CN115973224A - Integrated platform system control framework - Google Patents

Abstract

The application provides an integration platform system control framework, this framework includes: a train level control layer, a vehicle level control layer and a local level control layer; the train level control layer consists of a CCU; the CCU fuses the full function of the ATO system, the full function of the TCMS, the DCU-APP of the DCU and the BCU-APP of the BCU; the vehicle level control layer consists of a VCU; the VCU fuses DCU-E of a traction system DCU and BCU-E of a brake system BCU; the local level control layer consists of an actuating mechanism; the execution mechanism comprises RIOM, SDU, PCU and BMC. The framework of this application not only satisfies the accuse car demand of integration platform, will reduce to one by two with the relevant network of wriggling mode again, and failure mode reduces, and equipment quantity reduces, has increased availability and the reliability of wriggling mode under the full-automatic operating condition.

Description

Integrated platform system control framework

Technical Field

The application relates to the technical field of rail transit, in particular to an integrated platform system control framework.

Background

Currently, in a rail transit signal System, an ATO (Automatic Train Operation) System, a TCMS (Train Control and Management System), a traction System (DCU), a Brake System (BCU) are independent from each other, the communication mode is as shown in fig. 1, the ATO System and the TCMS System communicate independently through an MVB (Multifunction Vehicle Bus) or an ethernet, and the TCMS System, the traction System (DCU), and the Brake System (BCU) communicate through a Vehicle backbone network. Under normal conditions, a Full Automatic Train Operation (FAM) mode ATO system sends a Train control instruction to a TCMS system through an MVB bus or an Ethernet, and the TCMS system forwards the Train control instruction to a traction system (DCU) and a brake system (BCU) through a vehicle backbone network after receiving the Train control instruction. And after receiving the train control command forwarded by the TCMS, the traction system (DCU) and the brake system (BCU) apply the train control command to respective execution mechanisms respectively to complete the control of the train.

When the communication between the ATO system and the TCMS system fails, a train control instruction of the ATO system cannot be sent to the TCMS system through a network, when the communication between the TCMS system and a traction system (DCU) or a brake system (BCU) fails, the TCMS system cannot forward the train control instruction sent by the ATO system to the traction system (DCU) or the brake system (BCU) through the network, so that when the communication between the ATO system and the TCMS system fails and the communication between the TCMS system and a vehicle backbone network fails, a creeping mode needs to be entered, a train is controlled in a hard line mode, the ATO system outputs a traction brake instruction to a train line through a hard line, the traction system (DCU) and the brake system (BCU) acquire the traction brake instruction of the train line through the hard line, relevant instructions are applied to respective execution mechanisms, the control of the train is completed, and the speed-limiting operation of the train is performed.

The existing scheme is greatly different from an integrated platform architecture, after an independent ATO system, a TCMS system, a traction system (DCU) and a brake system (BCU) are subjected to function and equipment fusion by the integrated platform through dividing a train-level control function, a vehicle-level control function and a local-level control function, the connotation of a creeping mode is changed, the communication mode and the function division among the systems are changed, the vehicle control data flow and the vehicle control data flow in the creeping mode under normal conditions are greatly different from the existing scheme, and the condition that the existing scheme enters the creeping mode relates to two network paths, namely a vehicle backbone network, an ATO system and a TCMS system communication network, and when one of the two networks fails, the network control cannot be performed.

Disclosure of Invention

In order to solve one of the above technical drawbacks, the present application provides a platform system control architecture.

The application provides an integration platform system control framework includes: a train level control layer, a vehicle level control layer and a local level control layer;

the train level control layer consists of a train level control unit CCU; the CCU integrates the full function of an automatic train driving ATO system, the full function of a train control and management system TCMS, a traction logic control function DCU-APP of a traction system DCU and a brake logic control function BCU-APP of a brake system BCU;

the vehicle level control layer consists of a vehicle level control unit VCU; the VCU fuses a traction emergency function DCU-E of a traction system DCU and a brake emergency function BCU-E of a brake system BCU;

the local level control layer consists of an actuating mechanism; the executing mechanism comprises a remote input and output unit RIOM, a shared speed measuring unit SDU, a power control unit PCU and an electromechanical driving unit BMC.

Optionally, the ATO, the TCMS, the DCU-APP and the BCU-APP communicate in a memory sharing mode.

Optionally, the DCU-E and the BCU-E communicate by sharing a memory.

Optionally, the CCU, VCU and actuator are all connected to the TSN backbone network of the train-level time sensitive network for communication.

Optionally, the CCU and VCU output and collect train lines.

Optionally, the VCU is connected to the execution unit via a hard wire, and transmits the control command.

