CN114475666A - Subway signal reconnection control method and frame based on vehicle network fusion - Google Patents
Subway signal reconnection control method and frame based on vehicle network fusion Download PDFInfo
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Abstract
The application relates to a subway signal reconnection control method and a frame based on vehicle network fusion. Wherein, the method comprises the following steps: a network reconnection step, after train marshalling reconnection connection, initially operating and identifying the change of a network topological structure of the train marshalling, and establishing a new network topological structure; a master-slave relationship confirmation step, namely determining the master-slave relationship between the connected train marshalls according to a new network topology structure and a judgment criterion; the signaling system reconnection step is performed after completion of the train network reconnection, with the master train consist communicating with the slave train consists and/or other master train consists based on the master-slave relationship and network topology. The method for judging the master-slave relationship of the train marshalling after the recombination and the communication mechanism is provided, and the problem that the management logic relationship of the equipment is disordered after the subway train is reconnected at present is solved.
Description
Technical Field
The application relates to the technical field of rail transit vehicles, in particular to a subway signal reconnection control method and a frame based on vehicle network fusion.
Background
With the rapid development of society, scenes such as morning and evening peak passenger flow change, holiday passenger flow surge and the like are gradually changed from sporadic times to a normal state in the past, and the traditional carrying mode that subway vehicles only adopt a single marshalling can not well meet the traveling requirements of people at present. Therefore, subway vehicles which can be flexibly grouped and carried in a reconnection mode become one direction of subway development in the future.
The subway trains which are flexibly marshalled and carried in a reconnection mode are adopted to organize the trains to be connected on line at the time of a passenger flow peak, so that the passenger flow conveying capacity is improved; when the passenger flow is low, the deprogramming train can meet the passenger flow requirement and the warehouse returning inspection and repair requirement of the train. The construction cost of the subway is greatly reduced after the vehicles are flexibly organized, the riding rate of the train can be improved to a certain degree, and the condition that the train runs almost empty in multiple periods is avoided.
Flexible marshalling requires network convergence of multiple sets of subsystems separated from each other inside a vehicle to meet the real-time and bandwidth requirements of a train network system for multiple new applications of subways. The multi-network integration is based on the Ethernet technology, networking and communication are carried out according to the requirements of IEC61375 series standards, the integrated integration design of a plurality of sets of vehicle-mounted Ethernet networks separated from each other, such as a control data network, a maintenance network, a subsystem and the like, is realized, the utilization rate of Ethernet equipment is improved, and the complexity of vehicles is reduced.
At present, the vehicle network fusion based on the ethernet is also limited to the fusion between the TCMS network and the ad hoc networks of multiple subsystems, such as the CAN network of the brake system and the CAN network of the door control system. The method supports the configuration of the train reconnection at the same time, meets the independent operation requirement of a single marshalling, and has the operation function of multiple marshalling reconnection. The driving modes of manual driving (GOA0/1), ATO automatic driving (GOA2/3), full automatic driving (GOA4) and the like can be supported.
The flexible marshalling and reconnection technology of the metro vehicles only conducts a small-range trial on the lines such as Shanghai No. 16 lines, Guangzhou No. 3 lines and the like at present, and has no relevant standard and basis of a control method of a train after reconnection. For the metro vehicles, the characteristics of ultra-short train operation intervals and ultra-high operation efficiency are that the existing high-speed multiple unit reconnection mechanism is not suitable for metro vehicles which need to be grouped flexibly.
At present, no effective solution is provided for the problem of disordered equipment management logic relation after the reconnection of the subway vehicle caused by the lack of standards and bases of a control method of the train after the reconnection in the related technology.
Disclosure of Invention
The embodiment of the application provides a subway signal reconnection control method and system based on vehicle network fusion, and aims to at least solve the problem of disordered device management logic relation after subway vehicle reconnection in the related art.
In a first aspect, an embodiment of the present application provides a subway signal reconnection control method based on vehicle network fusion, where a train includes a plurality of train consists, and reconnection connections between the plurality of train consists are provided, the method includes the following steps:
a network reconnection step, after train marshalling reconnection connection, initially operating and identifying the change of a network topological structure of the train marshalling, and establishing a new network topological structure;
a master-slave relationship confirmation step, namely determining the master-slave relationship between the connected train marshalls according to a new network topology structure and a judgment criterion;
and a signal system reconnection step, wherein the master train consist is communicated with the slave train consist and/or other master train consists based on master-slave relation and network topology.
In some embodiments, the signal system reconnection step specifically includes:
the on-board controllers of the master train consist communicate with the on-board controllers of the slave train consist through VLANs separately partitioned by the TCMS in accordance with the new vehicle topology.
In some of these embodiments, separate VLANs are partitioned in both the train-level network and the vehicle-level network of the train network control system, wherein:
the train level network is connected with the local vehicle level network through a switch or a gateway by adopting an Ethernet communication mode conforming to IEC61375-2-3 and-3-4;
the vehicle-level network adopts an Ethernet communication mode conforming to IEC61375-3-4 and is connected with a vehicle-mounted controller of a train marshalling through a network connector;
the vehicle-mounted controllers at each end of the train marshalling are accessed to a vehicle-level network, the vehicle-mounted controllers of the main train marshalling and the slave train marshalling are communicated in a red/blue dual-network mode, and different fixed IPs are respectively configured for the vehicle-mounted controllers of the main train marshalling and the slave train marshalling by the red/blue dual-network mode, so that communication between the vehicle-mounted controllers and the TCMS is realized, and IP conflict does not occur.
