CN115649242A - Train controller management method and device based on priority queue execution - Google Patents
Train controller management method and device based on priority queue execution Download PDFInfo
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Abstract
The invention relates to a management method and a device of a train controller executed based on a priority queue, wherein the method comprises the following steps: step S101, generating the maximum cycle number expected to be executed by the priority vehicle and the non-priority vehicle; step S102, establishing a rule condition for upgrading a non-priority vehicle to a priority vehicle; step S103, based on the upgrading rule, establishing a priority vehicle execution queue and a non-priority vehicle execution queue in a classified manner; and step S104, recording the period of the controller, performing real-time cyclic comparison on the time difference with the number of cycles expected to be performed by the priority vehicle and the non-priority vehicle, and calculating the train which is most consistent with the expected performance. Compared with the prior art, the method has the advantages of high execution efficiency, strong practicability, good adaptability and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to a method and a device for managing a train controller based on priority queue execution.
Background
In the field of urban rail transit signals, a novel train-vehicle communication train control system TACS comprises two vehicle control subsystems of a vehicle-mounted train controller CC and a trackside train controller WTC and has a safe redundant architecture. When the main control vehicle-mounted control unit CC breaks down, the system can transfer the vehicle control right to the trackside control unit WTC so as to execute the line operation task. In the system design stage, in order to enable the standby subsystem WTC to take over all trains on the line simultaneously in an abnormal scene, a global train operation controller management module needs to be designed independently and is used for periodically managing the controllers of all trains on the line in a time-sharing manner. However, based on the module design, when the number of trains on the line is large and a train dispatcher operates a parking lot train transfer scene, the probability that the wayside train controller WTC is used as a master control system is correspondingly increased, and when a large number of trains are controlled by the WTC, for the controller management unit, the waiting period of the wayside train controller WTC with tasks executed is long due to the fact that other trains are controlled by the vehicle-mounted controller CC and the occupied time of resources is long, and the scheduling task execution and line operation efficiency are affected. Therefore, when a plurality of standby system trackside controllers are activated, how to finely shorten the waiting period of the executed task cars through the train controller management module becomes a technical problem to be solved.
Through retrieving Chinese patent publication No. CN111776013A, a train autonomous control system and method based on train-to-train communication is disclosed, including train automatic monitoring system ATS, target controller OC, on-vehicle subsystem CC, label reader subsystem, inquiry responder and data communication system DCS, train automatic monitoring system ATS be connected with on-vehicle subsystem CC, adjacent train on-vehicle subsystem CC intercommunication is connected, control system still include trackside resource manager WRC, trackside resource manager WRC be connected with train automatic monitoring system ATS, on-vehicle subsystem CC, target controller OC, label reader subsystem, inquiry responder respectively. The disclosure mainly focuses on the aspect that a single train controller applies for line resources and manages an authorized protection area, and the problem of how to execute efficiently and orderly under the condition of multiple trains and multiple controllers is not considered yet.
Disclosure of Invention
The invention aims to overcome the defects in the prior art and provide a train controller management method and device which are high in execution efficiency, strong in practicability and good in adaptability and are executed based on priority queues, so that the problem of execution sequence of a TACS system under the condition of multiple trains and multiple train controllers is solved.
The purpose of the invention can be realized by the following technical scheme:
according to a first aspect of the present invention, there is provided a train controller management method performed based on a priority queue, the method comprising the steps of:
step S101, generating the maximum cycle number expected to be executed by the priority vehicle and the non-priority vehicle;
step S102, establishing a rule condition for upgrading a non-priority vehicle to a priority vehicle;
step S103, based on the upgrading rule, a priority vehicle execution queue and a non-priority vehicle execution queue are created in a classified mode;
and step S104, recording the period in which the controller is executed, circularly comparing the time difference with the expected cycle number of the executed periods of the priority vehicle and the non-priority vehicle in real time, and calculating the train which is most consistent with the execution expectation.
As a preferred technical scheme, the train controller comprises a vehicle-mounted train controller CC and a trackside train controller WTC.
As a preferred technical solution, when the upgrade condition is satisfied, the non-priority train in the vehicle-mounted train controller CC and the wayside train controller WTC is converted into a priority train, and is inserted into the priority train queue to wait for execution.
