WO2021037237A1 - 轨道车辆及其控制方法、系统和列车控制与管理系统 - Google Patents

轨道车辆及其控制方法、系统和列车控制与管理系统 Download PDF

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Publication number
WO2021037237A1
WO2021037237A1 PCT/CN2020/112239 CN2020112239W WO2021037237A1 WO 2021037237 A1 WO2021037237 A1 WO 2021037237A1 CN 2020112239 W CN2020112239 W CN 2020112239W WO 2021037237 A1 WO2021037237 A1 WO 2021037237A1
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WIPO (PCT)
Prior art keywords
rail vehicle
distance
control
target
speed
Prior art date
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PCT/CN2020/112239
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English (en)
French (fr)
Inventor
王文娟
徐晓波
Original Assignee
比亚迪股份有限公司
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Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Priority to US17/635,994 priority Critical patent/US20220281498A1/en
Priority to BR112022003328A priority patent/BR112022003328A2/pt
Publication of WO2021037237A1 publication Critical patent/WO2021037237A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0072—On-board train data handling
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning, or like safety means along the route or between vehicles or vehicle trains
    • B61L23/04—Control, warning, or like safety means along the route or between vehicles or vehicle trains for monitoring the mechanical state of the route
    • B61L23/041—Obstacle detection
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
    • B61L15/0018—Communication with or on the vehicle or vehicle train
    • B61L15/0027—Radio-based, e.g. using GSM-R
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L21/00—Station blocking between signal boxes in one yard
    • B61L21/10—Arrangements for trains which are closely following one another

Definitions

  • the present disclosure relates to the field of vehicles, and in particular, to a rail vehicle and a control method and system thereof, and a train control and management system.
  • Existing rail vehicle control methods include: according to the operating conditions of the vehicle running on different road conditions, locations and natural environments, as well as the characteristics of the obstacles, the video camera device, lidar device, infrared test device, ultrasonic test device, GPS, etc.
  • the output data of the test source is data fused to realize the complementary advantages of multiple test devices, complete the detection and early warning of obstacles and control the operation of the vehicle.
  • this method can only realize the operation control of the own vehicle, and cannot realize the operation control of the entire rail vehicle.
  • the purpose of the present disclosure is to provide a rail vehicle and its control method, system and train control and management system, which can realize the operation control of the rail vehicle on the whole line.
  • a rail vehicle control method includes: receiving information about a target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle; Information and the current vehicle speed to control the operation of the local rail vehicle and determine the operation requirement for the target rail vehicle; and transmit the operation requirement for the target rail vehicle to a central server, so that the central server will The operation requirement for the target rail vehicle is transmitted to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle.
  • the local rail vehicle includes a train control and management system and a signal system
  • the control of the operation of the local rail vehicle and determining the operation requirements for the target rail vehicle includes: the train control and management system Determine the operation requirements for the target rail vehicle; redundantly control the operation of the local rail vehicle by the train control and management system and the signal system.
  • the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, then the control of the operation of the own rail vehicle and the determination of the target rail vehicle
  • the operating requirements include:
  • the relative speed is greater than 0 and the relative speed is less than the current vehicle speed
  • determine whether the theoretical braking distance is greater than or equal to the relative distance if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance
  • the tolerable distance and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking.
  • the rail vehicle When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
  • a train control and management system including: a receiving module for receiving information about a target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle; a control module, It is used to control the operation of the local rail vehicle based on the information of the target rail vehicle and the current vehicle speed and determine the operation demand for the target rail vehicle; and a communication module is used to transfer the information directed to the target rail vehicle
  • the operation requirement is transmitted to a central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle is based on the operation requirement for the target rail vehicle To run.
  • the communication module is implemented by the signal system of the own rail vehicle, and the signal system and the control module redundantly control the execution of the own rail vehicle.
  • the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, and the control module is used to:
  • the relative speed is greater than 0 and the relative speed is less than the current vehicle speed
  • determine whether the theoretical braking distance is greater than or equal to the relative distance if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance
  • the tolerable distance and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking.
  • the rail vehicle When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
  • a rail vehicle including the train control and management system according to the second embodiment of the present disclosure.
  • a rail vehicle control system includes: a train control and management system, the train control and management system is installed on the rail vehicle, and the train control and management system The system is used to receive the information of the target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle, and control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed and determine the The operation requirements of the target rail vehicle, and the transmission of the operation requirements for the target rail vehicle to the central server; an obstacle detection device, which is installed on the local rail vehicle and is used to detect that it is located on the local rail vehicle The information of the target rail vehicle in front of the vehicle and the detected information of the target rail vehicle are sent to the train control and management system; a central server, which is located outside the local rail vehicle and is used to control the train from the train And the management system receives the operation requirements for the target rail vehicle, and transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle is
  • the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, and the train control and management system is used for:
  • the relative speed is greater than 0 and the relative speed is less than the current vehicle speed
  • determine whether the theoretical braking distance is greater than or equal to the relative distance if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance
  • the tolerable distance and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking.
  • the rail vehicle When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
  • the obstacle detection device includes at least one of a radar device, a vision device, an infrared device, and a global satellite positioning system.
  • Fig. 1 is a flowchart of a rail vehicle control method according to an embodiment of the present disclosure.
  • Fig. 2 is a schematic block diagram of a train control and management system according to an embodiment of the present disclosure.
  • Fig. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure.
  • Fig. 4 shows a control flowchart of a rail vehicle according to an embodiment of the present disclosure.
  • Fig. 5 is a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure.
  • Fig. 6 shows a schematic diagram of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure.
  • Fig. 7 is a working flow chart of a rail vehicle control system according to an embodiment of the present disclosure.
  • Braking Braking refers to controlling the deceleration of the rail vehicle until it stops by means of safe braking.
  • Safe braking means that the electric braking does not work, only the mechanical braking works, and the braking deceleration depends on the performance of the railway vehicle mechanical braking product, for example, it can be 1.2m/s2.
  • Deceleration braking refers to calculating a deceleration command based on the braking performance of the rail vehicle and the relative distance S0 between the rail vehicle and the target rail vehicle ahead, and controlling the rail vehicle to decelerate until it stops according to the deceleration in the calculated deceleration command.