In some of these embodiments, the on-board controllers of the train consist communicate with each other via the RSSP-I secure communication protocol.
In some embodiments, the network reconnection step further comprises:
the ETB network initially operates and confirms the master-slave relationship of CCUs between the double-connected train marshalls; and expanding the network topology structure based on the master-slave relation of the CCU, automatically forming a communication link, and establishing a new network topology structure.
In some of these embodiments, the signal system reconnecting step further comprises:
the on-board controllers in the marshalling room mutually transmit master-slave competition data according to the train-level backbone networks and the vehicle-level backbone networks after network reconnection, the master-slave relation is determined according to the scene, and the on-board controllers respectively start different program contents according to the master-slave relation to establish a signal system reconnection mechanism.
The master-slave competition data comprises a train set number and a coupling end information of a double-coupling train marshalling and an on-board controller IP information of a main train marshalling, and a UDP protocol is adopted as a transmission protocol.
In some embodiments, the method is applicable to the case of intra-train block/intra-yard marshalling, specifically:
a section/in-warehouse marshalling network reconnection step, wherein after two-row train marshalling is reconnected, the network reconnection step is executed, and a train network link establishment instruction is sent to a vehicle-mounted controller of the two-row train marshalling of reconnection;
and a master-slave relationship confirmation step of grouping in the section/library, wherein the vehicle-mounted controller collects the conditions of the activated ends in all the driver control rooms, sets the vehicle-mounted controller where the activated end is positioned as a master vehicle-mounted controller, cuts off the vehicle-mounted controller corresponding to the other end of the train grouping, sets the original master vehicle-mounted controller of the other train grouping as a slave vehicle-mounted controller and keeps communicating with the master vehicle-mounted controller.
In some embodiments, the method is also applicable to the case of positive line grouping, specifically:
a reconnection step, namely a train to be reconnected is marshalled and parked in a station area, and the marshalled train to be reconnected is close to a parking car at a certain driving speed and is physically reconnected;
a main train grouping network reconnection step, namely determining the master-slave relationship of the CCUs of the two train groups, receiving the network topology structure from the slave CCU by the master CCU, and establishing a new main train grouping network topology structure according to the network topology structure;
and a master-slave relationship confirmation step of the main train marshalling, in which the vehicle-mounted controllers communicate with each other along the separately divided VLAN, the vehicle-mounted controller of the head train of the train marshalling positioned in the front of the line running direction is set as a master vehicle-mounted controller, the vehicle-mounted controller of the rear train marshalling is set as a slave vehicle-mounted controller, and the vehicle-mounted controllers of the two rows of original tail trains of the train marshalling are respectively used as the redundancy of the master or slave vehicle-mounted controllers, with the line running direction and the vehicle running direction being the same as a judgment criterion.
In some embodiments, when an abnormal condition occurs after the train formation is reconnected or the network topology is reconstructed, the communication between the vehicle-mounted controllers is cut off, and when the heartbeat packet sent by the vehicle-mounted controller of the main train formation is not received in a plurality of periods by the vehicle-mounted controller of the train formation, the self working state is immediately cut off;
and the vehicle-mounted controller of the master train formation does not receive the heartbeat packet of the vehicle-mounted controller of the slave train formation for a plurality of periods, and is directly responsible for all signal train control tasks.
In a second aspect, an embodiment of the present application provides a subway signal reconnection control framework based on vehicle network convergence, which is adjusted by using the method for adjusting an empty/heavy vehicle valve of a rail vehicle according to the first aspect, and includes:
train level network including a separate train level VLAN for on-board controller communication for inter-consist communication
Vehicle level network including another separate vehicle level VLAN for onboard controller communication for intra-consist communication
The train-mounted controller is arranged in the head trains at two ends of the train marshalling and is connected into the train-level network and the vehicle-level network through corresponding network interfaces;
after the two-train marshalling is reconnected, the master-slave relationship of the CCUs of the two-train marshalling is judged firstly, a new network topological structure is constructed, the master-slave relationship between the two-train marshalling is judged according to the judgment criterion according to the network topological structure, and the signal system communicates through the VLAN independent channel of the train-level network and the vehicle-level network.
Compared with the related technology, the subway signal reconnection control method and the subway signal reconnection control framework based on vehicle network fusion provided by the embodiment of the application solve the problem of disordered device management logic relation after subway vehicle reconnection at present by providing a master-slave relation judgment strategy and a communication mechanism method of a train marshalling after recombination.
