CN112172869A - Vehicle-mounted signal system and vehicle-mounted signal communication method - Google Patents
Vehicle-mounted signal system and vehicle-mounted signal communication method Download PDFInfo
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- CN112172869A CN112172869A CN202010900639.0A CN202010900639A CN112172869A CN 112172869 A CN112172869 A CN 112172869A CN 202010900639 A CN202010900639 A CN 202010900639A CN 112172869 A CN112172869 A CN 112172869A
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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
- B61L15/0018—Communication with or on the vehicle or vehicle train
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- 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
Abstract
The embodiment of the invention provides a vehicle-mounted signal system and a vehicle-mounted signal communication method, wherein the system comprises at least one processor, and an ATP software process and an ATO software process are operated in the same processor; the ATP software process is used for sending train state information to the ATO software process; and the ATO software process is used for calculating the train control information according to the train state information and sending the train control information to the ATP software process. The system and the method provided by the embodiment of the invention reduce the communication delay between the ATP software and the ATO software, shorten the response time and improve the stopping precision of the train.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a vehicle-mounted signal system and a vehicle-mounted signal communication method.
Background
With the wide application of the full-automatic unmanned technology, a plurality of control systems with different functions are arranged on the train. For example, ATP (Automatic Train Protection system) for performing Train collision prevention, and ATO (Automatic Train Operation system) for safe Automatic driving.
In the vehicle-mounted signal system adopted in the prior art, ATP and ATO are distributed on different hardware modules, network cables are adopted for communication based on a network protocol, communication delay is large, speed and distance measurement errors are large, system response time is long, and parking accuracy is poor.
Disclosure of Invention
The embodiment of the invention provides a vehicle-mounted signal system and a vehicle-mounted signal communication method, which are used for solving the problems of long response time and poor parking precision of the conventional vehicle-mounted signal system.
In a first aspect, an embodiment of the present invention provides a vehicle-mounted signal system, including at least one processor, where an ATP software process and an ATO software process are run in the same processor;
the ATP software process is used for sending train state information to the ATO software process;
and the ATO software process is used for calculating the train control information according to the train state information and sending the train control information to the ATP software process.
Optionally, the method further comprises a first message queue and a second message queue:
the first message queue and the second message queue are both one-way transmission channels, and the first message queue and the second message queue are used for bidirectional information transmission between the ATP software process and the ATO software process.
Optionally, the vehicle-mounted signal system includes two processors, and the two processors complete a logic operation comparison function in a manner of taking two out of two through a synchronization channel.
Optionally, the ATP software process has a higher priority than the ATO software process within the same processor.
Optionally, the ATP software process performs data interaction with a secure input interface of the input board and a secure output interface of the output board; and the ATO software process performs data interaction with the non-secure input interface of the input board and the non-secure output interface of the output board.
Optionally, the train state information includes at least one of a system state and gate state packet, a speed and position information packet, a track section list information packet, a temporary speed limit list information packet, a train data packet, a responder information packet, an ATP time synchronization information packet, an ATS command packet, and a TCMS feedback information packet;
the train control information comprises at least one of a state feedback packet, an ATO maintenance information packet and an ATS information receipt packet.
In a second aspect, an embodiment of the present invention provides a vehicle-mounted signal communication method, which is applied to an ATO software process, and includes:
receiving train state information sent by an ATP software process;
calculating train control information according to the train state information;
sending the train control information to the ATP software process;
wherein the ATO software process and the ATP software process run in the same processor.
Optionally, the sending the train control information to the ATP software process includes:
constructing a data packet according to the train control information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATP software process so that the ATP software process can determine the data receiving completeness based on the data length of the received data packet and the sending data length.
In a third aspect, an embodiment of the present invention provides a vehicle-mounted signal communication method, which is applied to an ATO software process, and includes:
receiving train state information sent by an ATP software process;
calculating train control information according to the train state information;
sending the train control information to the ATP software process;
wherein the ATO software process and the ATP software process run in the same processor.
Optionally, the sending the train control information to the ATP software process includes:
constructing a data packet according to the train control information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATP software process so that the ATP software process can determine the data receiving completeness based on the data length of the received data packet and the sending data length.