As a preferred technical solution, the maximum cycle period S in which the priority vehicle is expected to be executed in step S101 represents an overestimated execution cycle amount, channels excluding the maximum number of priority vehicles that can be executed, and the remaining cycle channels are reserved for non-priority vehicles to execute.
As a preferred technical solution, the specific process of generating the maximum number of cycles of the priority cars and the non-priority cars expected to be executed in step S101 is as follows:
step S1011, calculating the total number M of the maximum available execution cycles of the system;
step S1012, calculating the maximum cycle period S expected to be executed by the priority vehicle by using the total number M of the maximum available execution cycles of the system and the configuration parameter N of the maximum priority vehicle input from the outside;
in step S1013, the maximum cycle period R in which the non-priority vehicle is expected to be executed is calculated from the maximum cycle period S in which the priority vehicle is expected to be executed obtained in step S1012.
As a preferred technical solution, the maximum available total number M of execution cycles is calculated as follows:
M＝L/C；
wherein, L is the maximum time delay of the communication between the system and the external system, and C is the execution cycle duration of the system.
As a preferred technical solution, the maximum cycle period S that the priority vehicle is expected to execute is calculated as follows:
S＝Ceil(M/Floor((M-(X-N))/N))
where X is the number of all cars in the line, ceil (. Cndot.) represents the numerical rounding-up operation, floor (. Cndot.) represents the numerical rounding-down operation.
As a preferred technical solution, the maximum cycle period R that the non-priority vehicle is expected to execute is calculated as follows:
R＝S*Ceil((X-N)/(S-N))
where X is the number of all cars on the line and Ceil (-) represents a numerical rounding-up operation.
As a preferable technical solution, in the step S102: and establishing a rule condition for upgrading the non-priority vehicle to the priority vehicle by different functional tasks.
As a preferred technical solution, the establishment of the rule condition for upgrading a non-priority vehicle to a priority vehicle in step S102 specifically includes:
(1) Executing a driving task;
(2) Executing a scheduling safety command;
(3) Controller switching occurs;
wherein, when one of the three conditions is satisfied, the non-priority vehicle can be upgraded to the priority vehicle.
Preferably, in step S104, the checking is performed in an order of "the continuous priority vehicle is higher than the first prioritized vehicle, and the first prioritized vehicle is higher than the non-prioritized vehicle".
As a preferred technical solution, the specific process actually executed by the priority train queue in step S104 is as follows:
and for all vehicles in the priority vehicle queue, the difference value between the current cycle and the cycle execution cycle on each priority vehicle is calculated in a traversing manner and compared with S, when the cycle difference value is greater than S, the priority vehicle can obtain the execution qualification, otherwise, the priority vehicle still needs to wait.
As a preferred technical solution, the specific process actually executed by the non-priority train queue in step S104 is as follows:
when all vehicles in the priority vehicle queue are traversed, no priority vehicle meets the condition of cycle time difference, namely no execution qualification is lacked, and the vehicle still needs to wait for execution, the non-priority vehicle queue is traversed, the difference value between the current cycle and the cycle execution cycle on each non-priority vehicle is calculated in sequence and compared with R, when the cycle difference value is larger than R, the non-priority vehicle can obtain the execution qualification, otherwise, the non-priority vehicle still needs to wait.
According to a second aspect of the present invention, there is provided a train controller management apparatus executed based on a priority queue, the apparatus including:
a cycle number generation module for generating a maximum number of cycle cycles for which priority cars and non-priority cars are expected to be executed;
the upgrading rule building module is used for building a rule condition for upgrading a non-priority vehicle to a priority vehicle;
the queue creating module is used for creating a priority vehicle execution queue and a non-priority vehicle execution queue based on the upgrading rule classification;
and the calculating module is used for recording the period of the controller to be executed, comparing the time difference with the expected cycle number of the executed periods of the priority vehicle and the non-priority vehicle in a real-time cycle manner, and calculating the train which is most consistent with the expected execution.
According to a third aspect of the invention, there is provided an electronic device comprising a memory having stored thereon a computer program and a processor implementing the method when executing the program.
According to a fourth aspect of the invention, there is provided a computer-readable storage medium, on which a computer program is stored which, when executed by a processor, implements the method.