  • Service braking deceleration refers to the way to control the deceleration of the rail vehicle until it stops.
  • Common braking refers to the simultaneous action of electric braking and mechanical braking, and the braking deceleration depends on the performance of the mechanical braking product of the rail vehicle, for example, it can be 1.0m/s2.
  • Theoretical braking distance S theory refers to the theoretically calculated braking distance based on the current speed of the rail vehicle.
  • the tolerable anti-collision distance ⁇ S means that the distance between the two cars can barely avoid the collision of the two cars when the two cars are stopped.
  • the anti-collision tolerable distance ⁇ S is a positive number, and is set in consideration of factors such as the detection reaction time of the target rail vehicle and the control reaction time of the own rail vehicle.
  • Fig. 1 shows a flowchart of a rail vehicle control method according to an embodiment of the present disclosure. As shown in Fig. 1, the method includes the following steps S11 to S13. The method can be controlled by a train control and management system (Train Control and Management System (TCMS) execution.
  • TCMS Train Control and Management System
  • step S11 the information of the target rail vehicle located in front of the own rail vehicle and the current speed of the own rail vehicle are received.
  • the information of the target rail vehicle can be obtained from the obstacle detection device installed on the own rail vehicle.
  • Obstacle detection devices may include radar devices such as lidar and millimeter wave radar, vision devices such as cameras, and may also include infrared devices, ultrasonic detection devices, global satellite positioning systems, and the like.
  • step S12 the operation of the own rail vehicle is controlled based on the information of the target rail vehicle and the current speed, and the operation requirement for the target rail vehicle is determined.
  • step S13 the operation requirement for the target rail vehicle is transmitted to the central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle.
  • the operating requirements for the target rail vehicle are, for example, requiring the target rail vehicle in front to accelerate, decelerate, and so on.
  • the central server refers to a server capable of managing the entire line of rail vehicles, and the central server is located outside the rail vehicle.
  • the rail vehicle includes a TCMS and a signal system, wherein the signal system will be described in detail below.
  • the TCMS can determine the operation requirements for the target rail vehicle; the TCMS and the signal system redundantly control the operation of the rail vehicle. In this way, dual control can be achieved, which can more effectively avoid collisions or reduce collision losses.
  • the information of the target rail vehicle includes the relative speed and the relative distance S0 between the local rail vehicle and the target rail vehicle.
  • the relative speed is a vector, and the relative speed is usually positive or negative to indicate whether it is close or far away. In the present disclosure, the relative speed is negative, that is, less than 0, to indicate mutual distance, but it does not mean that the speed of the vehicle must be less than the target track ahead. Vehicle speed, when the relative speed is positive, that is, greater than 0, it means that they are close to each other. Then, controlling the operation of the own rail vehicle and determining the operation requirements for the target rail vehicle in step S12 may include:
  • the relative speed is greater than 0 and the relative speed is less than the current speed
  • control the braking of the rail vehicle and determine that the operating demand for the target rail vehicle is acceleration, so that the target rail will be braked by the rail vehicle. The vehicle accelerates to increase the relative distance between the two and avoid collisions.
  • the rail vehicle can be controlled to maintain the current operating state; at the relative distance S0 and theoretical braking
  • the difference between the theoretical distance S is equal to the tolerable anti-collision distance ⁇ S, it indicates that there is a risk of collision, so the rail vehicle is controlled to perform common braking deceleration; the difference between the relative distance S0 and the theoretical braking distance S is less than the tolerable anti-collision distance
  • ⁇ S it indicates that the risk of collision is high, so control the rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or
  • Fig. 2 shows a schematic block diagram of a train control and management system according to an embodiment of the present disclosure.
  • the train control and management system 2 includes: a receiving module 21 for receiving a target located in front of the rail vehicle The information of the rail vehicle and the current speed of the rail vehicle; the control module 22 is used to control the operation of the rail vehicle based on the information and the current speed of the target rail vehicle and determine the operation requirements for the target rail vehicle; and the communication module 23 is used to connect The operation requirement for the target rail vehicle is transmitted to the central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle.
  • the communication module 23 can be implemented using an information terminal in the existing TCMS, an existing signal system in the rail vehicle, or other types of communication systems.
  • the information of the target rail vehicle includes the relative speed and relative distance between the local rail vehicle and the target rail vehicle, and the control module 22 is used to:
  • a rail vehicle which includes the train control and management system 2 according to the embodiment of the present disclosure.
  • the rail vehicle may be a rubber-wheeled tram or other types of rail vehicles.
  • Fig. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure.
  • the obstacle detection system of the rail vehicle detects the target rail vehicle in front of the rail vehicle.
  • the obstacle detection system can use radar systems, vision systems, etc. to detect the target rail vehicle, and then the obstacle detection system
  • the internal controller performs fusion processing on the detection results of the radar system, vision system, etc., and obtains the information of the target rail vehicle.
  • the controller in the obstacle detection system can be an independent module, or it can be integrated in a radar system or a vision system.
  • the TCMS in the rail vehicle can control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle.
  • the signal system in this rail vehicle can send the operating requirements for the target rail vehicle determined by TCMS to the central server 1, where the central server 1 is located outside the rail vehicle and is used to manage the entire line of rail vehicles.
  • TCMS can also send the control strategy determined based on the information of the target rail vehicle and the current speed of the rail vehicle to the signal system, so that the signal system can also perform the related operations described above to control the operation of the rail vehicle, thereby achieving Redundant control improves reliability.
  • the existing signal system is composed of computer interlocking subsystem, train automatic protection subsystem, train automatic driving subsystem, train automatic monitoring subsystem, etc. It is an automatic system that integrates the functions of train command, operation adjustment and train driving automation. Control System.
  • the signal system in the present disclosure is a system that adds the related functions described above on the basis of the existing signal system.
  • Fig. 4 shows a control flowchart of a rail vehicle according to an embodiment of the present disclosure.
  • the obstacle detection system is powered on for self-check.
  • the TCMS receives and sends the self-check abnormal information to the signal system, and then the signal system sends the self-check abnormal information of the obstacle detection system to the central server.
  • the obstacle detection system self-checks normally, the obstacle detection system starts to detect the information of the target rail vehicle ahead and sends the detected information to TCMS.