In a fourth aspect, an embodiment of the present invention provides a vehicle-mounted signal communication method, which is applied to an ATP software process, and includes:
sending train state information to an ATO software process;
receiving train control information calculated by the ATO software process based on the train state information;
wherein the ATO software process and the ATP software process run in the same processor.
Optionally, the sending the train status information to the ATO software process includes:
constructing a data packet according to the train state information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATO software process so that the ATO software process can determine the data receiving completeness based on the data length of the received data packet and the sending data length.
In a fifth aspect, an embodiment of the present invention provides a vehicle-mounted signal communication device, which is applied to an ATO software process, and includes: the receiving unit is used for receiving the train state information sent by the ATP software process;
the calculating unit is used for calculating train control information according to the train state information;
a sending unit, configured to send the train control information to the ATP software process;
wherein the ATO software process and the ATP software process run in the same processor.
In a sixth aspect, an embodiment of the present invention provides a vehicle-mounted signal communication apparatus, which is applied to an ATP software process, and includes:
the sending unit is used for sending the train state information to the ATO software process;
a receiving unit, configured to receive train control information calculated by the ATO software process based on the train state information;
wherein the ATO software process and the ATP software process run in the same processor.
In a seventh aspect, an embodiment of the present invention provides an electronic device, including a processor, a communication interface, a memory, and a bus, where the processor, the communication interface, and the memory complete mutual communication through the bus, and the processor may invoke a logic command in the memory to perform the steps of the vehicle-mounted signal communication method provided in the second aspect or the third aspect.
In an eighth aspect, an embodiment of the present invention provides a non-transitory computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the steps of the in-vehicle signal communication method as provided in the second or third aspect.
The vehicle-mounted signal system and the vehicle-mounted signal communication method provided by the embodiment of the invention operate the ATP software process and the ATO software process in the same processor of the vehicle-mounted signal system, and the ATP software process sends train state information to the ATO software process; and the ATO software process calculates train control information according to the train state information and sends the train control information to the ATP software process. Because each process has independent address space and system resources, ATP software and ATO software can independently run in the same processor, and communication delay between the ATP software and the ATO software is reduced, response time is shortened, and stopping precision of the train is improved.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a schematic structural diagram of a vehicle-mounted signal system according to an embodiment of the present invention;
fig. 2 is a schematic structural diagram of a vehicle-mounted signal system based on message queue communication according to an embodiment of the present invention;
fig. 3 is a schematic structural diagram of an ATP software process and an ATO software process operation architecture according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of communication between the ATP software process and the ATO software process and an external interface according to the embodiment of the present invention;
fig. 5 is a schematic flowchart of a vehicle-mounted signal communication method according to an embodiment of the present invention;
FIG. 6 is a schematic flow chart illustrating another method for communicating vehicle-mounted signals according to an embodiment of the present invention;
fig. 7 is a schematic structural diagram of a vehicle-mounted signal communication device according to an embodiment of the present invention;
FIG. 8 is a schematic structural diagram of another vehicular signal communication device according to an embodiment of the present invention;
fig. 9 is a schematic structural diagram of an electronic device according to an embodiment of the present invention;
description of reference numerals:
100-a processor; 110-ATP software processes;
120-ATO software processes; 210-a first message queue;
220-second message queue.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a schematic structural diagram of a vehicle-mounted signal system according to an embodiment of the present invention, and as shown in fig. 1, the system includes a processor 100, where the processor 100 runs an ATP software process 110 and an ATO software process 120; the ATP software process 110 is configured to send train status information to the ATO software process 120; the ATO software process 120 is configured to calculate train control information according to the train status information and send the train control information to the ATP software process 110.
Specifically, the ATP is responsible for safe operation of the train, has functions of train position recognition, brake protection, overspeed protection, human-computer interaction with a driver, fault detection and recording, and is used for completing interval control, route control and overspeed protection of train operation, and the operating principle thereof is as follows: the ground ATP system transmits the position information of the stopping point in a digital form, determines the position of the train, continuously calculates the distance from the train to the stopping point, calculates a braking curve by considering the line conditions such as curve, gradient and the like, and then compares the calculated braking curve with the actual running speed of the train to implement braking.
