CN111497905A - Rail transit signal system based on software definition and implementation method thereof - Google Patents
Rail transit signal system based on software definition and implementation method thereof Download PDFInfo
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- CN111497905A CN111497905A CN202010344889.0A CN202010344889A CN111497905A CN 111497905 A CN111497905 A CN 111497905A CN 202010344889 A CN202010344889 A CN 202010344889A CN 111497905 A CN111497905 A CN 111497905A
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- 238000012544 monitoring process Methods 0.000 claims abstract description 8
- 238000012423 maintenance Methods 0.000 claims abstract description 7
- 238000013500 data storage Methods 0.000 claims abstract description 6
- 238000013475 authorization Methods 0.000 claims description 12
- 230000008569 process Effects 0.000 claims description 6
- 230000002457 bidirectional effect Effects 0.000 claims description 3
- 230000003068 static effect Effects 0.000 claims description 3
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- 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
- B61L27/70—Details of trackside communication
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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 train for signalling purposes
- B61L15/0018—Communication with or on the vehicle or train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- 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 train, e.g. braking curve calculation
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- 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 train, e.g. braking curve calculation
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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- Train Traffic Observation, Control, And Security (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
The invention relates to a track traffic signal system based on software definition and an implementation method thereof, wherein the track traffic signal system comprises a data communication system, and a vehicle-mounted control system, a trackside control system, a data storage unit, an automatic train monitoring system and a maintenance support system which are respectively in communication connection with the data communication system, the signal system also comprises a change-over switch, and the trackside control system comprises a target controller OC, a microcomputer interlocking CI and a zone controller which are respectively connected with the change-over switch; the change-over switch is used for switching between a traditional signal system operation mode and a TACS operation mode, and when the change-over switch is switched to the TACS operation mode, the trackside control system adopts a target controller OC; when the operation mode is switched to the traditional signal system operation mode, the trackside control system adopts a microcomputer interlocking CI and a zone controller. Compared with the prior art, the method has the advantages of flexible switching according to the configuration, no need of updating software and data during switching, and the like.
Description
Technical Field
The invention relates to a rail transit signal system, in particular to a rail transit signal system based on software definition and an implementation method thereof.
Background
Resource management and interval protection of a traditional signal System (such as a CBTC (Communication Based Train Control System)) are mainly carried out by ground equipment, and a Train is informed to a vehicle-mounted System through Train-ground interaction so as to ensure the running safety of a Train. However, the disadvantages of the conventional signal system are also obvious, and the management and actual use of resources are not the same object, which results in higher cost of round-trip interaction, influences the efficiency of operation, is limited by the information content of interaction, and has poor flexibility.
In order to further improve the efficiency and flexibility of Train control and reduce the life cycle cost, a Train Autonomous operation System (TACS signal System) with a Train as a core becomes a new development direction. The TACS system is currently under study, and maturity and reliability are yet to be verified.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a track traffic signal system based on software definition and an implementation method thereof.
The purpose of the invention can be realized by the following technical scheme:
a rail transit signal system based on software definition comprises a data communication system, and a vehicle-mounted control system, a trackside control system, a data storage unit, an automatic train monitoring system and a maintenance support system which are respectively in communication connection with the data communication system, wherein the signal system also comprises a change-over switch, and the trackside control system comprises a target controller OC, a microcomputer interlocking CI and a zone controller which are respectively connected with the change-over switch;
the change-over switch is used for switching between a traditional signal system operation mode and a TACS operation mode, and when the change-over switch is switched to the TACS operation mode, the trackside control system adopts a target controller OC; when the operation mode is switched to the traditional signal system operation mode, the trackside control system adopts a microcomputer interlocking CI and a zone controller.
Preferably, the automatic train monitoring system is used for supervising and controlling the operation of the train, and has the functions of train tracking operation, alarming and event reporting, operation adjustment and operation control.
Preferably, the maintenance support system is used for monitoring and maintaining the state of the whole signal system equipment.
Preferably, the data storage unit is used for providing line static data information, dynamic data information and subsystem configuration data information.
Preferably, the data communication system realizes communication between trackside equipment through a redundant wired backbone network, and realizes bidirectional real-time communication between a train and ground equipment and between the train and the train through a wireless network.
Preferably, when the train is switched to the TACS operation mode, the target controller OC is used for being responsible for line resource allocation and recovery, train sequence management, and trackside equipment state acquisition and control, and the vehicle-mounted control system requests and releases line resources according to a plan, actively controls the train, and realizes a train safety protection function and a train automatic driving function.
Preferably, the operation mode of the signal system is a conventional CBTC operation mode.
Preferably, when the operation mode is switched to the traditional CBTC operation mode, the microcomputer interlocking CI and the zone controller are used for acquiring the trackside state and trackside equipment control and providing movement authorization for the train, and the vehicle-mounted control system realizes the train safety protection function and the train automatic driving function according to the received movement authorization.