Compared with the prior art, the invention has the following advantages:
1) The invention designs the maximum priority vehicle number parameter allowed to be input externally and the time delay of the communication terminal between the systems, thereby greatly improving the adaptability of the system for meeting the customer requirements and the engineering implementation;
2) The invention designs the rule for upgrading the non-priority train to the priority train, and can expand and develop the rule set according to different execution functions, thereby enhancing the expandability of the system;
3) The invention designs a priority queue-based execution processing mechanism, can flexibly and accurately calculate the most expected train to be executed, and effectively shortens the waiting time of the priority train to be executed, thereby greatly improving the availability and timeliness of the system.
Drawings
FIG. 1 is a schematic diagram of a signaling system for use in the method of the present invention;
FIG. 2 is a schematic illustration of a maximum cycle period S expected to be performed by a priority vehicle and a maximum cycle period R expected to be performed by a non-priority vehicle in accordance with the present invention;
FIG. 3 is a flow chart that generates the number of cycles for the two categories of FIG. 2;
FIG. 4 is a timing diagram illustrating actual execution of a priority vehicle queue according to the present invention;
FIG. 5 is a timing diagram illustrating the actual execution of a non-priority vehicle queue according to the present invention;
FIG. 6 is a flow chart of the method of the present invention;
FIG. 7 is a schematic view of the structure of the apparatus of the present invention.
Detailed Description
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, not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without any inventive step based on the embodiments of the present invention, shall fall within the scope of protection of the present invention.
As shown in fig. 6, the method for managing a train controller based on a priority queue according to the present invention includes the following steps:
step S101, generating the maximum cycle number expected to be executed by the priority vehicle and the non-priority vehicle;
step S102, establishing a rule condition for upgrading a non-priority vehicle to a priority vehicle by different function tasks;
step S103, based on the upgrading rule, a priority vehicle execution queue and a non-priority vehicle execution queue are created in a classified mode;
and step S104, recording the period in which the controller is executed, circularly comparing the time difference with the number of cycles expected to be executed by the priority vehicle and the non-priority vehicle in real time, checking the sequence that the continuous priority vehicle is the priority vehicle for the first time and the non-priority vehicle, and calculating the train which is most consistent with the execution expectation.
Fig. 1 is a general structural diagram of a module according to the present invention, which includes a vehicle-mounted train controller CC set and a trackside train controller WTC set. When the upgrading condition is met, non-priority trains in the two sets of the vehicle-mounted controller and the trackside controller are converted into priority trains, are inserted into the priority train queue and wait for execution.
Fig. 2 is a schematic diagram showing the maximum cycle period S that a priority vehicle is expected to execute and the maximum cycle execution period R that a non-priority vehicle is expected to execute, the former representing the overestimated execution period amount, excluding the slot of the maximum number of priority vehicles that can be executed, and the remaining slot of the period being reserved for the non-priority vehicle to execute.
FIG. 3 is a flow chart of an algorithm for generating the number of cycles for the two classes in FIG. 2, including the steps of:
(1) Firstly, according to the maximum time delay L of the communication between the system and an external system and the execution cycle duration C of the system, calculating the total number M = L/C of the maximum available execution cycles of the system;
(2) Secondly, the total number M of the maximum available execution cycles of the system and the configuration parameter N of the maximum priority vehicle input from the outside are used for calculating the maximum cycle period S expected to be executed by the priority vehicle. Setting the number of all vehicles on the line as X, and then calculating the formula as follows:
S＝Ceil(M/Floor((M-(X-N))/N))
(3) And finally, calculating the maximum cycle period R which is expected to be executed by the non-priority vehicles according to the maximum cycle period S which is expected to be executed by the priority vehicles and obtained in the step 2, and if the number of all vehicles on the route is set to be X, calculating the formula as follows:
R＝S*Ceil((X-N)/(S-N))
as shown in fig. 4, which is a timing chart of the priority train queue actually executed, the analysis process is as follows:
the preconditions are as follows:
(1) The number of all vehicles on the line is X =6;
(2) Maximum priority car configuration number N =4;
(3) The system has an execution cycle duration C =500ms;
(4) The communication time length L =130s between the system and the external system ATS;
and (3) outputting a result:
(1) The maximum cycle period S =5 that the priority car is expected to be executed;
(2) The maximum cycle period R =10 that the non-priority vehicle is expected to be executed.