The ATO is vehicle-mounted signal equipment of urban rail transit subways, is mainly used for carrying out safety control on vehicles with subsystems such as an automatic train protection system ATP, a vehicle-mounted man-machine interaction system MMI and the like, and realizes safe automatic driving such as data acquisition of movement authorization and the like, target curve and control instruction calculation, control instruction output and the like under the protection of the ATP.
When the train runs, the execution software for running the ATP system and the ATO system can run on the same processor, so that the information transmission time between the ATP system and the ATO system is shortened. The ATP software process 110 and the ATO software process 120 are created separately within the same processor, processor 100, of the in-vehicle signal system.
When the ATP and the ATO are operated in the same processor, two modes of thread division and thread division can be specifically adopted, and considering that the memory address cannot be easily isolated by the thread division, the two threads in the same processor are easy to influence each other, and the stability of the whole control system can be influenced by the breakdown of one software, the embodiment of the invention adopts the mode of the thread division. The process is a process of one-time dynamic execution of a program with certain independent functions on a data set, is an independent unit for resource allocation and scheduling of an operating system, and is a carrier for running an application program. That is, the ATP software process 110 and the ATO software process 120 are independent of each other in terms of allocation of memory address space and system resources, so that the ATP software and the ATO software can operate independently and safely.
The ATP software process 110 sends train status information to the ATO software process 120; the ATO software Process 120 receives train status information and sends train control information to the ATP software Process 110, all via Inter-Process Communication (IPC). The ATP software process 110, upon receiving the train control information, sends the train control information to each of the execution systems on the train.
Compared with the prior art, ATP software and ATO software on different hardware modules communicate based on a network Protocol through a network cable, such as a User Datagram Protocol (UDP), communication delay is reduced, speed and distance measurement errors are reduced, and the whole vehicle-mounted signal system can quickly respond to changes of train state information.
The vehicle-mounted signal system provided by the embodiment of the invention runs the ATP software process and the ATO software process in the same processor, and the ATP software process sends the train state information to the ATO software process; and the ATO software process calculates train control information according to the train state information and sends the train control information to the ATP software process. Because each process has independent address space and system resources, ATP software and ATO software can independently run in the same processor, and communication delay between the ATP software and the ATO software is reduced, response time is shortened, and stopping precision of the train is improved.
Based on the foregoing embodiment, fig. 2 is a schematic structural diagram of a vehicle-mounted signal system based on message queue communication according to an embodiment of the present invention, and as shown in fig. 2, the system further includes a first message queue 210 and a second message queue 220:
the first message queue 210 and the second message queue 220 are both one-way transmission channels, and the first message queue 210 and the second message queue 220 are used for two-way information transmission between the ATP software process and the ATO software process.
Specifically, the ATP software process 110 and the ATO software process 120, when initialized, first create a message queue for mutual transceiving between the two processes for communication transmission of data. The message queue is a linked list of messages and is stored in the processor core. A message queue is identified by an identifier (i.e., queue ID).
The ATP software process 110 creates a first message queue 210 for sending train status information to the ATO software process 120. The ATO software process 120 creates a second message queue 220 for sending train control information to the ATP software process 110. The first message queue 210 and the second message queue 220 both transmit data unidirectionally without interfering with each other, so that the ATP software process 110 and the ATO software process 120 can process the transmitted and received message queues simultaneously.
The message queue is independent of the sending process and the receiving process, and when the process is terminated, the message queue and the content thereof are not deleted. The message queue can realize random inquiry of the messages, and the messages do not need to be read in a first-in first-out order, but can also be read according to the types of the messages. The ATP software process 110 and the ATO software process 120 perform data interaction by means of message queues, which changes the way in the prior art that ATP and ATO communicate in UDP protocol through a communication board. The information interaction mode among the processes comprises pipelines, named pipelines, message queues, semaphores, shared memories, sockets and the like. The message queue is closest to UDP protocol interaction, so that the message queue is adopted for interprocess communication, secondary modification of information interaction setting of ATP software and ATO software is avoided, and setting time and cost are saved.