  • TCMS judges the collision risk level based on the information of the target rail vehicle and the current vehicle speed and determines the operating requirements for the target rail vehicle.
  • TCMS controls the operation of the rail vehicle according to the collision risk level
  • TCMS also sends the collision risk level and the operation requirements for the target rail vehicle to the signal system, so that the signal system also controls the operation of the rail vehicle according to the collision risk level and will target the target track
  • the operation requirements of the vehicle are sent to the central server.
  • the judgment of the collision risk level and the subsequent control strategy can refer to the detailed description in the method according to the embodiment of the present disclosure above.
  • FIG. 5 shows a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure.
  • the rail vehicle control system 500 includes: a train control and management system 2, which is installed in The rail vehicle 100 is the train control and management system described above in conjunction with FIG. 2; the obstacle detection device 3 is installed on the rail vehicle 100 and is used to detect the target track in front of the rail vehicle The information of the vehicle and the information of the detected target rail vehicle are sent to the train control and management system 2; the central server 1, the central server 1 is located outside the rail vehicle 100 and is used to receive the target rail vehicle from the train control and management system 2. The operating requirements for the target rail vehicle are transmitted to the target rail vehicle, so that the target rail vehicle operates based on the operating requirements for the target rail vehicle.
  • the obstacle detection device 3 may include radar devices such as lidar and millimeter wave radar, visual devices such as cameras, and may also include infrared devices, ultrasonic detection devices, global satellite positioning systems, and the like.
  • the obstacle detection device 3 may also include a processor, which may be a separate module or integrated in one of the radar device and the vision device, so as to perform processing on the data collected by the radar device, the vision device, etc. Processing and sending the processing results to the train control and management system 2.
  • a processor which may be a separate module or integrated in one of the radar device and the vision device, so as to perform processing on the data collected by the radar device, the vision device, etc. Processing and sending the processing results to the train control and management system 2.
  • the data collected by radar devices, vision devices, etc. are processed by the train control and management system 2.
  • the target rail vehicle information includes the relative speed and relative distance between the current rail vehicle and the front target rail vehicle.
  • Fig. 6 shows a schematic diagram of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure.
  • the obstacle detection device on the vehicle detects the target rail vehicle information and sends it to the TCMS on the vehicle.
  • the TCMS controls the operation of the vehicle based on the target rail vehicle information and the vehicle speed information and determines the operation requirements for the target rail vehicle.
  • the signal system on the vehicle will send the operating requirements for the target rail vehicle to the central server, and the central server will then send the operating requirements for the target rail vehicle to the signal system on the target rail vehicle, and the signal system on the target rail vehicle will then
  • the operating requirements of the target rail vehicle are sent to the TCMS on the target rail vehicle, and then the TCMS on the target rail vehicle controls the operation of the target rail vehicle based on the operating requirements of the target rail vehicle, such as controlling the target by controlling the traction system, braking system, etc.
  • the operation of rail vehicles are sent to the TCMS on the target rail vehicle, and then the TCMS on the target rail vehicle controls the operation of the target rail vehicle based on the operating requirements of the target rail vehicle, such as controlling the target by controlling the traction system, braking system, etc. The operation of rail vehicles.
  • FIG. 7 shows a working flow chart of the rail vehicle control system 500 according to an embodiment of the present disclosure.
  • step S701 the obstacle detection device 3 detects the information of the target rail vehicle in front of the own rail vehicle, and the train control and management system 2 obtains the information of the target rail vehicle in front of the own rail vehicle from the obstacle detection device 3 and obtains the information from the target rail vehicle. Get the current speed of the rail vehicle.
  • the information of the target rail vehicle includes the relative speed and relative distance S0 between the local rail vehicle and the target rail vehicle.
  • step S702 the train control and management system 2 determines whether the relative speed is less than zero. If it is less than 0, go to step S703, if it is equal to 0, go to step S704, and if it is greater than 0, go to step S705.
  • step S703 when the relative speed is less than 0, this indicates that the current rail vehicle and the target rail vehicle are moving away from each other. Therefore, in this case, the train control and management system 2 controls the current rail vehicle to maintain the current operating state.
  • step S704 when the relative speed is equal to 0, this means that the relative distance S0 between the current rail vehicle and the target rail vehicle remains unchanged. Therefore, in this case, the following vehicle control and management system 2 controls the current rail vehicle to maintain current operation status. In addition, the train control and management system 2 also determines that the target rail vehicle needs to maintain the current operating speed or acceleration at this time, then the demand will be transmitted to the target rail vehicle through the central server 1, and the target rail vehicle will maintain the current operating state after receiving the demand. Or accelerate to ensure a safe distance between the local rail vehicle and the target rail vehicle.
  • step S705 when the relative speed is greater than 0, the train control and management system 2 determines whether the relative speed is greater than the current speed of the rail vehicle. If it is greater than, then go to step S706, if less than, then go to step S708, if equal, then go to step S707.
  • step S706 when the relative speed is greater than the current speed of the own rail vehicle, this means that the current rail vehicle and the target rail vehicle are driving in opposite directions, and the distance between the two will become smaller and smaller. If there is a possibility of collision, the train control And the management system 2 controls the current rail vehicle to brake immediately, and determines that the target rail vehicle needs to brake immediately at this time, then the request will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle immediately brakes, so as to be able to wait The staff will handle it.
  • Step S707 in the case that the relative speed is equal to the current speed of the own rail vehicle, which means that the target own rail vehicle is in a stationary state, the train control and management system 2 controls the deceleration and braking of the own rail vehicle, and the train control and management system 2 can be based on The braking performance of this rail vehicle and the relative distance S0 make deceleration commands.
  • Step S708 in the case that the relative speed is less than the current speed of the own rail vehicle, this means that the current rail vehicle and the target rail vehicle are driving in the same direction and the current speed of the target rail vehicle is lower than the current speed of the own rail vehicle, then the train control and management System 2 further judges whether the theoretical braking distance S theoretical is greater than or equal to the relative distance S0.
  • step 709 if the theoretical braking distance S is greater than or equal to the relative distance S0, which indicates that the risk of collision is high, the train control and management system 2 controls the braking of the rail vehicle and determines that the target rail vehicle needs to be accelerated at this time. It will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle accelerates.
