subsystem 4 and a dispatch terminal subsystem 5 respectively.

[0047] The functions of the subsystems are as follows:

[0048] (1) The on-board subsystem is installed on a train in operation and acquires rail operation region information and obstacle information in front by means of sensors to recognize an obstacle in a rail operation region.

[0049] (2) The trackside subsystem is installed beside a track and used for making up limitations in detection distance of the sensors of the on-board subsystem and enhancing detection in key regions out of sight, such as curve regions, ends of ramps, entrances and exits of tunnels, overpasses, platform regions, terminal regions and other regions needing to be emphatically detected, to improve the obstacle detection capacity.

[0050] (3) The handheld mobile terminal subsystem is carried and operated by a train attendant, and after being bound to the on-board subsystem, the handheld mobile terminal subsystem communicates with the on-board subsystem to check the operating state of the on-board subsystem, displays related alarm information and confirms the obstacle.

[0051] (4) The center server subsystem is generally installed at a dispatch center/operation control center, communicates with the on-board subsystem, the trackside subsystem, the handheld mobile terminal subsystem and the dispatch terminal subsystem to acquire operating states and warning information of the on-board subsystem, the trackside subsystem, the handheld mobile terminal subsystem and the dispatch terminal subsystem, and performs combinational logic processing based on global state data.

[0052] (5) The dispatch terminal subsystem is generally installed at the dispatch center/operation control center, communicates with a center server to acquire and display operating states of lineside subsystems and devices, displays the position of the train and the installation position of the trackside subsystem, checks alarm information of the subsystems and manages the devices of the subsystems.

[0053] The interaction process of the subsystems is as follows:

[0054] (1) The on-board subsystem communicates with the trackside subsystem through a network to obtain obstacle information within the detection range of the trackside subsystem, such that the detection range and distance of the on-board subsystem are extended, and detection beyond visual range is realized. Multiple trackside subsystems may be arranged in a region with a series of curves, and the on-board subsystem synchronously communicates with the multiple trackside systems to extend the detection distance.

[0055] (2) The on-board subsystems of multiple trains can obtain positions and speeds of the trains by means of the center server, and the trains can determine a probability of collision according to their relative positions and keep a safe operation distance therebetween.

[0056] (3) Multiple connected trackside subsystems can communicate with each other to exchange rail operation region detection information to obtain a long detection distance by information fusion and send the long detection distance to the on-board subsystem, thus simplifying the communication function of the on-board subsystem.

[0057] (4) The handheld mobile terminal subsystem is mainly applied to a driverless train, which eliminates a driver at a fixed seat and is not provided with a display screen specifical for the autonomous sensing system for train. The train attendant can bind a handheld mobile terminal of an on-board host computer of the train to the handheld mobile terminal subsystem to check the operating state and alarm information of the autonomous sensing system for train and check detailed alarm information and handling suggestions by means of the handheld mobile terminal if there is an obstacle alarm when the attendant is on duty. In this way, the attendant can walk around in the train and does not need to stay at the front end of the train all the time.

[0058] (5) The dispatch terminal subsystem can check, at the operation control center, obstacle alarm information of all trains, assign personnel to remove the obstacle, and then resume train operation. In addition, the dispatch terminal subsystem can receive various abnormal obstacles reported by the trackside subsystem, wherein the abnormal obstacles are various obstacle invasions other than normal trains, such as foreign objects of overhead lines, drill bits which pierce through a tunnel and detected by a trackside monitoring device and passers-by entering the rail operation region. The dispatch terminal subsystem can set filter alarms by time to avoid false alarms given by construction personnel in a traffic break time.

[0059] (6) The center server subsystem can receive and record various alarms and operation records of the other subsystems, such as the on-board subsystem, the trackside subsystem, the handheld mobile terminal subsystem and the dispatch terminal subsystem, for later analysis and monthly statistics. After being powered on to boot up, the other subsystems actively initiate network connection to the center server subsystem and report device and system self-inspection states to the center server subsystem, and the on-board subsystem needs to report its position in real time. The center server subsystem can forward various messages, such that a protection linkage mechanism between multiple subsystems is formed.