The details of one or more embodiments of the application are set forth in the accompanying drawings and the description below to provide a more thorough understanding of the application.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a flowchart of a train signal reconnection control method based on vehicle network convergence according to an embodiment of the present application;
fig. 2 is a flowchart of a method for controlling reconnection of a train signal within a time-block/intra-yard consist of a train according to an embodiment of the present application;
fig. 3 is a flowchart of a train signal reconnection control method within a main consist according to an embodiment of the present application;
fig. 4 is a flowchart of a subway signal reconnection control method based on vehicle network convergence according to an embodiment of the present application;
FIG. 5 is a schematic illustration of a single consist train ready for coupling;
FIG. 6 is a schematic diagram of the successful train hitching;
FIG. 7 is a schematic diagram of a successful reconnection of the train signaling system;
FIG. 8 is a structural framework diagram of a train signal reconnection control framework based on vehicle network convergence in the embodiment of the present application;
fig. 9 is a diagram of a TCMS network topology for a project.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application more apparent, the present application will be described and illustrated below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the present application and are not intended to limit the present application. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments provided in the present application without any inventive step are within the scope of protection of the present application.
It is obvious that the drawings in the following description are only examples or embodiments of the present application, and that it is also possible for a person skilled in the art to apply the present application to other similar contexts on the basis of these drawings without inventive effort. Moreover, it should be appreciated that in the development of any such actual implementation, as in any engineering or design project, numerous implementation-specific decisions must be made to achieve the developers' specific goals, such as compliance with system-related and business-related constraints, which may vary from one implementation to another.
Reference in the specification to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the specification. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. Those of ordinary skill in the art will explicitly and implicitly appreciate that the embodiments described herein may be combined with other embodiments without conflict.
Unless defined otherwise, technical or scientific terms referred to herein shall have the ordinary meaning as understood by those of ordinary skill in the art to which this application belongs. Reference to "a," "an," "the," and similar words throughout this application are not to be construed as limiting in number, and may refer to the singular or the plural. The use of the terms "including," "comprising," "having," and any variations thereof herein, is meant to cover a non-exclusive inclusion; for example, a process, method, system, article, or apparatus that comprises a list of steps or modules (elements) is not limited to the listed steps or elements, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus. Reference to "connected," "coupled," and the like in this application is not intended to be limited to physical or mechanical connections, but may include electrical connections, whether direct or indirect. The term "plurality" as referred to herein means two or more. "and/or" describes an association relationship of associated objects, meaning that three relationships may exist, for example, "A and/or B" may mean: a exists alone, A and B exist simultaneously, and B exists alone. The character "/" generally indicates that the former and latter associated objects are in an "or" relationship. Reference herein to the terms "first," "second," "third," and the like, are merely to distinguish similar objects and do not denote a particular ordering for the objects.
The existing subway ad hoc network reconnection only relates to TCMS system multi-node discovery and topology reconstruction, and aiming at train control system equipment, a main vehicle-mounted controller is simply cut off and manually determined, so that the calculated amount of a heavy head vehicle-mounted controller is simultaneously lost by a connected rear vehicle, the function of signal vehicle control is lost, and if the connection is disconnected, the connected rear vehicle directly becomes a blind person, and the hidden danger in safety is great.
Due to the requirement of train reconnection on a large railway, the existing high-speed motor train unit can realize TCMS network reconnection no matter whether the motor train unit is a motor train unit or a trailer, namely, after the network initially runs, each vehicle node obtains the network topology and IP information of the whole train, but the vehicle-mounted controller still only keeps the front train, and the vehicle-mounted controller of the rear train is directly cut off. Referring to the situation of heavy railway reconnection, the method has a locomotive wireless reconnection synchronous control strategy and a high-speed motor train unit according to an Ethernet-based vehicle control network electrical reconnection mechanism specified in IEC61375 standard, only a series of descriptions are made on network topology, protocols and the like of a TCMS network after electrical reconnection, and a slave train signal system after reconnection is directly cut off by manual getting on the train without participating in train control. For the metro vehicles, the characteristics of ultra-short train operation intervals and ultra-high operation efficiency are different from those of high-speed motor train units, so that the high-speed motor train unit reconnection mechanism is not suitable for metro vehicles needing flexible marshalling.
Subway train reconnection does not include signal system reconnection at present, but increasingly important vehicle signal system reconnection also appears due to the increasing demands of operation and the development of technical iteration.
Based on this, the embodiment of the application provides a method for determining a master-slave relationship decision strategy and a communication mechanism of a signal device (such as a vehicle-mounted controller) in reconnection of a train network and a signal system based on ethernet fusion by combining function allocation of a vehicle and the signal system aiming at an operation control method after reconnection of an ethernet fusion network and the signal system existing in application requirements of a current subway vehicle, and is used for solving the problem of disordered device management logic relationship after reconnection of the current subway vehicle.
Specifically, an embodiment of the present application provides a train signal reconnection control method based on vehicle network convergence, where a train includes a plurality of train formations, and reconnection connections between the plurality of train formations, and fig. 1 is a flowchart of the train signal reconnection control method based on vehicle network convergence according to the embodiment of the present application, and as shown in fig. 1, the method includes the following steps:
a network reconnection step S1, after the train marshalling reconnection connection, initially operating and identifying the change of the network topology structure of the train marshalling, and establishing a new network topology structure;
a master-slave relationship confirmation step S2, determining the master-slave relationship between the connected train groups according to the judgment criterion and the new network topology;
the signal system reconnects step S3, the master train consist communicates with slave train consists and/or other master train consists based on master-slave relationship and network topology.