According to the vehicle-mounted signal system provided by the embodiment of the invention, the ATP software process and the ATO software process carry out data transmission through the first message queue and the second message queue, unidirectional transmission is realized, mutual interference is avoided, and the operation efficiency is improved. The two message queues exist independently of the process, the transmitted content cannot be deleted along with the termination of the process, the random query of the messages can be realized, and the probability of data packet loss and errors in the transmission process of the train state information and the train control information is reduced.
Based on any one of the embodiments, the vehicle-mounted signal system comprises two processors, and the two processors complete a logic operation comparison function in a two-out-of-two mode through a synchronous channel.
Specifically, the vehicle-mounted signal system adopts two processors with the same function, and the two processors carry out data synchronization through a synchronization channel. The same onboard control software, including ATP software and ATO software, is run within each processor.
The two processors complete the logic operation comparison function by two-out-of-two mode through the synchronous channel. For example, when the comparison results of the train state information of the ATP software processes in the two processors are consistent, the train state information is output by the vehicle-mounted signal system, otherwise, the train state information is not output; when the comparison results of the train control information of the ATO software processes in the two processors are consistent, the train control information is output by the vehicle-mounted signal system, otherwise, the train control information is not output.
According to the vehicle-mounted signal system provided by the embodiment of the invention, the two processors finish logical operation comparison in a two-out-of-two mode, so that signal output errors are avoided, and the control accuracy and the reliability of the system are improved.
Based on any of the above embodiments, the ATP software process has a higher priority than the ATO software process within the same processor.
Specifically, Safety Integrity Level (SIL) is a performance index required to measure the maintenance or achieving the safe state of a Safety instrumentation system, and a total of four Safety Integrity levels are specified in international standards: SIL1, SIL2, SIL3, and SIL 4. Among them, the safety rating of SIL4 level is the highest, and the safety rating of SIL1 level is the lowest. Each safety integrity level specifies a design specification that reduces design errors.
ATP belongs to SIL4 safety level and ATO belongs to SIL2 safety level, i.e. the safety level of the executed software of ATO system and the executed software of ATP system are different. Therefore, in the same processor, the priority of the ATP software process can be set to be higher than that of the ATO software process according to the safety levels of the ATP system and the ATO system, so that the processor can preferentially distribute system resources for the ATP software process when the ATP software process and the ATO software process are operated, normal operation of the ATP software process cannot be influenced when the ATO software process is abnormal, stable operation of a vehicle-mounted signal system is guaranteed, and operation safety of a train is improved.
Based on any embodiment, the ATP software process carries out data interaction with the safety input interface of the input board and the safety output interface of the output board; the ATO software process performs data interaction with the non-secure input interface of the input board and the non-secure output interface of the output board.
Specifically, in the running process of the train, the ATP system is responsible for safety protection, the ATO system is responsible for automatic driving, and the safety level of the ATP is higher than that of the ATO.
Input/Output (I/O) of signals of each subsystem or device on the train performs signal transmission with the on-board signal system through an Input board and an Output board. The input interface on the input board can be divided into a safe interface and a non-safe interface through hardware setting, and the output interface on the output board is divided into a safe interface and a non-safe interface.
The ATP software process carries out data interaction with the safety input interface of the input board and the safety output interface of the output board, namely, the train control information related to train safety protection is received through the safety input interface of the input board, and the train state information related to train safety protection is sent through the safety output interface of the output board.
The ATO software process performs data interaction with the non-safety input interface of the input board and the non-safety output interface of the output board, namely, the non-safety input interface of the input board receives train state signals related to train automatic driving, and the non-safety output interface of the output board sends train control signals related to train automatic driving.
According to the vehicle-mounted signal system provided by the embodiment of the invention, data interaction is respectively carried out with the ATP software process and the ATO software process through the safe interface and the non-safe interface, so that the input/output of the control signal is realized, the ATP software and the ATO software can simultaneously process the received and transmitted data, the operation efficiency is improved, and the software programming difficulty is reduced.
Based on any one of the above embodiments, the train state information includes at least one of a system state and gate state packet, a speed and position information packet, a track section list information packet, a temporary speed limit list information packet, a train data packet, a transponder information packet, an ATP time synchronization information packet, an ATS command packet, and a TCMS feedback information packet; the train control information comprises at least one of a state feedback packet, an ATO maintenance information packet and an ATS information receipt packet.