  • step S710 if the theoretical braking distance S is theoretically less than the relative distance S0, the train control and management system 2 further determines whether the difference between the relative distance S0 and the theoretical braking distance S theoretical is greater than the anti-collision tolerable distance ⁇ S.
  • step S711 in the case that the theoretical difference between the relative distance S0 and the theoretical braking distance S is greater than the anti-collision tolerable distance ⁇ S, the train control and management system 2 can control the rail vehicle to maintain the current operation because the collision risk at this time is small State, the rail vehicle is not allowed to accelerate.
  • step S712 when the theoretical difference between the relative distance S0 and the theoretical braking distance S is equal to the anti-collision tolerable distance ⁇ S, it indicates that there is a risk of collision, so the train control and management system 2 controls the rail vehicle to perform normal braking deceleration.
  • step S713 when the theoretical difference between the relative distance S0 and the theoretical braking distance S is less than the anti-collision tolerable distance ⁇ S, the collision risk is high, so the train control and management system 2 controls the rail vehicle to perform safe braking and determines At this time, the target rail vehicle needs to maintain the current operating state or accelerate, but not decelerate, then the demand will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle maintains the current operating state or accelerates, but does not decelerate.

Abstract

一种轨道车辆及其控制方法，包括：接收位于本轨道车辆前方的目标轨道车辆的信息以及本轨道车辆的当前车速（S11）；基于目标轨道车辆的信息和当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求（S12）；以及将针对目标轨道车辆的运行需求传送给中心服务器（1）（S13）。还公开了轨道车辆控制系统（500）、轨道车辆（100）和列车控制与管理系统（2）。

Description

轨道车辆及其控制方法、系统和列车控制与管理系统
相关申请的交叉引用
本公开要求于2019年08月30日提交的申请号为201910817286.5、名称为“轨道车辆及其控制方法、系统和列车控制与管理系统”的中国专利申请的优先权，其全部内容通过引用结合在本公开中。
技术领域
本公开涉及车辆领域，具体地，涉及一种轨道车辆及其控制方法、系统和列车控制与管理系统。
背景技术
现有的轨道车辆控制方法包括：根据车辆运行在不同路况、地点和自然环境的工况，以及障碍物的特性，对视频摄像装置、激光雷达装置、红外线测试装置、超声波测试装置、GPS多种测试源的输出数据进行数据融合，实现对多种测试装置的优势互补，完成对障碍物的检测和预警并控制本车的运行。然而，这种方法只能实现本车的运行控制，不能实现全线轨道车辆的运行控制。
发明内容
本公开的目的是提供一种轨道车辆及其控制方法、系统和列车控制与管理系统，能够实现全线轨道车辆的运行控制。
根据本公开的第一实施例，提供一种轨道车辆控制方法，该方法包括：接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当前车速；基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求；以及将所述针对所述目标轨道车辆的运行需求传送给中心服务器，使得所述中心服务器将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
可选地，所述本轨道车辆包括列车控制与管理系统和信号系统，所述控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，包括：由所述列车控制与管理系统确定针对所述目标轨道车辆的运行需求；由所述列车控制与管理系统和所述信号系统冗余控制所述本轨道车辆运行。
可选地，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相 对速度和相对距离，则所述控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，包括：
在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
根据本公开的第二实施例，提供一种列车控制与管理系统，包括：接收模块，用于接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当前车速；控制模块，用于基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求；以及通信模块，用于将所述针对所述目标轨道车辆的运行需求传送给中心服务器，使得所述中心服务器将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