[0060] When detecting an obstacle, the autonomous sensing system for train performs the following process:

[0061] The on-board subsystem outputs the obstacle information by means of a signal system interface L1, a train interface L2 or a man-machine interface L3 according to configuration. The obstacle information is output by means of L1, L2 and L3, or by two of L1, L2 and L3, or by one of L1, L2 and L3, and the specific configuration depends on interface configuration of the train and customer requirements.

[0062] (1) In a case where a signal system operates normally, the on-board subsystem can send the obstacle information to the signal system by means of the signal system interface L1, and the on-board signal system determines, according to the position of the obstacle and the position of an end of current movement authority, whether braking is needed and a level of braking. By adopting the signal system interface L1, the obstacle information can be processed more flexibly, disturbance to train operation is reduced, and the train operation comfort is improved.

[0063] (2) In a case where the signal system interface L1 is cut off or disabled, the on-board subsystem can generate an emergency braking instruction according to the obstacle information and output the emergency braking instruction by means of the train interface L2 to trigger emergency braking of the train to decelerate the train until the train stops

[0064] (3) In a case where the signal system interface L1 and the train interface L2 are both disabled, the on-board subsystem can output a warning prompt by means of the man-machine interface L3 to remind a driver and a dispatcher on duty to pay attention to the obstacle in front. The human-machine interface may be a screen, an audible and visual alarm, a handheld mobile terminal, or the like.

[0065] For a train control system in a CBTC mode, a signal light is normally off. In a case where the train control system in the CBTC mode is unable to control the train due to a fault, a signal light works, at this moment, the train is driven by a driver, the driver drives the train to pass through the signal light or stops the train in front of the signal light according to a state indication of the signal. In this case, a signal indicating no-passing is also considered as an obstacle, the on-board subsystem recognizes a color light of the signal, and when recognizing that the color of the signal light is red, which indicates no-passing, the on-board subsystem outputs special obstacle information by means of L3 to remind the driver not to drive across the red light.

[0066] Established based on high safety, the autonomous sensing system for train adopts a two-out-of-two safety mechanism to satisfy requirements of SIL4, thus ensuring train operation safety.

[0067] The on-board subsystem outputs obstacle information by means of the signal system interface L1, and FIG. 2(a) and FIG. 2(c) illustrate how the autonomous sensing system for train works together with the signal system to be seamlessly integrated into the train control logic of the signal system by automatic fusion of an obstacle distance and a distance of ATP movement authority. When a train operates normally, no obstacle information will be detected, and the signal system controls the train to operate according to the distance D.sub.M of ATP movement authority (the state in FIG. 2(a)); when the on-board subsystem detects obstacle information, the autonomous sensing system for train outputs the obstacle distance D.sub.O to the signal system (the state in FIG. 2(b)); when receiving the obstacle information, the signal system takes the smaller one of the distance D.sub.M of ATP movement authority and the obstacle distance D.sub.O as a new distance of ATP movement authority and controls the train to operate according to the updated distance of ATP movement authority (the state in FIG. 2(c)). In the state shown in FIG. 2(b), if D.sub.OD.sub.M, the distance of ATP movement authority of the train does not need to be updated; when D.sub.O<D.sub.M, the distance of ATP movement authority will be updated, and the optimal operating speed of the train is calculated according to the new distance of ATP movement authority.

[0068] FIG. 3 explains the combined detection principle of the on-board subsystem and the trackside subsystem of the autonomous sensing system for train. In the absence of the trackside subsystem, the maximum detection distance of the train is D.sub.1, which can reach 300 m-500 m on a straight rail; however, in a curve region or on an upslope where the sight is blocked, D.sub.1 may sharply decrease to be less than 100 m, and the decrease of the detection distance compromises the safe operating speed of the train. In this case, the trackside subsystem pre-installed beside the track detects the condition of the rail operation region within 300 m in front; when the train approaches the trackside subsystem, the on-board subsystem on the train establishes communication connection with the trackside subsystem by means of a wireless network to obtain, by inquiry, the condition of the rail operation region in front within 300 m, and the overall detection distance can reach D.sub.2. In this way, the detection distance is extended.