Through the steps, network reconnection after train reconnection is provided, judgment of master-slave relation of the vehicle-mounted controllers is creatively provided, and the problem that serious accidents are caused by rushing due to the fact that a plurality of vehicle-mounted controllers cannot calculate together when a train is subjected to multi-marshalling can be effectively solved. Meanwhile, the method strengthens the integration between the train control system and other subsystem networks, optimizes the network transmission layout, shortens the transmission time of data required by train operation, improves the safety and stability of the train, and further guarantees the safety of passengers in daily trips.
The network topology structure is used for internal communication between two trains through the ETB by the train signal system.
The above steps have a sequence, that is, the train should complete the network reconnection and the master-slave relationship confirmation step before the signal reconnection, when the master-slave relationship between the reconnection train network and the CCU between trains is not established, the on-board controllers between trains cannot normally communicate, and the establishment of the signal reconnection relationship cannot be realized, for the specific reason:
because the vehicle-mounted controller in the train workshop does not have an independent information transmission channel, the existing reconnection information channel on the train can only be used for communication when the communication is needed. For a subway train at the present stage, only the TCMS network channel and the PIS network channel can realize inter-marshalling communication after being linked, the PIS channel is not safe and has large data volume due to much transmitted message data, and if the vehicle-mounted controller communicates by using the channel, the process data transmission may be untimely to influence the full train control, so the vehicle-mounted controller should complete a signal reconnection function through the TCMS network channel, that is, network reconnection is a precondition for signal reconnection.
The establishment of the TCMS network channel requires a plurality of preconditions, such as good connection of an electric circuit of a train coupler, an ETBN network with TTDP and TRDP of a train, good master-slave competition state of a train CCU between marshalls and the like.
In some embodiments, the signal system reconnection step S3 specifically includes:
the on-board controllers of the master train consist communicate with the on-board controllers of the slave train consist through VLANs separately partitioned by the TCMS in accordance with the new vehicle topology.
Through the steps, the TCMS solves the safety and reliability of the communication requirement of the vehicle-mounted controllers in a mode of dividing the special VLAN for the communication of the vehicle-mounted controllers between the marshalling, wherein the TCMS does not participate in the processing, the acquisition and other work of signal data, and only provides a transparent transmission channel for a train control system.
In some of these embodiments, separate VLANs are partitioned in both the train-level network and the vehicle-level network of the train network control system, wherein:
the train level network is connected with the local vehicle level network through a switch or a gateway by adopting an Ethernet communication mode conforming to IEC61375-2-3 and-3-4;
the vehicle-level network adopts an Ethernet communication mode conforming to IEC61375-3-4, is connected with an on-board controller of a train marshalling through a network connector or an I/O interface, and transmits control and information data and the like.
Each end vehicle-mounted controller of the train marshalling is accessed to a vehicle-level network and is communicated in a red/blue dual-network mode, and different fixed IPs are respectively configured for the vehicle-mounted controllers of the main train marshalling and the slave train marshalling by the red/blue dual-network mode, so that IP conflict does not occur in communication between the vehicle-mounted controllers and the TCMS.
It should be noted that, after the subway train is reconnected, the identification of the train formation change is completed through the identification of the on-board controller. The identification of the vehicle-mounted controller is realized on the basis of vehicle Ethernet communication, so that train-level network communication is realized firstly when the vehicle is reconnected.
The train-level network generally adopts a red/blue dual network, and inherently provides mutually redundant red/blue network channels for signal system equipment. The ETBN node is a trunk network node of a linked train, and mainly has the functions of establishing communication between the trunk network of the linked train and a vehicle network, and is used for train-level network interconnection, the ECN node is used for vehicle-level network interconnection, and the red/blue dual network can physically meet the RAMS requirements of a signal system through the redundancy design of the two nodes.
The train network system consists of a train level network with a redundant structure and a vehicle level network, all the train level network and the vehicle level network adopt Ethernet to carry out train control data communication, and a communication protocol needs to meet the requirements of an IEC61375 TRDP communication protocol or a TRDP safety communication protocol. The train level network in the train network control system adopts Ethernet conforming to IEC61375 and is connected with the local vehicle level network through a switch or a gateway. The vehicle-level network adopts an Ethernet communication mode, is connected with the train control vehicle-mounted controller through a network connector or an I/O interface, and transmits control, information data and the like.
In practical application, the method adopts real-time Ethernet in network reconnection, and the real-time performance, the safety and the reliability of the method can meet the requirement of data transmission of a multi-marshalling workshop of a signal system. At present, the hardware of the train control and monitoring system meets the EN50155 standard regulation, and the real-time Ethernet can be accessed to the point-to-point network to realize the real-time Ethernet communication; meanwhile, the train control and monitoring system provides mutually redundant independent industrial-level networks, and two mutually redundant networks are constructed by taking the switch as a core. And the fault of any main road network does not influence the communication of the vehicle main road network. The train level network and the vehicle level network adopt a redundant transmission mechanism, and the vehicle-mounted controller and the vehicle level network are connected by adopting two Ethernet interfaces, so that the normal operation of a train is not influenced by single-point faults.
In some of these embodiments, the on-board controllers of the train consist communicate with each other via the RSSP-I secure communication protocol.
In practical applications, the on-board controller communication protocol also does not follow IEC61375, but rather uses a train control system specific closed RSSP-I transport protocol.