可选地，所述通信模块由所述本轨道车辆的信号系统来实现，而且所述信号系统与所述控制模块一起冗余控制所述本轨道车辆执行运行。
可选地，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相对速度和相对距离，则所述控制模块用于：
在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
根据本公开的第三实施例，提供一种轨道车辆，该轨道车辆包括根据本公开第二实施例所述的列车控制与管理系统。
根据本公开的第四实施例，提供一种轨道车辆控制系统，该轨道车辆控制系统包括：列车控制与管理系统，该列车控制与管理系统安装在本轨道车辆上，且所述列车控制与管理系统用于接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当前车速，基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，以及将所述针对所述目标轨道车辆的运行需求传送给中心服务器；障碍物检测装置，该障碍物检测装置安装在所述本轨道车辆上并且用于检测位于本轨道车辆前方的所述目标轨道车辆的信息并将检测到的目标轨道车辆的信息发送给所述列车控制与管理系统；中心服务器，该中心服务器位于所述本轨道车辆外部并用于从所述列车控制与管理系统接收所述针对所述目标轨道车辆的运行需求，并将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
可选地，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相对速度和相对距离，则所述列车控制与管理系统用于：
在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车 距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
可选地，所述障碍物检测装置包括雷达装置、视觉装置、红外装置、全球卫星定位系统中的至少一者。
通过采用上述技术方案，由于既能够基于目标轨道车辆的信息和本轨道车辆的当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求，又能够通过中心服务器将针对目标轨道车辆的运行需求转发给目标轨道车辆，使得目标轨道车辆能够基于针对目标轨道车辆的运行需求来运行，这样就实现了本轨道车辆与前方目标轨道车辆的联动控制，所以能够有效地避免碰撞或减少碰撞损失，有效地控制全线轨道车辆的动作，保证全线轨道车辆的运行效率。另外，控制中心的工作人员也能够从中心服务器及时获取到全线轨道车辆的状况，以便于及时派人员处理。
本公开的其他特征和优点将在随后的具体实施方式部分予以详细说明。
附图说明
附图是用来提供对本公开的进一步理解，并且构成说明书的一部分，与下面的具体实施方式一起用于解释本公开，但并不构成对本公开的限制。在附图中：
图1是根据本公开一种实施例的轨道车辆控制方法的流程图。
图2是根据本公开一种实施例的列车控制与管理系统的示意框图。
图3示出根据本公开一种实施例的轨道车辆的示意框图。
图4示出根据本公开一种实施例的轨道车辆的控制流程图。
图5是根据本公开一种实施例的轨道车辆控制系统的示意框图。
图6示出根据本公开一种实施例的轨道车辆控制系统的应用场景示意图。
图7是根据本公开一种实施例的轨道车辆控制系统的工作流程图。
具体实施方式
以下结合附图对本公开的具体实施方式进行详细说明。应当理解的是，此处所描述的具体实施方式仅用于说明和解释本公开，并不用于限制本公开。
在详细描述根据本公开的实施例之前，首先说明一下本公开中使用的有关术语的含义。
制动刹车指的是以安全制动的方式控制轨道车辆减速直至停车。安全制动指的是电制动不起作用，只有机械制动起作用，而且制动减速度取决于轨道车辆机械制动产品的性能，例如可以是1.2m/s2。
减速刹车指的是根据轨道车辆的制动性能及轨道车辆与前方目标轨道车辆之间的相对距离S0计算减速指令，并按照所计算的减速指令中的减速度来控制轨道车辆减速直至停车。
常用制动减速指的是以常用制动的方式控制轨道车辆减速直至停车。常用制动指的是电制动和机械制动同时起作用，制动减速度取决于轨道车辆机械制动产品的性能，例如可以是1.0m/s2。
理论刹车距离S理论指的是基于轨道车辆的当前车速理论上计算出来的刹车距离。
防碰撞可容忍距离ΔS指的是在两车均停止的情况下两车之间的距离勉强可以避免两车相撞。防碰撞可容忍距离ΔS为正数，而且是考虑了目标轨道车辆检测的反应时间以及本轨道车辆的控制反应时间等因素而设置的。
图1示出根据本公开一种实施例的轨道车辆控制方法的流程图，如图1所示，该方法包括以下步骤S11至S13，该方法可以由轨道车辆上的列车控制与管理系统(Train Control and Management System，TCMS)执行。
在步骤S11中，接收位于本轨道车辆前方的目标轨道车辆的信息以及本轨道车辆的当前车速。其中，可以从安装在本轨道车辆上的障碍物检测装置获取到目标轨道车辆的信息。障碍物检测装置可以包括诸如激光雷达、毫米波雷达之类的雷达装置，诸如摄像头之类的视觉装置，还可以包括红外装置、超声波检测装置、全球卫星定位系统等。
在步骤S12中，基于目标轨道车辆的信息和当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求。
在步骤S13中，将针对目标轨道车辆的运行需求传送给中心服务器，使得中心服务器将针对目标轨道车辆的运行需求传送给目标轨道车辆，以便目标轨道车辆基于针对目标轨道车辆的运行需求来运行。其中，针对目标轨道车辆的运行需求例如是要求前方目标轨道车辆加速、减速等等。
在本公开中，中心服务器指的是能够对全线轨道车辆进行管理的服务器，该中心服务器位于本轨道车辆外部。
通过采用上述技术方案，由于既能够基于目标轨道车辆的信息和本轨道车辆的当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求，又能够通过中心服务器将针对目标轨道车辆的运行需求转发给目标轨道车辆，使得目标轨道车辆能够基于针对目标轨道车辆的运行需求来运行，这样就实现了本轨道车辆与前方目标轨道车辆的联动控制，所以能够有效地避免碰撞或减少碰撞损失，有效地控制全线轨道车辆的动作，保证全线轨道 车辆的运行效率。另外，控制中心的工作人员也能够从中心服务器及时获取到全线轨道车辆的状况，以便于及时派人员处理。
在一种实施方式中，本轨道车辆包括TCMS和信号系统，其中将在下文详细描述信号系统。则，在步骤S12中，可以由TCMS确定针对目标轨道车辆的运行需求；由TCMS和信号系统冗余控制本轨道车辆运行。这样就能够实现双重控制，更有效地避免碰撞或减少碰撞损失。
在一种实施方式中，目标轨道车辆的信息包括本轨道车辆与目标轨道车辆之间的相对速度和相对距离S0。相对速度是一个矢量，通常以相对速度的正负来表示靠近还是远离，在本公开中，以相对速度为负也即小于0表示相互远离、但是并不意味着本车车速一定小于前方目标轨道车辆车速，以相对速度为正也即大于0表示相互靠近。则步骤S12中所述的控制本轨道车辆运行并确定针对目标轨道车辆的运行需求可以包括：