The execution process comprises the following steps: analyzing the execution sequence of the priority cars by combining the time sequence chart of fig. 4, wherein the trains T1, T2, T3 and T4 are the priority cars, and T5 and T6 are the non-priority cars, for all cars in the priority car queue, the difference between the current cycle and the cycle execution cycle on each priority car is calculated in a traversing manner and compared with S, when the cycle difference is greater than S, it is indicated that the priority car can obtain execution qualification, otherwise, it is indicated that the priority car still needs to wait. It can be seen from fig. 4 that the period difference T1 of the T1 train is greater than 0, and therefore, the T1 priority train is executed in the current period.
As shown in FIG. 5, which is a timing diagram of the actual execution of the non-priority vehicle queue, the analysis process is as follows:
the preconditions and output results S and R are consistent with the analysis process of fig. 4.
The execution process comprises the following steps: analyzing the execution sequence of the non-priority cars by combining the time sequence chart of fig. 5, wherein trains T1, T2, T3 and T4 are priority cars, and trains T5 and T6 are non-priority cars, when all cars in the priority car queue are traversed, no priority car meets the cycle time difference condition, namely, no execution qualification is required to wait for execution, the non-priority car queue is traversed, the difference value between the current cycle and the cycle execution cycle on each non-priority car is calculated in sequence and compared with R, when the cycle difference value is greater than R, it is indicated that the non-priority car can obtain the execution qualification, otherwise, it is indicated that the non-priority car still needs to wait. It can be seen from fig. 5 that the cycle time differences of the T1, T2, T3, T4 priority trains do not satisfy the execution condition, and the cycle difference value T5 of the T5 train is greater than 0, so that the T5 non-priority train is executed in the current cycle.
The above is a description of method embodiments, and the embodiments of the present invention are further described below by way of apparatus embodiments.
As shown in fig. 7, a train controller management apparatus for priority queue-based execution, the apparatus comprising:
a cycle number generation module 1 for generating a maximum cycle number of cycles that priority cars and non-priority cars are expected to perform;
the upgrading rule building module 2 is used for building a rule condition for upgrading a non-priority vehicle to a priority vehicle;
the queue creating module 3 is used for creating a priority vehicle execution queue and a non-priority vehicle execution queue based on the upgrading rule classification;
and the calculating module 4 is used for recording the period of the controller which is executed, comparing the time difference with the expected execution period number of the priority vehicle and the non-priority vehicle in a real-time cycle manner, and calculating the train which is most consistent with the execution expectation.
It can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working process of the described module may refer to the corresponding process in the foregoing method embodiment, and details are not described herein again.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in the device are connected to the I/O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; storage units such as magnetic disks, optical disks, and the like; and a communication unit such as a network card, modem, wireless communication transceiver, etc. The communication unit allows the device to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processing unit executes the respective methods and processes described above, for example, the methods S101 to S104. For example, in some embodiments, methods S101-S104 may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more of the steps of methods S101-S104 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S101-S104 by any other suitable means (e.g., by way of firmware).
The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field Programmable Gate Arrays (FPGAs), application Specific Integrated Circuits (ASICs), application Specific Standard Products (ASSPs), systems on a chip (SOCs), complex Programmable Logic Devices (CPLDs), and the like.
Program code for implementing the methods of the present invention may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to specific embodiments, it will be understood by those skilled in the art that various changes in form and details may be made therein without departing from the spirit and scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (16)
1. A method for managing a train controller based on a priority queue, the method comprising the steps of:
step S101, generating the maximum cycle number expected to be executed by the priority vehicle and the non-priority vehicle;
step S102, establishing a rule condition for upgrading a non-priority vehicle to a priority vehicle;
step S103, based on the upgrading rule, a priority vehicle execution queue and a non-priority vehicle execution queue are created in a classified mode;
and step S104, recording the period in which the controller is executed, circularly comparing the time difference with the expected cycle number of the executed periods of the priority vehicle and the non-priority vehicle in real time, and calculating the train which is most consistent with the execution expectation.
2. The method according to claim 1, wherein the train controller comprises an on-board train controller CC and a wayside train controller WTC.
3. The method according to claim 2, wherein when the upgrade condition is satisfied, the non-priority train in the vehicle-mounted train controller CC and the wayside train controller WTC is converted into a priority train, inserted into the priority train queue, and waits for execution.