In some embodiments, the network reconnection step S1 further includes:
the ETB network initially operates and confirms the master-slave relationship of CCUs between the double-connected train marshalls;
and expanding the network topology structure based on the master-slave relation of the CCU, automatically forming a communication link, and establishing a new network topology structure.
When the network topology changes after the train is reconnected, the whole train communication network needs to be reconfigured, through the steps, all nodes on a train bus can be identified again only after the initial operation is finished, a vehicle-mounted controller between trains automatically establishes a communication link at the stage, and simultaneously combines the real-time Ethernet and redundant dual-network strategies of a network control system to realize the characteristics of high train control data redundancy and strong real-time performance, thereby ensuring the consistency and the stability of master-slave judgment of the vehicle-mounted controller. That is, the network reconnection step is a precondition of the train signal reconnection control method.
In some of these embodiments, the signal system reconnection step S3 further includes:
the on-board controllers in the marshalling room mutually transmit master-slave competition data according to the train-level backbone networks and the vehicle-level backbone networks after network reconnection, the master-slave relation is determined according to the scene, and the on-board controllers respectively start different program contents according to the master-slave relation to establish a signal system reconnection mechanism.
The master-slave competition data comprises a train set number and a coupling end information of a coupled train marshalling and an IP information of a vehicle-mounted controller of a main train marshalling, and a UDP protocol is adopted as a transmission protocol.
It should be noted that the TCMS sends the train group number and the hitching end information of the double-heading train formation to the onboard controller, and the onboard controller searches the IP information of the onboard controller of the main train formation according to the IP information, and transmits the application layer information to the onboard controller of the main train formation by using the UDP protocol.
Fig. 2 is a flowchart of a method for controlling reconnection of a train signal in a time-block/in-base train formation according to an embodiment of the present application, as shown in fig. 2, in some embodiments, the method is applied to a case of a time-block/in-base train formation, specifically:
a section/in-warehouse marshalling network reconnection step S201, wherein after the two-train marshalling is reconnected, the network reconnection step is executed, and a train network link establishment instruction is sent to a vehicle-mounted controller of the two-train marshalling of reconnection;
and a master-slave relationship confirmation step S202 of grouping in the section/library, wherein the vehicle-mounted controller collects the conditions of the activated ends in all the driver control rooms, sets the vehicle-mounted controller where the activated end is positioned as a master vehicle-mounted controller, cuts off the vehicle-mounted controller corresponding to the other end of the train grouping, sets the original master vehicle-mounted controller of the other train grouping as a slave vehicle-mounted controller, keeps communicating with the master vehicle-mounted controller, and keeps a hot standby state.
In the section/in-warehouse formation master-slave relationship confirmation step S202, the activation state of the active end of the coupled train is judged, that is, the vehicle-mounted controller where the active end of the activation state is located serves as the master vehicle-mounted controller, and meanwhile, the master vehicle-mounted controller informs the slave vehicle-mounted controller of communication information through the real-time ethernet.
Fig. 3 is a flowchart of a method for controlling reconnection of a train signal in a main track formation according to an embodiment of the present application, and as shown in fig. 3, in some embodiments, the method is further applied to a main track formation, specifically:
a reconnection step S301, wherein a train to be reconnected is marshalled and parked in a station area, and another train to be reconnected is marshalled and approaches to a parking car at a certain driving speed and is physically reconnected;
when a certain train marshalling needs to be reconnected at a platform, an interlocking system at least sets red light bands in the front section and the rear section of the platform section, the main train is parked in the platform area, the main train is switched to a CAM or RM driving mode, slowly approaches to the main train at a lower driving speed, and physical reconnection is realized;
a main train grouping network reconnection step S302, wherein the master-slave relationship of the CCUs of the two train groups is determined, and the main train CCU receives the network topology structure from the auxiliary train CCU and establishes a new main train grouping network topology structure according to the network topology structure;
in the main train formation master-slave relationship confirmation step S303, the onboard controllers communicate with each other along the individually divided VLANs, and with the line running direction and the vehicle traveling direction being the same as a judgment criterion, the onboard controller of the head train of the train formation located in the front of the line running direction is set as the master onboard controller, the onboard controller of the following train formation is set as the slave onboard controller, and the onboard controllers of the two trains of the original tail train of the train formation are respectively used as the redundancy of the master or slave onboard controllers.
In the above steps, an initial operation protocol meeting IEC61375-2-5 standard, namely TTDP (train Topology Discovery protocol), is adopted to solve the problem of self-networking of train reconnection.
It should be noted that the vehicle traveling direction is determined according to the train traveling direction last stored by the onboard controller for the parked vehicle. Meanwhile, in the main track formation, the judgment is carried out by judging the head train with the consistent running direction of the train, namely the head train vehicle-mounted controller with the consistent running direction is used as a main vehicle-mounted controller, and meanwhile, the communication information of the slave vehicle-mounted controller is informed.
In some embodiments, when an abnormal condition occurs after the train formation reconnection or the network topology reconfiguration, the communication between the vehicle-mounted controllers is cut off, and when the heartbeat packet sent by the vehicle-mounted controller of the main train formation is not received in a plurality of periods by the vehicle-mounted controller of the train formation, the self working state is immediately cut off;
and the vehicle-mounted controller of the master train formation does not receive the heartbeat packet of the vehicle-mounted controller of the slave train formation for a plurality of periods, and is directly responsible for all signal train control tasks.