Specifically, in the on-vehicle signal System, an ATS (Automatic Train Supervision) System, a TCMS (Train Control and Management System), and the like are also operated. During the running of the train, the train is also provided with a ground equipment communication subsystem, a man-machine interaction communication subsystem, a speed acquisition subsystem, an equipment state acquisition subsystem, a control instruction output subsystem and the like.
And the ATP software process sends the state information of the system to the ATO in a data packet mode, wherein the state information comprises a system state AND gate state packet, a speed position information packet, a track section list information packet, a temporary speed limit list information packet, a train data packet, a responder information packet, an ATP time synchronization information packet, an ATS command packet and a TCMS feedback information packet.
And the ATO software calculates train control information according to the state information, wherein the train control information comprises a state feedback packet, an ATO maintenance information packet and an ATS information receipt packet.
Based on any of the above embodiments, fig. 3 is a schematic structural diagram of an ATP software process and an ATO software process operation architecture provided by the embodiment of the present invention, as shown in fig. 3, a main control board in a vehicle-mounted signal system of the train has two CPUs (Central Processing units), each CPU respectively creates an ATP software process to operate the ATP software and an ATO software process to operate the ATO software, and performs isolation on a data space accessed by a memory area, a program execution time, and an accessed external resource, and the two processes are independent from each other, so that the ATP software (SIL4 level requirement) and the ATO software (SIL2 level requirement) supporting different security level requirements operate on the same CPU.
And when the ATP software process and the ATO software process in the same CPU are initialized, the communication is carried out by establishing a message queue. The ATP software process creates a first message queue to send the train state information to the ATO software process. And the ATO software process receives the train state information and sends the train control information obtained by calculation to the ATP software process.
For example, during the process cycle, the ATP software process sends the mobile authorization information calculated by the ATP software and the data information such as the ATS command received by wireless to the first message queue of the ATO software process, and periodically receives the ATO information such as stop, steady and the like through the second message queue. The ATO software process and the ATP software process run on the same CPU, communication time delay is greatly reduced through an interprocess communication mode, speed and distance measurement errors are reduced, and parking accuracy is improved.
Two CPUs of the main control board adopt a two-out-of-two voting mechanism, data are output through the channel A and the channel B, if the calculated data are the same, the data are output, and if the calculated data are different, the data are down.
Fig. 4 is a schematic diagram of communications between the ATP software process and the ATO software process according to the embodiment of the present invention and an external interface, and as shown in fig. 4, the ATP interface module includes a security input interface of an input board, a security output interface of an output board, a TCMS data interface, an ethernet data interface, a transponder data and query frame interface, and a human machine data interface. The ATO interface module comprises a non-safety input interface of an input board and a non-safety output interface of an output board.
The safe input of the input board and the safe output of the output board interact with the ATP software process, the unsafe input of the input board and the unsafe output of the output board interact with the ATO software process, so that the purpose of controlling I/O is achieved, the two processes process the received and transmitted data at the same time, the operation efficiency is improved, and the software programming difficulty is reduced.
Based on any of the above embodiments, fig. 5 is a schematic flowchart of a vehicle-mounted signal communication method provided by an embodiment of the present invention, and as shown in fig. 5, the method is applied to an ATO software process, and includes:
wherein, the ATO software process and the ATP software process run in the same processor.
Specifically, the ATO software process and the ATP software process run in the same processor, receive train state information sent by the ATP software process through interprocess communication, obtain train control information through calculation, and send the train control information to the ATP software process.
The vehicle-mounted signal communication method provided by the embodiment of the invention has the advantages that the ATP software process and the ATO software process are operated in the same processor, and the ATP software process sends train state information to the ATO software process; and the ATO software process calculates train control information according to the train state information and sends the train control information to the ATP software process. Because each process has independent address space and system resources, ATP software and ATO software can independently run in the same processor, and communication delay between the ATP software and the ATO software is reduced, response time is shortened, and stopping precision of the train is improved.
Based on any of the above embodiments, step 530 specifically includes:
constructing a data packet according to the train control information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to an ATP software process so that the ATP software process can determine the data receiving integrity based on the data length and the sending data length of the received data packet.