A method for realizing a track traffic signal system based on software definition includes selecting different operation modes according to operation requirements, including traditional signal system operation mode and TACS operation mode, setting the track traffic signal system based on the same hardware platform, designing software module compatible with functions of traditional signal system and TACS system, obtaining operation mode selection information by software module through selection of external switch, loading corresponding signal system software function, executing corresponding train-ground communication interface protocol and completing train automatic control function.
Preferably, the method comprises the following steps:
1) selecting a change-over switch according to the operation requirement, setting the change-over switch to be in a TACS mode if the operation condition accords with the TACS mode, and setting the change-over switch to be in a traditional CBTC mode when the operation condition accords with the traditional CBTC mode;
2) acquiring a state of a switch, and acquiring state information of the switch by a trackside control system through an acquisition module after a user selects the switch;
3) judging whether the change-over switch is in the traditional CBTC mode, and entering the starting process of the traditional CBTC system when the change-over switch is in the traditional CBTC mode; otherwise, entering the starting process of the TACS system;
4) when the change-over switch is in the traditional CBTC mode, the trackside control system starts the interlocking and zone controller functional software and loads corresponding application data;
5) the trackside control system sends corresponding information to the vehicle-mounted control system, and the vehicle-mounted control system is informed of starting the traditional CBTC functional software through a message field;
6) the vehicle-mounted control system starts the traditional CBTC vehicle-mounted function software and loads corresponding application data;
7) and the system finishes software loading initialization and enters a traditional CBTC operation mode.
8) When the change-over switch is in the TACS mode, the trackside control system starts the functional software of the target controller and loads corresponding application data;
9) the target controller sends corresponding information to the vehicle-mounted control system, and informs the vehicle-mounted control system of starting TACS function software at present through a message field;
10) enabling TACS vehicle-mounted function software by a vehicle-mounted control system, and loading corresponding application data;
11) and the system finishes software loading initialization and enters a TACS operation mode.
Compared with the prior art, the invention has the following advantages:
1) the signal system based on software definition has two operation modes of traditional CBTC and TACS, can be flexibly switched according to configuration, does not need to update software and data during switching, and automatically switches according to a switching device beside a track.
2) The signal system based on software definition uses the same hardware platform, additional hardware is not needed to be added, the vehicle-mounted software and the trackside controller software are compatible with the functions of the traditional CBTC and TACS systems, and automatic adaptation is carried out according to the change-over switch.
3) The signal system based on software definition allows timely switching to the traditional CBTC signal system for operation when a TACS signal system has a problem in operation, and has small influence on the operation.
Drawings
FIG. 1 is a schematic diagram of the working flow of the software-defined rail transit signal system according to the present invention;
FIG. 2 is a block diagram of a software-defined rail transit signal system according to the present invention;
FIG. 3 is a schematic diagram of information transmission between subsystems in the conventional CBTC mode;
FIG. 4 is a schematic diagram of information transmission between subsystems when the present invention operates in TACS mode;
FIG. 5 is a software architecture of the present invention for a track traffic signal system based on software definition;
fig. 6 is a software structure of the trackside controller of the rail transit signal system based on software definition according to the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be made clear and fully described below, and it is obvious that the described embodiments are some, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
The rail transit signal system based on software definition can select different operation modes according to operation requirements, including a traditional signal system operation mode and a TACS operation mode, the system is based on the same hardware platform, software design is compatible with functions of a traditional CBTC system and a TACS system, and through selection of an external selector switch (physical switch of an entity or software switch function of SI L4 level), software acquires operation mode selection information, loads corresponding signal system software function, executes corresponding train-ground communication interface protocol and completes automatic train control function.
The working flow of the rail transit signal system based on software definition in practical application is shown in fig. 1:
① the operator selects the switch according to the operation requirement, if the operation condition accords with the TACS mode, the switch is set to the TACS mode, and if the operation condition accords with the traditional CBTC mode, the switch is set to the traditional CBTC mode.
②, acquiring the state of the switch, and acquiring the state information of the switch by the trackside controller through the acquisition module after the operator selects the switch.
③ judging whether the switch is in the traditional CBTC mode, when the switch is in the traditional CBTC mode, entering the starting process of the traditional CBTC system, otherwise, entering the starting process of the TACS system;
④ when the switch is in traditional CBTC mode, the trackside controller starts the interlocking and zone controller function software to load the corresponding application data;
⑤ the trackside controller sends corresponding information to the vehicle-mounted controller, and informs the vehicle-mounted controller that the conventional CBTC function software should be started currently through the message field;
⑥ the vehicle-mounted controller starts the traditional CBTC vehicle-mounted function software to load the corresponding application data;
⑦ the system completes the initialization of software loading and enters the traditional CBTC operation mode.