The existing subway train basically has no multi-marshalling train, and even if the multi-marshalling train exists, the vehicle-mounted controller of the rear train is always in a cut-off state on the positive line and does not participate in train control completely. The intra-consist train control system networking is also generally completed by a train control internal networking dcs (data Communications subsystem), i.e., the network of the train control system is independent from other networks. The embodiment of the application takes a vehicle-mounted control platform as a core, a traditional train-ground two-layer distributed train control system is integrated with a TCMS, a traction system and a brake system in a multi-marshalling train in a multi-network mode, a communication channel of the inter-marshalling train control system is communicated by a subway reconnection control method based on vehicle network integration, a main-use relation judgment method of the vehicle-mounted controller is provided, and the problem that the vehicle-mounted controller of the current multi-marshalling train only works on a head train is solved.
Fig. 4 is a flowchart of a subway signal reconnection control method based on vehicle network convergence according to an embodiment of the present application.
S401, judging network reconnection and master-slave relationship, wherein train control equipment of each train formation is communicated through train Ethernet after the trains are reconnected, so that network reconnection is firstly realized during vehicle reconnection, network topology discovery is realized through initial operation of ETB, a CCU determines the master-slave relationship according to the train and the train number, and communication and vehicle control are carried out according to new vehicle network topology.
It should be noted that the train network is directly used as a transparent transmission channel after being communicated, the vehicle-mounted signal system performs internal communication between two trains through the ETB, and the communication adopts a private security protocol.
S402, signal system reconnection and communication,
the vehicle-mounted controller is communicated by vehicle Ethernet, and separate VLANs are divided in the train-level network and the vehicle-level network for signal transmission, so that the reliability and the safety of train signals are guaranteed.
It should be noted that, the vehicle-mounted controller of the double-linked two-row vehicle formation essentially adopts the vehicle ethernet to perform communication, and the vehicle-mounted controller at each end is accessed to the network node at the local end of the vehicle ethernet to realize communication between the two-row vehicle-mounted controllers, and the ethernet based on vehicle fusion provides a transparent transmission channel to meet the communication requirement between the vehicle-mounted controllers of the vehicle-mounted signal system.
The main vehicle-mounted controller and the slave vehicle-mounted controller adopt a redundant network communication mode (red/blue dual network), the dual network is respectively configured with different fixed IPs, the communication between the vehicle-mounted controller and the vehicle-mounted controller (including a vehicle room and a train room) and the communication between the vehicle-mounted controller and the TCMS are ensured to be different, the IPs can be planned in a unified way, and the IP of the linked train is ensured not to be repeated.
When the train is connected again, the TCMS sends the train group number and the connection end information of the connected train to the on-board controller, the on-board controller searches the information such as the on-board controller IP of the connected train according to the train group number and the connection end information, and transmits the application layer information with the on-board controller of the connected train by using a UDP protocol.
The communication between the vehicle-mounted controllers does not directly use a TCMS network protocol, but adopts a signal-specific RSSP-I secure communication protocol, and the TCMS is only used as a transparent channel for transmission.
The method is suitable for all marshalling scenes under the normal operation working condition of the train, and is specifically divided into two conditions:
the first method comprises the following steps: grouping in the segment/library:
when the train is in a section/depot, the operation mode is generally manual driving. When the two-column single-marshalling train is successfully reconnected, firstly, the network is run through, a new network topology is established, and then a train network link establishment instruction is sent to the vehicle-mounted controller.
The vehicle-mounted controller collects the conditions of the activation ends of all the driver control rooms after receiving the instruction, the vehicle-mounted controller where the activation end in the activation state is located is used as a main vehicle-mounted controller, the vehicle-mounted controller at the other end of the marshalling before is cut off, the original main vehicle-mounted controller of the other marshalling is set into a slave vehicle-mounted controller and always keeps communicating with the main vehicle-mounted controller, and meanwhile, the vehicle-mounted controller is always in a hot standby state.
And the second method comprises the following steps: positive line (including station and fork) grouping:
if the train on the main line needs flexible marshalling, the train firstly drives into the section with marshalling capability, and the section is determined by ground interlocking. For example, when a certain train needs to be reconnected at a platform, the interlocking system should set red light bands at least in two sections before and after the platform section. The master vehicle (parked vehicle) is parked in the station area, and the CAM or RM driving mode is switched from the vehicle to slowly approach the master vehicle at a low traveling speed.
When two trains are successfully reconnected, network reconnection is realized first, and the ad hoc networking problem of train reconnection is solved by adopting an initial operation protocol (TTDP) which accords with IEC61375-2-5 standard. And after the train level network establishes connection with the original two train level networks, judging according to the train running direction stored by the main vehicle-mounted controller for parking the train for the last time.