Specifically, the ATO software process constructs train control information into a data packet, creates a second message queue, and sends the data length of the data packet as a sending data length to the ATP software process through the second message queue;
after the ATP software process receives the length of the sent data, a first message queue is established, and a receiving confirmation signal is sent to the ATO software process through the first message queue;
after receiving the confirmation signal, the ATO software process sends a data packet to the ATP software process through the second message queue;
the ATP software process compares the data length of the received data packet with the previously received sending data length, confirms that the received data packet is considered to be complete, and sends an integrity confirmation signal through a first message queue;
and after receiving the integrity confirmation signal, the ATO software process judges that the train control information is successfully sent.
Based on any of the above embodiments, fig. 6 is a schematic flow diagram of another vehicle-mounted signal communication method provided by the embodiment of the present invention, as shown in fig. 6, the method is applied to an ATP software process, and includes:
wherein, the ATO software process and the ATP software process run in the same processor.
Specifically, the ATP software process and the ATO software process run in the same processor, and the train state information is sent to the ATO software process through inter-process communication, so that the ATO software process calculates according to the sent train state information, and receives the train control information sent after the calculation of the ATO software process.
The vehicle-mounted signal communication method provided by the embodiment of the invention has the advantages that the ATP software process and the ATO software process are operated in the same processor, and the ATP software process sends train state information to the ATO software process; and the ATO software process calculates train control information according to the train state information and sends the train control information to the ATP software process. Because each process has independent address space and system resources, ATP software and ATO software can independently run in the same processor, and communication delay between the ATP software and the ATO software is reduced, response time is shortened, and stopping precision of the train is improved.
Based on any of the above embodiments, step 610 specifically includes:
constructing a data packet according to the train state information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATO software process so that the ATO software process can determine the data receiving integrity based on the data length and the sending data length of the received data packet.
Specifically, the ATP software process constructs train state information into a data packet, creates a first message queue, and sends the data length of the data packet as a sending data length to the ATO software process through the first message queue;
after receiving the length of the sent data, the ATO software process creates a second message queue and sends a receiving confirmation signal to the ATP software process through the second message queue;
after the ATP software process receives the confirmation signal, the data packet is sent to the ATO software process through the first message queue;
the ATO software process compares the data length of the received data packet with the previously received sending data length, confirms that the received data packet is considered to be complete, and sends an integrity confirmation signal through a second message queue;
and after the ATP software process receives the integrity confirmation signal, judging that the train state information is successfully sent.
Based on any of the above embodiments, fig. 7 is a schematic structural diagram of a vehicle-mounted signal communication device according to an embodiment of the present invention, as shown in fig. 7, the device is applied to an ATO software process, and includes:
a receiving unit 710, configured to receive train state information sent by an ATP software process;
a calculating unit 720, configured to calculate train control information according to the train state information;
a sending unit 730, configured to send the train control information to an ATP software process;
wherein, the ATO software process and the ATP software process run in the same processor.
Based on any of the above embodiments, the sending unit 730 specifically includes:
the length determining subunit is used for constructing a data packet according to the train control information and taking the data length of the data packet as the sending data length;
and the data sending subunit is used for sending the sending data length and the data packet to the ATP software process so that the ATP software process can determine the data receiving integrity based on the data length of the received data packet and the sending data length.
Based on any of the above embodiments, fig. 8 is a schematic structural diagram of another vehicle-mounted signal communication device provided in an embodiment of the present invention, and as shown in fig. 8, the device is applied to an ATP software process, and includes:
a sending unit 810, configured to send train status information to an ATO software process;
a receiving unit 820 for receiving train control information calculated by the ATO software process based on the train state information;
wherein, the ATO software process and the ATP software process run in the same processor.
Based on any of the above embodiments, the sending unit 810 specifically includes:
the length determining subunit is used for constructing a data packet according to the train state information and taking the data length of the data packet as the sending data length;
and the data sending subunit is used for sending the sending data length and the data packet to the ATO software process so that the ATO software process can determine the data receiving integrity based on the data length of the received data packet and the sending data length.