(1)在相对速度小于0的情况下，这说明本轨道车辆与目标轨道车辆之间正在相互远离，因此不存在碰撞可能，所以只需控制本轨道车辆保持当前运行状态即可，而且在这种情况下也不需要通过中心服务器向目标轨道车辆发送针对目标轨道车辆的运行需求，也即目标轨道车辆只需要根据自身需求运行即可。
(2)在相对速度等于0的情况下，这说明本轨道车辆与目标轨道车辆之间的相对距离保持不变，在这种情况下不存在碰撞可能，所以只需控制本轨道车辆保持当前运行状态即可，而且可以确定对目标轨道车辆的运行需求是保持当前运行状态或加速。
(3)在相对速度大于0并且相对速度大于当前车速的情况下，这说明本轨道车辆与目标轨道车辆正在对向行驶，则控制本轨道车辆制动刹车，并确定对目标轨道车辆的运行需求是制动刹车。
(4)在相对速度大于0并且相对速度等于当前车速的情况下，这说明目标轨道车辆处于静止状态，则控制本轨道车辆减速刹车。
(5)在相对速度大于0并且相对速度小于当前车速的情况下，这说明本轨道车辆与目标轨道车辆正在同向行驶并且目标轨道车辆的当前速度小于本轨道车辆的当前车速，则需要进一步判断理论刹车距离S理论是否大于等于相对距离S0。如果理论刹车距离S理论大于等于相对距离S0，这说明碰撞风险很大，则控制本轨道车辆制动刹车并确定对目标轨道车辆的运行需求是加速，这样通过本轨道车辆制动刹车而目标轨道车辆加速来增大两者之间的相对距离，避免碰撞。如果理论刹车距离S理论小于相对距离S0，则需要进一步判断相对距离S0与理论刹车距离S理论之差是否大于防碰撞可容忍距离ΔS。在相对距离S0与理论刹车距离S理论之差大于防碰撞可容忍距离ΔS的情况下，因为此时的碰撞风险较小，所以可以控制本轨道车辆保持当前运行状态；在相对距离S0与理论刹车距离S理论之差等于防碰撞可容忍距离ΔS的情况下，说明存在碰撞风险，所以控制本轨道车辆执行常用制动减速；在相对距离S0与理论刹车距离S理论之差小于防碰撞可容忍距离ΔS的情况下，说 明碰撞风险很大，所以控制本轨道车辆执行安全制动并确定对目标轨道车辆的运行需求是保持当前运行状态或加速。
图2示出根据本公开一种实施例的列车控制与管理系统的示意框图，如图2所示，该列车控制与管理系统2包括：接收模块21，用于接收位于本轨道车辆前方的目标轨道车辆的信息以及本轨道车辆的当前车速；控制模块22，用于基于目标轨道车辆的信息和当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求；以及通信模块23，用于将针对目标轨道车辆的运行需求传送给中心服务器，使得中心服务器将针对目标轨道车辆的运行需求传送给目标轨道车辆，以便目标轨道车辆基于针对目标轨道车辆的运行需求来运行。
在本公开中，通信模块23可以利用现有TCMS中的信息终端、本轨道车辆中的现有信号系统或者其他类型的通信系统来实现。
通过采用上述技术方案，由于既能够基于目标轨道车辆的信息和本轨道车辆的当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求，又能够通过中心服务器将针对目标轨道车辆的运行需求转发给目标轨道车辆，使得目标轨道车辆能够基于针对目标轨道车辆的运行需求来运行，这样就实现了本轨道车辆与前方目标轨道车辆的联动控制，所以能够有效地避免碰撞或减少碰撞损失，有效地控制全线轨道车辆的动作，保证全线轨道车辆的运行效率。另外，控制中心的工作人员也能够从中心服务器及时获取到全线轨道车辆的状况，以便于及时派人员处理。
可选地，目标轨道车辆的信息包括本轨道车辆与目标轨道车辆之间的相对速度和相对距离，则控制模块22用于：
(1)在相对速度小于0的情况下，控制本轨道车辆保持当前运行状态；
(2)在相对速度等于0的情况下，控制本轨道车辆保持当前运行状态，并确定对目标轨道车辆的运行需求是保持当前运行状态或加速；
(3)在相对速度大于0并且相对速度大于当前车速的情况下，控制本轨道车辆制动刹车，并确定对目标轨道车辆的运行需求是制动刹车；
(4)在相对速度大于0并且相对速度等于当前车速的情况下，控制本轨道车辆减速刹车；
(5)在相对速度大于0并且相对速度小于当前车速的情况下，判断理论刹车距离是否大于等于相对距离：如果理论刹车距离大于等于相对距离，则控制本轨道车辆制动刹车并确定对目标轨道车辆的运行需求是加速；如果理论刹车距离小于相对距离，则判断相对距离与理论刹车距离之差是否大于防碰撞可容忍距离，并在相对距离与理论刹车距离之差大于防碰撞可容忍距离的情况下控制本轨道车辆保持当前运行状态，在相对距离与理论刹车距离之差等于防碰撞可容忍距离的情况下控制本轨道车辆执行常用制动减速，在相对距离与理论刹车距离之差小于防碰撞可容忍距离的情况下控制本轨道车辆执行安全制动并确定对目标轨道车辆的运行需求是保持当前运行状态或加速。
根据本公开实施例的列车控制与管理系统2中各个模块所执行的操作的具体实施方式已经在根据本公开实施例的轨道车辆控制方法中进行了详细描述，此处不再赘述。
根据本公开的又一实施例，还提供一种轨道车辆，该轨道车辆包括根据本公开实施例的列车控制与管理系统2。该轨道车辆可以是胶轮有轨电车或者其他类型的轨道车辆。
图3示出根据本公开一种实施例的轨道车辆的示意框图。如图3所示，轨道车辆的障碍物检测系统对本轨道车辆前方的目标轨道车辆进行检测，其中障碍物检测系统可以使用诸如雷达系统、视觉系统等对目标轨道车辆进行检测，然后障碍物检测系统内的控制器对雷达系统、视觉系统等的检测结果进行融合处理，得到目标轨道车辆的信息。障碍物检测系统中的控制器可以是独立的模块，也可以集成在雷达系统或者视觉系统中。本轨道车辆中的TCMS可以基于目标轨道车辆的信息和本轨道车辆的当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求，例如可以通过控制本轨道车辆的牵引系统的加速度、牵引力等参数以及制动系统的制动速度等参数来达到控制本轨道车辆运行的目的，其中控制和确定的具体实现方式已经在上面进行了详细描述，此处不再赘述。本轨道车辆中的信号系统则可以将TCMS所确定的针对目标轨道车辆的运行需求发送给中心服务器1，其中中心服务器1位于本轨道车辆外部并用于对全线轨道车辆进行管理。另外，TCMS也可以将基于目标轨道车辆的信息和本轨道车辆的当前车速所确定的控制策略发送给信号系统，使得信号系统也能够执行前面描述的控制本轨道车辆运行的相关操作，从而实现了冗余控制，提高了可靠性。
现有的信号系统由计算机联锁子系统、列车自动防护子系统、列车自动驾驶子系统、列车自动监控子系统等构成，是一个集行车指挥、运行调整以及列车驾驶自动化等功能为一体的自动控制系统。本公开中的信号系统是在现有信号系统的基础上增加了前面描述的相关功能的系统。