For example, as shown in fig. 5, a train a stops at a platform to wait for a train B to be linked, and the onboard controllers of the train a and the train B are used as the respective main onboard controllers. As shown in fig. 6, when the train a and the train B are linked, the master-slave relationship of the CCU is determined by the two marshalling trains, and then the CCU of the master train receives the network topology sent from the CCU of the train, so as to establish a new network system of the linked train. Next, as shown in fig. 7, the onboard controllers communicate with each other along the VLAN channel dedicated to the established network system signal, and on the principle that the line running direction coincides with the vehicle traveling direction, the front onboard controller in the front vehicle in the running direction serves as a master onboard controller, and the rear onboard controller serves as a slave onboard controller, but the original rear onboard controllers of the two vehicles still serve as redundancy of the master or slave onboard controllers.
It should be noted that the steps illustrated in the above-described flow diagrams or in the flow diagrams of the figures may be performed in a computer system, such as a set of computer-executable instructions, and that, although a logical order is illustrated in the flow diagrams, in some cases, the steps illustrated or described may be performed in an order different than here.
The embodiment of the present application provides a train signal reconnection control frame based on vehicle network convergence, which is applied to the above train signal reconnection control method based on vehicle network convergence, where there are related parts of the technology, which are not described herein again, and fig. 8 is a structural frame diagram of the train signal reconnection control frame based on vehicle network convergence in the embodiment of the present application, and as shown in fig. 8, the above frame includes:
the train level network 1 comprises a single train level VLAN which is divided for communication of the vehicle-mounted controller and is used for communication among groups;
a vehicle level network 2 comprising another separate vehicle level VLAN for onboard controller communications for intra-consist communications;
the vehicle-mounted controller 3 is arranged in the head trains at two ends of the train marshalling and is connected into the train-level network and the vehicle-level network through corresponding network interfaces;
after two trains of train formation are coupled, the master-slave relationship of CCUs of the two trains of train formation is judged firstly, a new network topological structure is constructed, the master-slave relationship between the two trains of train formation is judged according to a judgment criterion according to the network topological structure, and the ATC communicates with the VLAN of the vehicle-level network through the train-level network.
The train-level network is connected with a local vehicle-level network through a switch or a gateway by adopting an Ethernet conforming to IEC 61375. The vehicle-level network adopts an Ethernet communication mode, is connected with a vehicle-mounted controller of a train marshalling through a network connector or an I/O interface and is used for transmitting control, information data and the like.
The judgment of the master-slave relationship of train formation has two judgment methods for different operation scenes of trains.
1. The section/in-warehouse marshalling is judged by judging the activation state of the activation end of the double-connected train marshalling, namely, the vehicle-mounted controller of the train marshalling where the activation end of the activation state is located is used as a main vehicle-mounted controller, and meanwhile, the main vehicle-mounted controller informs a slave vehicle-mounted controller of communication information through a real-time Ethernet.
2. The main line marshalling is judged by judging the head train with the consistent running direction of the train, namely, the head train vehicle-mounted controller with the consistent running direction is used as a main vehicle-mounted controller, and meanwhile, the communication information of the auxiliary vehicle-mounted controller is informed.
Through the arrangement, the proposed TCMS can effectively solve the problem that a great accident is caused by rushing due to the fact that a plurality of vehicle-mounted controllers cannot jointly calculate when a train is in multi-marshalling through a mode that special VLANs are divided on a train-level network and a vehicle-level network and used for inter-marshalling vehicle-mounted controller communication and a method for judging the master-slave relationship of the vehicle-mounted controllers. Meanwhile, the integration between the train control system and other subsystem networks is enhanced, the network transmission layout is optimized, the transmission time of data required by train operation is shortened, the safety and the stability of the train are improved, and the safety of passengers in daily trips is further guaranteed.
Fig. 9 is a schematic diagram of a TCMS network topology of a certain project, as shown in fig. 9, an ATC system (i.e., a vehicle ATO and a vehicle ATP, i.e., main functions of a vehicle controller) is connected to the TCMS network through a real-time ethernet, and first communicates with a vehicle node ECNN, the ECNN forwards an ETBN after receiving signal data, the ETBN delivers data to an ECNN of a slave vehicle controller, and then the ECNN sends the data to the vehicle controller, and the whole process is not processed and only forwards the data.
The technical features of the embodiments described above may be arbitrarily combined, and for the sake of brevity, all possible combinations of the technical features in the embodiments described above are not described, but should be considered as being within the scope of the present specification as long as there is no contradiction between the combinations of the technical features.
The above-mentioned embodiments only express several embodiments of the present application, and the description thereof is more specific and detailed, but not construed as limiting the scope of the invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the concept of the present application, which falls within the scope of protection of the present application. Therefore, the protection scope of the present patent shall be subject to the appended claims.
Claims (10)
1. A train signal reconnection control method based on vehicle network fusion is characterized in that a train comprises a plurality of train groups, and reconnection connection is carried out among the plurality of train groups, and the method comprises the following steps:
a network reconnection step of, after the train formation reconnection connection, initially operating and identifying the change of the network topology structure of the train formation, and establishing a new network topology structure;
a master-slave relationship confirmation step, namely determining the master-slave relationship between the connected train groups according to a judgment criterion and the new network topology structure;
a signal system reconnection step, wherein the master train formation communicates with the slave train formation and/or other master train formations based on the master-slave relationship and the network topology.