[0069] The autonomous sensing system for train provided by the invention comprises five subsystems, but not all the subsystems need to be installed and configured. In actual application, the subsystems can be flexibly configured according to the field condition and customer requirements. One comprehensive embodiment and one simple embodiment are described below.

[0070] In one specific embodiment of the invention as described below, the autonomous sensing system for train is configured on a CBTC-based unattended train operation line, and the following devices need to be added:

[0071] 1. The on-board subsystem is installed on each train to perceive obstacles in the rail operation region in front, the on-board subsystem automatically selects a detector in the forward direction as an obstacle detection input according to the activated head of the train, and a detector at the tail of the train does not work. The on-board subsystem sends obstacle information to an on-board train control system by means of the signal system interface, and the train control system determines whether the train needs to be braked and a braking method and level.

[0072] 2. The trackside subsystem is installed at a sharp turn of the line and is connected to a private network to 24 hours continuously monitor a section where the trackside subsystem is located. When the train passes through this section, the trackside subsystem can recognize the train according to obstacle features, at this moment this section is in an occupied state; when the train completely runs out of this section, this section is in a vacant state. In the vacant state, if a foreign object is detected, this section will be marked as the occupied state, and alarm information is sent to a server and displayed on a dispatch terminal. A dispatcher on duty can check videos or pictures of the obstacle as prompted and confirm the obstacle information; and the obstacle will be removed according to a foreign object removal process if necessary. Each train that will pass through this section will communicate with the trackside subsystem to check the state of this section; if this section is vacant, the train can normally pass through this section; if this section is occupied, the train will modify the end of movement authority (MA) according to the position of the obstacle, and the end of MA should be in front of the obstacle to ensure that the train can stop in front of the obstacle. The train will not be allowed to pass through this section until the obstacle is removed.

[0073] 3. The server and the dispatch terminal subsystem are installed at an operation control center to provide large-screen full-section display to monitor the state of trains and trackside devices on the whole line and process warning information in time if any, and can also actively communicate with a specified train or the trackside subsystem to obtain field condition data and videos for manual confirmation of the condition of the obstacle on the scene.

[0074] 4. Optionally, an attendant may be dispatched onto some trains for preventative attendance. The attendant carries a portable handheld mobile terminal to obtain the operating state of the on-board subsystem after binding the portable handheld mobile terminal to an on-board device on the train. The attendant can walk back and forth in the compartments to inspect the compartments. In case of an obstacle alarm, the attendant will be reminded by the handheld mobile terminal, such that the attendant can quickly walk to the head of the train to check and confirm the obstacle and contact the operation control center to handle exceptions.

[0075] In another embodiment of the invention as described below, the autonomous sensing system for train is configured on a manned local rail freight train, and the following devices need to be added:

[0076] 1. The on-board subsystem is installed on the freight train to perceive an obstacle in a rail operation region in front, the on-board subsystem automatically selects a detector in the forward direction as an obstacle detection input according to the operating direction of the train, and a detector in the backward direction does not work. The on-board subsystem is equipped with a DMI display screen and an audible and visual alarm. When the autonomous sensing system for train detects an obstacle, the on-board subsystem displays obstacle information by means of the DMI display screen; when the level of danger of the obstacle is high, the on-board subsystem gives an audible and visual alarm to remind the driver to pay attention to the obstacle in front.

[0077] 2. The trackside subsystem is installed at a crossing or in other areas where the sight is blocked to monitor at the crossing or a curved rail section and is connected to a private network. When the train approaches the crossing, the on-board subsystem establishes connection with the trackside subsystem in advance (1000 m), the obstacle condition at the crossing is displayed in real time on an HMI display screen. If the trackside subsystem monitors an obstacle, the obstacle will be displayed on the HMI display screen of the on-board subsystem, and the driver is reminded by a synthesized speech to pay attention to the obstacle.

[0078] The autonomous sensing system for train has been applied in different rail transit operation scenarios and has been accepted by users.

[0079] The embodiments described above are merely specific ones of the invention and are not intended to limit the protection scope of the invention. Any skilled in the art can easily obtain various equivalent modifications or substitutions within the technical scope disclosed by the invention, and all these modifications or substitutions should fall within the protection scope of the invention. Therefore, the protection scope of the invention should be subject to the protection scope of the claims.