图4示出根据本公开一种实施例的轨道车辆的控制流程图。首先障碍物检测系统上电自检。然后如果自检异常，则TCMS接收并向信号系统自检异常信息，然后信号系统将障碍物检测系统自检异常信息发送给中心服务器。如果障碍物检测系统自检正常，则障碍物检测系统开始检测前方目标轨道车辆的信息并将检测到的信息发送给TCMS。然后TCMS根据目标轨道车辆的信息和当前车速判断碰撞风险等级并确定针对目标轨道车辆的运行需求。然后TCMS根据碰撞风险等级控制本轨道车辆运行，而且TCMS还将碰撞风险等级和针对目标轨道车辆的运行需求发送给信号系统，使得信号系统也根据碰撞风险等级控制本轨道车辆运行并将针对目标轨道车辆的运行需求发送给中心服务器。其中，碰撞风险等级的判断以及随后的控制策略可以参考上面根据本公开实施例的方法中的详细描述。
图5示出根据本公开一种实施例的轨道车辆控制系统的示意框图，如图5所示，该轨道车辆控制系统500包括：列车控制与管理系统2，该列车控制与管理系统2安装在本轨道车辆100上并且为上面结合图2描述的列车控制与管理系统；障碍物检测装置3，该障碍物 检测装置3安装在本轨道车辆100上并且用于检测位于本轨道车辆前方的目标轨道车辆的信息并将检测到的目标轨道车辆的信息发送给列车控制与管理系统2；中心服务器1，该中心服务器1位于本轨道车辆100外部并用于从列车控制与管理系统2接收针对目标轨道车辆的运行需求，并将针对所述目标轨道车辆的运行需求传送给目标轨道车辆，以便目标轨道车辆基于针对目标轨道车辆的运行需求来运行。
在本公开中，障碍物检测装置3可以包括诸如激光雷达、毫米波雷达之类的雷达装置，诸如摄像头之类的视觉装置，还可以包括红外装置、超声波检测装置、全球卫星定位系统等。障碍物检测装置3中还可以包括处理器，该处理器可以为单独的模块，也可以被集成在雷达装置、视觉装置中的一者中，以便对雷达装置、视觉装置等采集到的数据进行处理，并将处理结果发给列车控制与管理系统2。当然，雷达装置、视觉装置等采集到的数据由列车控制与管理系统2来处理也是可行的。
在本公开中，目标轨道车辆的信息包括本轨道车辆与前方目标轨道车辆之间的相对速度和相对距离。
通过采用上述技术方案，由于既能够基于目标轨道车辆的信息和本轨道车辆的当前车速控制本轨道车辆运行并确定针对目标轨道车辆的运行需求，又能够通过中心服务器将针对目标轨道车辆的运行需求转发给目标轨道车辆，使得目标轨道车辆能够基于针对目标轨道车辆的运行需求来运行，这样就实现了本轨道车辆与前方目标轨道车辆的联动控制，所以能够有效地避免碰撞或减少碰撞损失，有效地控制全线轨道车辆的动作，保证全线轨道车辆的运行效率。另外，控制中心的工作人员也能够从中心服务器及时获取到全线轨道车辆的状况，以便于及时派人员处理。
图6示出根据本公开实施例的轨道车辆控制系统的应用场景示意图。本车上的障碍物检测装置检测到目标轨道车辆信息并将其发送给本车上的TCMS，TCMS基于目标轨道车辆信息和本车车速信息控制本车运行并确定针对目标轨道车辆的运行需求，本车上的信号系统将针对目标轨道车辆的运行需求发送给中心服务器，中心服务器再将针对目标轨道车辆的运行需求发送给目标轨道车辆上的信号系统，目标轨道车辆上的信号系统再将针对目标轨道车辆的运行需求发送给目标轨道车辆上的TCMS，然后目标轨道车辆上的TCMS基于针对目标轨道车辆的运行需求来控制目标轨道车辆运行，例如通过控制牵引系统、制动系统等来控制目标轨道车辆的运行。
图7示出根据本公开实施例的轨道车辆控制系统500的工作流程图。
步骤S701，障碍物检测装置3检测位于本轨道车辆前方的目标轨道车辆的信息，列车控制与管理系统2从障碍物检测装置3获取位于本轨道车辆前方的目标轨道车辆的信息并从本轨道车辆获取本轨道车辆的当前车速。其中目标轨道车辆的信息包括本轨道车辆与目标轨道车辆之间的相对速度和相对距离S0。
步骤S702，列车控制与管理系统2判断相对速度是否小于0。若小于0，则转至步骤 S703，若等于0，则转至步骤S704，若大于0，则转至步骤S705。
步骤S703，在相对速度小于0的情况下，这说明本轨道车辆与目标轨道车辆之间正在相互远离，因此在这种情况下，列车控制与管理系统2控制本轨道车辆保持当前运行状态。
步骤S704，在相对速度等于0的情况下，这说明本轨道车辆与目标轨道车辆之间的相对距离S0保持不变，因此在这种情况下列车控制与管理系统2控制本轨道车辆保持当前运行状态。另外，列车控制与管理系统2还确定此时需要目标轨道车辆保持当前运行速度或加速，则该需求会通过中心服务器1传输给目标轨道车辆，目标轨道车辆接收到该需求之后会保持当前运行状态或加速，以保证本轨道车辆与目标轨道车辆之间的安全距离。
步骤S705，在相对速度大于0的情况下，列车控制与管理系统2判断相对速度是否大于本轨道车辆的当前车速。若大于，则转至步骤S706，若小于，则转至步骤S708，若等于，则转至步骤S707。
步骤S706，在相对速度大于本轨道车辆的当前车速的情况下，这说明本轨道车辆与目标轨道车辆正在对向行驶，两者之间的距离会越来越小，存在碰撞可能，则列车控制与管理系统2控制本轨道车辆立即制动刹车，并确定此时需要目标轨道车辆立即刹车，则该需求会经由中心服务器1转发给目标轨道车辆，然后目标轨道车辆立即制动刹车，从而能够等待工作人员来处理。
步骤S707，在相对速度等于本轨道车辆的当前车速的情况下，这说明目标本轨道车辆处于静止状态，则列车控制与管理系统2控制本轨道车辆减速刹车，而且列车控制与管理系统2可以根据本轨道车辆的制动性能及相对距离S0制定减速指令。
步骤S708，在相对速度小于本轨道车辆的当前车速的情况下，这说明本轨道车辆与目标轨道车辆正在同向行驶并且目标轨道车辆的当前速度小于本轨道车辆的当前车速，则列车控制与管理系统2进一步判断理论刹车距离S理论是否大于等于相对距离S0。
步骤709，如果理论刹车距离S理论大于等于相对距离S0，这说明碰撞风险很大，则列车控制与管理系统2控制本轨道车辆制动刹车，并确定此时需要目标轨道车辆加速，则该需求会经由中心服务器1转发给目标轨道车辆，然后目标轨道车辆加速。
步骤S710，如果理论刹车距离S理论小于相对距离S0，则列车控制与管理系统2进一步判断相对距离S0与理论刹车距离S理论之差是否大于防碰撞可容忍距离ΔS。
步骤S711，在相对距离S0与理论刹车距离S理论之差大于防碰撞可容忍距离ΔS的情况下，因为此时的碰撞风险较小，所以列车控制与管理系统2可以控制本轨道车辆保持当前运行状态，不允许本轨道车辆加速。
步骤S712，在相对距离S0与理论刹车距离S理论之差等于防碰撞可容忍距离ΔS的情况下，说明存在碰撞风险，所以列车控制与管理系统2控制本轨道车辆执行常用制动减速。
步骤S713，在相对距离S0与理论刹车距离S理论之差小于防碰撞可容忍距离ΔS的情况下，说明碰撞风险很大，所以列车控制与管理系统2控制本轨道车辆执行安全制动，并 确定此时需要目标轨道车辆保持当前运行状态或加速、但不可减速，则该需求会经由中心服务器1转发给目标轨道车辆，然后目标轨道车辆保持当前运行状态或加速，但不减速。
通过上述技术方案，实现了本轨道车辆与目标轨道车辆的联动，减小了碰撞风险，提高了全线轨道车辆的运行效率。
根据本公开实施例的轨道车辆控制系统中的列车控制与管理系统所执行操作的具体实施方式已经被有关方法中进行了详细描述，此处不再赘述。
以上结合附图详细描述了本公开的优选实施方式，但是，本公开并不限于上述实施方式中的具体细节，在本公开的技术构思范围内，可以对本公开的技术方案进行多种简单变型，这些简单变型均属于本公开的保护范围。