2. The train signal reconnection control method based on vehicle network convergence according to claim 1, wherein the signal system reconnection step specifically comprises:
the on-board controllers of the master train consist communicate with the on-board controllers of the slave train consist through VLANs separately partitioned by the TCMS in accordance with the new vehicle topology.
3. The train signal reconnection control method based on vehicle network convergence according to claim 2, wherein the individual VLANs are divided in both a train-level network and a vehicle-level network of a train network control system, wherein:
the train-level network is connected with the local vehicle-level network through a switch or a gateway by adopting an Ethernet communication mode conforming to IEC 61375;
the vehicle-level network is connected with the vehicle-mounted controller of the train marshalling through a network connector in an Ethernet communication mode conforming to IEC 61375;
the vehicle-mounted controllers at each end of the train consist are accessed to the vehicle-level network and are communicated in a red/blue dual-network mode, and different fixed IPs are configured for the vehicle-mounted controllers of the master train consist and the slave train consist by the red/blue dual-network respectively, so that IP conflict does not occur in communication between the vehicle-mounted controllers and the TCMS.
4. The vehicle network convergence based train signal reconnection control method according to claim 3, wherein the on-board controllers of the train consist communicate with each other through an RSSP-I secure communication protocol.
5. The train signal reconnection control method based on vehicle network convergence according to claim 1, wherein the network reconnection step comprises:
the ETB network initially operates and confirms the master-slave relationship of CCUs between the double-connected train marshalls;
and expanding a network topology structure based on the master-slave relation of the CCU, automatically forming a communication link, and establishing the new network topology structure.
6. The train signal reconnection control method based on vehicle network convergence according to claim 1, wherein the signal system reconnection step further comprises:
the on-board controllers in the marshalling room mutually transmit master-slave competition data according to the train-level backbone networks and the vehicle-level backbone networks after network reconnection, the master-slave relation is determined according to the scene, and the on-board controllers respectively start different program contents according to the master-slave relation to establish a signal system reconnection mechanism.
7. A subway signal reconnection control method based on vehicle network fusion as claimed in claim 1, wherein said method is applicable to the condition of intra-train section/intra-garage marshalling, specifically:
a segment/in-warehouse formation network reconnection step, wherein after two trains of the train formation are reconnected, the network reconnection step is executed, and a train network link establishment instruction is sent to the vehicle-mounted controllers of the two trains of the reconnection;
and confirming master-slave relation of grouping in the section/library, wherein the vehicle-mounted controller collects the conditions of the activated ends in all the driver and control rooms, sets the vehicle-mounted controller where the activated end is positioned as a master vehicle-mounted controller, cuts off the vehicle-mounted controller corresponding to the other end of the train grouping, sets the original master vehicle-mounted controller of the other train grouping as a slave vehicle-mounted controller and keeps communicating with the master vehicle-mounted controller.
8. A subway signal reconnection control method based on vehicle network convergence as claimed in claim 1, wherein said method is also applicable to the case of main track marshalling, specifically:
a reconnection step, namely a train to be reconnected is marshalled and parked in a station area, and another train to be reconnected is marshalled and approaches to the parking car at a certain driving speed and is physically reconnected;
a main train marshalling network reconnection step, namely determining the master-slave relationship of the CCUs of the two train marshalling, receiving the network topology structure from the slave CCU by the master CCU, and establishing a new main train marshalling network topology structure according to the network topology structure;
and a master-slave relationship confirmation step of the main train formation, wherein the vehicle-mounted controllers communicate with each other along the separately divided VLANs, the vehicle-mounted controller of the head train of the train formation positioned in the front of the line running direction is set as a master vehicle-mounted controller, the vehicle-mounted controller of the rear train formation is set as a slave vehicle-mounted controller, and the vehicle-mounted controllers of two rows of the original tail trains of the train formation are respectively used as the redundancy of the master or slave vehicle-mounted controllers, with the line running direction and the vehicle running direction being the same as the judgment criterion.
9. The train signal reconnection control method based on vehicle network convergence according to claim 1, wherein when an abnormal condition occurs after a train consist reconnection or a network topology reconfiguration, communication between the on-board controllers is cut off, and when a heartbeat packet sent by the on-board controller of the master train consist is not received within a plurality of periods by the on-board controller of the slave train consist, a self working state is immediately cut off;
and if the heartbeat package of the vehicle-mounted controller of the slave train formation is not received by the vehicle-mounted controller of the master train formation for a plurality of periods, directly taking charge of all signal train control tasks.
10. A train signal reconnection control framework based on vehicle network convergence, which is applied to the train signal reconnection control method based on vehicle network convergence according to any one of the above claims 1 to 6, and is characterized by comprising the following steps:
the train-level network comprises a single train-level VLAN for communication division of the vehicle-mounted controller;
a vehicle-level network comprising another separate vehicle-level VLAN for on-board controller communication;
the train-mounted controller is arranged in the head trains at two ends of the train marshalling and is connected into the train-level network and the vehicle-level network through corresponding network interfaces;
after two trains of train formation are coupled, the master-slave relationship of CCUs of the two trains of train formation is judged firstly, a new network topological structure is constructed, the master-slave relationship between the two trains of train formation is judged according to a judgment criterion according to the network topological structure, and the ATC communicates with the VLAN single channel of the vehicle-level network through the train-level network.
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