4. The method according to claim 1, wherein the maximum cycle period S expected to be executed by the priority train in step S101 represents an overestimated execution cycle amount, channels of the maximum number of executable priority trains are removed, and the remaining cycle channels are reserved for non-priority trains.
5. The method for managing train controllers based on the priority queue according to claim 1, wherein the specific process of generating the maximum number of cycles that the priority vehicles and the non-priority vehicles are expected to execute in step S101 is as follows:
step S1011, calculating the total number M of the maximum available execution cycles of the system;
step S1012, calculating the maximum cycle period S expected to be executed by the priority vehicle by using the total number M of the maximum available execution cycles of the system and the configuration parameter N of the maximum priority vehicle input from the outside;
in step S1013, the maximum cycle period R in which the non-priority vehicle is expected to be executed is calculated from the maximum cycle period S in which the priority vehicle obtained in step S1012 is expected to be executed.
6. The method according to claim 5, wherein the maximum total number M of available execution cycles is calculated as follows:
M＝L/C；
wherein, L is the maximum time delay of the communication between the system and the external system, and C is the execution cycle duration of the system.
7. The method according to claim 5, wherein the maximum cycle period S that the priority train is expected to execute is calculated as follows:
S＝Ceil(M/Floor((M-(X-N))/N))
where X is the number of all cars in the line, ceil (. Cndot.) represents the numerical rounding-up operation, floor (. Cndot.) represents the numerical rounding-down operation.
8. The method of claim 5, wherein the maximum cycle period R that the non-priority vehicle is expected to perform is calculated as follows:
R＝S*Ceil((X-N)/(S-N))
where X is the number of all cars on the line, where Ceil (-) represents a numerical rounding-up operation.
9. The method for managing train controllers based on priority queue execution according to claim 1, wherein in step S102: and establishing a rule condition for upgrading the non-priority vehicle to the priority vehicle by different function tasks.
10. The method for managing a train controller executed based on a priority queue according to claim 1, wherein the rule condition for upgrading a non-priority vehicle to a priority vehicle in step S102 is specifically:
(1) Executing a driving task;
(2) Executing a scheduling security command;
(3) Controller switching occurs;
wherein, when one of the three conditions is satisfied, the non-priority vehicle can be upgraded to the priority vehicle.
11. The method for managing the train controller based on the priority queue as claimed in claim 1, wherein the step S104 is performed to check that the continuous priority cars are higher than the cars which are first to be the priority cars and the cars which are first to be the priority cars are higher than the non-priority cars.
12. The method for managing a train controller based on the priority queue according to claim 1, wherein the priority train queue in step S104 is actually executed by the following specific processes:
and for all vehicles in the priority vehicle queue, the difference value between the current cycle and the cycle execution cycle on each priority vehicle is calculated in a traversing manner and compared with S, when the cycle difference value is greater than S, the priority vehicle can obtain the execution qualification, otherwise, the priority vehicle still needs to wait.
13. The method for managing a train controller based on the priority queue as claimed in claim 1, wherein the non-priority train queue in step S104 is actually executed by the following specific processes:
when all vehicles in the priority vehicle queue are traversed, no priority vehicle meets the condition of cycle time difference, namely no execution qualification is lacked, and the vehicle still needs to wait for execution, the non-priority vehicle queue is traversed, the difference value between the current cycle and the cycle execution cycle on each non-priority vehicle is calculated in sequence and compared with R, when the cycle difference value is larger than R, the non-priority vehicle can obtain the execution qualification, otherwise, the non-priority vehicle still needs to wait.
14. A train controller management apparatus for performing based on a priority queue, the apparatus comprising:
a cycle number generation module for generating a maximum number of cycle cycles for which priority cars and non-priority cars are expected to be executed;
the upgrading rule building module is used for building a rule condition for upgrading a non-priority vehicle to a priority vehicle;
the queue creating module is used for creating a priority vehicle execution queue and a non-priority vehicle execution queue based on the upgrading rule classification;
and the calculating module is used for recording the period of the controller to be executed, comparing the time difference with the expected cycle number of the executed periods of the priority vehicle and the non-priority vehicle in a real-time cycle manner, and calculating the train which is most consistent with the expected execution.
15. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method according to any of claims 1-13.
16. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, is adapted to carry out the method of any one of claims 1 to 13.
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