⑧ when the switch is in TACS mode, the trackside controller starts the target controller function software to load the corresponding application data;
⑨ the target controller sends corresponding information to the vehicle-mounted controller, and informs the vehicle-mounted controller that TACS function software should be started currently through the message field;
⑩ the vehicle-mounted controller starts TACS vehicle-mounted function software to load corresponding application data;
As shown in fig. 2, the track traffic signal system based on software definition includes a vehicle-mounted control system CC, a trackside control system OC, a CI/ZC, a switch, a data storage unit DSU, an automatic train monitoring system ATS, a maintenance support system MSS, and a data communication system DCS. The ATS subsystem is responsible for supervising and controlling the operation of the train and has the functions of tracking the operation of the train, alarming, reporting events, adjusting the operation, controlling the operation and the like. The MSS subsystem is responsible for the state monitoring and maintenance of the whole signal system equipment. The DSU subsystem provides line static data information, dynamic data information, and subsystem configuration data information. The DCS subsystem realizes communication among trackside equipment through a redundant wired backbone network and realizes bidirectional real-time communication between trains and ground equipment and between trains through a wireless network.
The switch is used for switching the traditional CBTC and TACS operation modes, when the switch is switched to the TACS operation mode, the trackside control system realizes the function of a target controller OC and is responsible for line resource distribution and recovery, train sequence management and trackside equipment state acquisition and control, and the CC subsystem carries out line resource request and release according to a plan, actively controls the train and realizes the train safety protection function and the train automatic driving function; when the train is switched to the traditional CBTC operation mode, the trackside control system realizes the functions of interlocking and a zone controller, is responsible for acquiring trackside states and trackside equipment control and providing movement authorization for the train, and the CC subsystem realizes the train safety protection function and the train automatic driving function according to the received movement authorization.
The rail transit signal system based on software definition supports two operation modes of a traditional CBTC system and a TACS system, and selection is carried out through a switch, as shown in figure 2. When operating in the conventional CBTC mode, the system includes subsystems such as ATS, MSS, DSU, DCS, CI, ZC and CC, as shown in fig. 3. The CC is responsible for sending information such as train positions to the trackside, receiving information such as mobile authorization, line variables and operation tasks from the trackside, and driving according to the mobile authorization of the trackside. The ZC and the CI are responsible for calculating the movement authorization of the train according to the information of the line so as to ensure the correct action of line equipment and the safety of the train, and the trackside is taken as a control core. When the train is operated in the TACS mode, the system includes subsystems such as an ATS, an MSS, a DSU, a DCS, an OC, and a CC, as shown in fig. 4, the CC performs train self-path planning according to a train plan received from the ATS, and performs resource request and release to a target controller, and autonomously calculates a movement authorization according to resource information provided by the target controller and front and rear train position information received from adjacent trains, autonomously controls safe operation of the trains, and simultaneously provides position information of the current train to the adjacent trains and ground equipment. The target controller OC manages the line train sequence according to the train position information, and distributes and recovers trackside equipment according to the resource request and the release information, and the TACS system is a control system taking a train as a core, so that the operation efficiency of the urban rail transit system can be improved, and the cost of the whole life cycle of the system can be saved.
The software definition of the rail transit signal system based on the software definition has compatibility, and can be compatible with functions and interfaces of the traditional CBTC and the TACS according to configuration, as shown in fig. 5, the CC software takes a vehicle-mounted basic function software module as a shared module, and when the system is in a traditional CBTC mode, software modules such as train movement task processing, trackside movement authorization processing, a traditional CBTC vehicle-mounted external interface and the like are activated to realize the functions of the traditional CBTC. When the terminal is in the TACS mode, modules such as an autonomous mobile authorization calculation module, an autonomous path planning module, a resource request and release module, a TACS vehicle-mounted external interface module and the like are activated to realize the function of the TACS.
For the trackside controller software structure (as shown in fig. 6), when in the conventional CBTC mode, software modules such as the zone controller function, the interlock logic processing, the external device driving and the like are activated, so as to implement the functions of the conventional CBTC. When the target controller is in the TACS mode, software modules such as a target controller function and an external device driving and collecting module are activated to realize the TACS function.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A rail transit signal system based on software definition comprises a data communication system, and a vehicle-mounted control system, a trackside control system, a data storage unit, an automatic train monitoring system and a maintenance support system which are respectively in communication connection with the data communication system, and is characterized in that the signal system further comprises a change-over switch, and the trackside control system comprises a target controller OC, a microcomputer interlocking CI and a zone controller which are respectively connected with the change-over switch;
the change-over switch is used for switching between a traditional signal system operation mode and a TACS operation mode, and when the change-over switch is switched to the TACS operation mode, the trackside control system adopts a target controller OC; when the operation mode is switched to the traditional signal system operation mode, the trackside control system adopts a microcomputer interlocking CI and a zone controller.