另外需要说明的是，在上述具体实施方式中所描述的各个具体技术特征，在不矛盾的情况下，可以通过任何合适的方式进行组合。为了避免不必要的重复，本公开对各种可能的组合方式不再另行说明。
此外，本公开的各种不同的实施方式之间也可以进行任意组合，只要其不违背本公开的思想，其同样应当视为本公开所公开的内容。

Claims (10)

  1. 一种轨道车辆控制方法，该方法包括：
    接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当前车速；
    基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求；以及
    将所述针对所述目标轨道车辆的运行需求传送给中心服务器，使得所述中心服务器将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
  2. 根据权利要求1所述的轨道车辆控制方法，所述本轨道车辆包括列车控制与管理系统和信号系统，其中，所述控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，包括：
    由所述列车控制与管理系统确定针对所述目标轨道车辆的运行需求；
    由所述列车控制与管理系统和所述信号系统冗余控制所述本轨道车辆运行。
  3. 根据权利要求1或2所述的轨道车辆控制方法，其中，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相对速度和相对距离，则所述控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，包括：
    在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
    在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
    在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
    在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
    在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
  4. 一种列车控制与管理系统，该列车控制与管理系统包括：
    接收模块，用于接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当前车速；
    控制模块，用于基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求；以及
    通信模块，用于将所述针对所述目标轨道车辆的运行需求传送给中心服务器，使得所述中心服务器将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
  5. 根据权利要求4所述的列车控制与管理系统，其中，所述通信模块由所述本轨道车辆的信号系统来实现，而且所述信号系统与所述控制模块一起冗余控制所述本轨道车辆执行运行。
  6. 根据权利要求4或5所述的列车控制与管理系统，其中，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相对速度和相对距离，则所述控制模块用于：
    在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
    在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
    在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
    在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
    在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
  7. 一种轨道车辆，该轨道车辆包括根据权利要求4至6中任一权利要求所述的列车控制与管理系统。
  8. 一种轨道车辆控制系统，该轨道车辆控制系统包括：
    列车控制与管理系统，该列车控制与管理系统安装在本轨道车辆上，且所述列车控制与管理系统用于接收位于本轨道车辆前方的目标轨道车辆的信息以及所述本轨道车辆的当 前车速，基于所述目标轨道车辆的信息和所述当前车速控制所述本轨道车辆运行并确定针对所述目标轨道车辆的运行需求，以及将所述针对所述目标轨道车辆的运行需求传送给中心服务器，；
    障碍物检测装置，该障碍物检测装置安装在所述本轨道车辆上并且用于检测位于所述本轨道车辆前方的所述目标轨道车辆的信息并将检测到的目标轨道车辆的信息发送给所述列车控制与管理系统；
    中心服务器，该中心服务器位于所述本轨道车辆外部并用于从所述列车控制与管理系统接收所述针对所述目标轨道车辆的运行需求，并将所述针对所述目标轨道车辆的运行需求传送给所述目标轨道车辆，以便所述目标轨道车辆基于所述针对所述目标轨道车辆的运行需求来运行。
  9. 根据权利要求8所述的轨道车辆控制系统，其中，所述目标轨道车辆的信息包括所述本轨道车辆与所述目标轨道车辆之间的相对速度和相对距离，则所述列车控制与管理系统用于：
    在所述相对速度小于0的情况下，控制所述本轨道车辆保持当前运行状态；
    在所述相对速度等于0的情况下，控制所述本轨道车辆保持当前运行状态，并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速；
    在所述相对速度大于0并且所述相对速度大于所述当前车速的情况下，控制所述本轨道车辆制动刹车，并确定对所述目标轨道车辆的运行需求是制动刹车；
    在所述相对速度大于0并且所述相对速度等于所述当前车速的情况下，控制所述本轨道车辆减速刹车；
    在所述相对速度大于0并且所述相对速度小于所述当前车速的情况下，判断理论刹车距离是否大于等于所述相对距离：如果所述理论刹车距离大于等于所述相对距离，则控制所述本轨道车辆制动刹车并确定对所述目标轨道车辆的运行需求是加速；如果所述理论刹车距离小于所述相对距离，则判断所述相对距离与所述理论刹车距离之差是否大于防碰撞可容忍距离，并在所述相对距离与所述理论刹车距离之差大于所述防碰撞可容忍距离的情况下控制所述本轨道车辆保持当前运行状态，在所述相对距离与所述理论刹车距离之差等于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行常用制动减速，在所述相对距离与所述理论刹车距离之差小于所述防碰撞可容忍距离的情况下控制所述本轨道车辆执行安全制动并确定对所述目标轨道车辆的运行需求是保持当前运行状态或加速。
  10. 根据权利要求8所述的轨道车辆控制系统，其中，所述障碍物检测装置包括雷达装置、视觉装置、红外装置、全球卫星定位系统中的至少一者。
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