Based on any of the above embodiments, fig. 9 is a schematic structural diagram of an electronic device provided in an embodiment of the present invention, and as shown in fig. 9, the electronic device may include: a Processor (Processor)910, a communication Interface (Communications Interface)920, a Memory (Memory)930, and a communication Bus (Communications Bus)940, wherein the Processor 910, the communication Interface 920, and the Memory 930 are configured to communicate with each other via the communication Bus 940. Processor 910 may invoke logical commands in memory 930 to perform the following in-vehicle signal communication method applied to the ATO software process:
receiving train state information sent by an ATP software process; calculating train control information according to the train state information; transmitting the train control information to an ATP software process; wherein, the ATO software process and the ATP software process run in the same processor;
or the vehicle-mounted signal communication method applied to the ATP software process comprises the following steps:
sending train state information to an ATO software process; receiving train control information calculated by an ATO software process based on train state information; wherein, the ATO software process and the ATP software process run in the same processor.
In addition, the logic commands in the memory 930 may be implemented in the form of software functional units and stored in a computer readable storage medium when the logic commands are sold or used as independent products. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes a plurality of commands for enabling a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
Embodiments of the present invention also provide a non-transitory computer readable storage medium, on which a computer program is stored, where the computer program is implemented to perform the methods provided in the foregoing embodiments when executed by a processor, for example, a vehicle signal communication method applied to an ATO software process is included:
receiving train state information sent by an ATP software process; calculating train control information according to the train state information; transmitting the train control information to an ATP software process; wherein, the ATO software process and the ATP software process run in the same processor;
or the vehicle-mounted signal communication method applied to the ATP software process comprises the following steps: sending train state information to an ATO software process; receiving train control information calculated by an ATO software process based on train state information; wherein, the ATO software process and the ATP software process run in the same processor.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes commands for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (10)
1. The vehicle-mounted signal system is characterized by comprising at least one processor, wherein an ATP software process and an ATO software process are operated in the same processor;
the ATP software process is used for sending train state information to the ATO software process;
and the ATO software process is used for calculating the train control information according to the train state information and sending the train control information to the ATP software process.
2. The vehicular signal system according to claim 1, further comprising a first message queue and a second message queue:
the first message queue and the second message queue are both one-way transmission channels, and the first message queue and the second message queue are used for bidirectional information transmission between the ATP software process and the ATO software process.
3. The vehicle signal system according to claim 1, wherein the vehicle signal system comprises two processors, and the two processors perform a logical operation comparison function by taking two from a synchronous channel.
4. The on-board signaling system according to any of claims 1 to 3, characterized in that the ATP software process has a higher priority than the ATO software process within the same processor.
5. The on-board signaling system of any one of claims 1-3, wherein the ATP software process interfaces data with the secure input interface of the input board and the secure output interface of the output board; and the ATO software process performs data interaction with the non-secure input interface of the input board and the non-secure output interface of the output board.
6. The on-board signaling system of any of claims 1-3, wherein the train status information comprises at least one of a system status AND gate status packet, a speed location information packet, a track section list information packet, a temporary speed limit list information packet, a train data packet, a transponder information packet, an ATP time synchronization information packet, an ATS command packet, and a TCMS feedback information packet;
the train control information comprises at least one of a state feedback packet, an ATO maintenance information packet and an ATS information receipt packet.
7. A vehicle-mounted signal communication method is applied to an ATO software process and comprises the following steps:
receiving train state information sent by an ATP software process;
calculating train control information according to the train state information;
sending the train control information to the ATP software process;
wherein the ATO software process and the ATP software process run in the same processor.
8. The on-board signal communication method according to claim 7, wherein the sending the train control information to the ATP software process specifically includes:
constructing a data packet according to the train control information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATP software process so that the ATP software process can determine the data receiving completeness based on the data length of the received data packet and the sending data length.
9. A vehicle-mounted signal communication method is applied to an ATP software process and comprises the following steps:
sending train state information to an ATO software process;
receiving train control information calculated by the ATO software process based on the train state information;
wherein the ATO software process and the ATP software process run in the same processor.
10. The on-board signal communication method according to claim 9, wherein the sending of the train status information to the ATO software process specifically includes:
constructing a data packet according to the train state information, and taking the data length of the data packet as the sending data length;
and sending the sending data length and the data packet to the ATO software process so that the ATO software process can determine the data receiving completeness based on the data length of the received data packet and the sending data length.
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