2. The software-defined rail transit signal system of claim 1, wherein the automatic train monitoring system is used for supervising and controlling the operation of the train, and has functions of train tracking operation, alarm and event reporting, operation adjustment, and operation control.
3. The software-defined-based track traffic signal system as claimed in claim 1, wherein the maintenance support system is configured to monitor and maintain the status of the entire signal system.
4. The software-defined-based track traffic signal system of claim 1, wherein the data storage unit is configured to provide static data information, dynamic data information, and subsystem configuration data information.
5. The software-defined-based track traffic signal system as claimed in claim 1, wherein the data communication system realizes communication between trackside devices through a redundant wired backbone network, and realizes bidirectional real-time communication between trains and ground devices and between trains through a wireless network.
6. The software-defined rail transit signal system as claimed in claim 1, wherein when switching to the TACS operation mode, the target controller OC is used for allocating and recovering line resources, managing train sequences, and acquiring and controlling the states of trackside equipment, and the vehicle-mounted control system requests and releases line resources according to a plan, actively controls trains, and realizes a train safety protection function and a train automatic driving function.
7. The software-defined-based track traffic signal system as claimed in claim 1, wherein the signal system operating mode is a conventional CBTC operating mode.
8. The software-defined rail transit signal system as claimed in claim 7, wherein the microcomputer-based interlocking CI and the zone controller are used to acquire trackside status and trackside equipment control and provide movement authorization for the train when switching to the conventional CBTC operation mode, and the on-board control system implements a train safety protection function and a train automatic driving function according to the received movement authorization.
9. An implementation method for the rail transit signal system based on software definition as claimed in claim 1, characterized in that the method selects different operation modes according to operation requirements, including a traditional signal system operation mode and a TACS operation mode, the rail transit signal system is based on the same hardware platform, the software module design is compatible with the functions of the traditional signal system and the TACS system at the same time, through the selection of an external switch, the software module obtains operation mode selection information, loads corresponding signal system software functions, executes corresponding train-ground communication interface protocols, and completes the function of train automatic control.
10. The implementation method of claim 9, wherein the method specifically comprises the steps of:
1) selecting a change-over switch according to the operation requirement, setting the change-over switch to be in a TACS mode if the operation condition accords with the TACS mode, and setting the change-over switch to be in a traditional CBTC mode when the operation condition accords with the traditional CBTC mode;
2) acquiring a state of a switch, and acquiring state information of the switch by a trackside control system through an acquisition module after a user selects the switch;
3) judging whether the change-over switch is in the traditional CBTC mode, and entering the starting process of the traditional CBTC system when the change-over switch is in the traditional CBTC mode; otherwise, entering the starting process of the TACS system;
4) when the change-over switch is in the traditional CBTC mode, the trackside control system starts the interlocking and zone controller functional software and loads corresponding application data;
5) the trackside control system sends corresponding information to the vehicle-mounted control system, and the vehicle-mounted control system is informed of starting the traditional CBTC functional software through a message field;
6) the vehicle-mounted control system starts the traditional CBTC vehicle-mounted function software and loads corresponding application data;
7) and the system finishes software loading initialization and enters a traditional CBTC operation mode.
8) When the change-over switch is in the TACS mode, the trackside control system starts the functional software of the target controller and loads corresponding application data;
9) the target controller sends corresponding information to the vehicle-mounted control system, and informs the vehicle-mounted control system of starting TACS function software at present through a message field;
10) enabling TACS vehicle-mounted function software by a vehicle-mounted control system, and loading corresponding application data;
11) and the system finishes software loading initialization and enters a TACS operation mode.
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Cited By (6)
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| CN112429045A (en) * | 2020-10-28 | 2021-03-02 | 卡斯柯信号有限公司 | Train-ground interlocking method and system for rail transit train operation control |
| CN112960018A (en) * | 2021-04-06 | 2021-06-15 | 卡斯柯信号有限公司 | Urban rail transit fusion signal system and use method |
| CN113997986A (en) * | 2021-12-14 | 2022-02-01 | 中车青岛四方车辆研究所有限公司 | Vehicle-mounted train automatic monitoring system and method for train autonomous scheduling |
| CN114715229A (en) * | 2022-02-25 | 2022-07-08 | 浙江众合科技股份有限公司 | Signal system architecture fusing existing CBTC and TACS |
| CN115366954A (en) * | 2022-07-20 | 2022-11-22 | 卡斯柯信号有限公司 | TACS and CBTC compatible operation system and method |
| WO2022241988A1 (en) * | 2021-05-19 | 2022-11-24 | 卡斯柯信号有限公司 | Tacs system supporting backup vehicle control mode and manual fault processing mode |
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