Optionally, when a full-automatic driving FAM mode of the train is entered and a train-level TSN backbone network is normal,

generating a first vehicle control instruction based on the ATO system function;

performing instruction processing of a first vehicle control instruction based on the TCMS system function;

based on the instruction processing result, traction and braking force calculation is carried out through the DCU-APP and the BCU-APP to obtain first traction force and braking force;

the first tractive effort and braking effort is sent to the respective actuator unit through the train-level TSN network.

Optionally, the architecture is based on hardwire vehicle control.

Optionally, the DCU-E and the BCU-E acquire a second train control command of the train line through a hard line.

Alternatively, upon entering the peristaltic mode,

generating a third train control instruction based on the ATO system function, and outputting the third train control instruction to a corresponding train line through a hard line;

collecting a fourth train control instruction of the train line by the DCU-E and the BCU-E through a hard line, and calculating traction and braking force under an emergency working condition to obtain second traction and braking force;

the second tractive effort and the braking effort are output to the respective actuator unit via hard wires.

The application provides an integration platform system control framework, this framework includes: a train level control layer, a vehicle level control layer and a local level control layer; the train level control layer consists of a CCU; the CCU fuses the full function of the ATO system, the full function of the TCMS, the DCU-APP of the DCU and the BCU-APP of the BCU; the vehicle level control layer consists of a VCU; the VCU fuses DCU-E of a traction system DCU and BCU-E of a brake system BCU; the local level control layer consists of an actuating mechanism; the execution mechanism comprises RIOM, SDU, PCU and BMC. The framework of this application not only satisfies the accuse car demand of integration platform, will reduce to one by two with the relevant network of wriggling mode again, and failure mode reduces, and equipment quantity reduces, has increased availability and the reliability of wriggling mode under the full-automatic operating condition.

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 diagram of a conventional communication architecture;

fig. 2 is a schematic diagram of an integrated platform system control architecture provided in an embodiment of the present application.

Detailed Description

In order to make the technical solutions and advantages in the embodiments of the present application more clearly understood, the following description of the exemplary embodiments of the present application with reference to the accompanying drawings is made in further detail, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all the embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict.

In the process of implementing the present application, the inventor finds that, currently, in a rail transit signal system, an ATO system, a TCMS system, a traction system (DCU), and a brake system (BCU) are independent from each other. The ATO system and the TCMS system are independently communicated through an MVB bus or an Ethernet, and the TCMS system, a traction system (DCU) and a brake system (BCU) are communicated through a vehicle backbone network.

The existing scheme is greatly different from an integrated platform architecture, after an independent ATO system, a TCMS system, a traction system (DCU) and a brake system (BCU) are subjected to function and equipment fusion by the integrated platform through dividing a train-level control function, a vehicle-level control function and a local-level control function, the connotation of a creeping mode is changed, the communication mode and the function division among the systems are changed, the vehicle control data flow and the vehicle control data flow in the creeping mode under normal conditions are greatly different from the existing scheme, and the condition that the existing scheme enters the creeping mode relates to two network paths, namely a vehicle backbone network, an ATO system and a TCMS system communication network, and when one of the two networks fails, the network control cannot be performed.

In view of the foregoing problems, an embodiment of the present application provides an integrated platform system control architecture, which includes: a train level control layer, a vehicle level control layer and a local level control layer; the train level control layer consists of a CCU; the CCU fuses the full function of the ATO system, the full function of the TCMS, the DCU-APP of the DCU and the BCU-APP of the BCU; the vehicle level control layer consists of VCUs; the VCU fuses DCU-E of a traction system DCU and BCU-E of a brake system BCU; the local level control layer consists of an actuating mechanism; the execution mechanism comprises RIOM, SDU, PCU and BMC. The framework of this application not only satisfies the accuse car demand of integration platform, will reduce to one by two with the relevant network of wriggling mode again, and failure mode reduces, and equipment quantity reduces, has increased availability and the reliability of wriggling mode under the full-automatic operating condition.

The integrated platform system control architecture provided by the present embodiment is shown in fig. 2. The architecture includes a train level control layer, a vehicle level control layer, and a local level control layer.

The integrated platform system control architecture provided by the embodiment controls the vehicle based on a hard wire.

1. Train level control floor

The train level control layer is composed of a CCU (train level control unit).

The CCU integrates the full functions of an ATO (Automatic Train Operation) System, the full functions of Train Control and Management System (TCMS), the traction logic Control function DCU-APP of a traction System (DCU, drive Control Unit), and the Brake logic Control function BCU-APP of a Brake System (BCU, brake Control Unit).

The ATO, the TCMS, the DCU-APP and the BCU-APP communicate in a memory sharing mode.

2. Vehicle level control layer

The vehicle level control layer consists of a vehicle level control unit VCU.

The VCU integrates a traction emergency function DCU-E of a traction system (DCU) and a brake emergency function BCU-E of a brake system (BCU).

The DCU-E and the BCU-E communicate in a memory sharing mode.

The VCU is connected with the execution unit through a hard wire and transmits a control command.

And the DCU-E and the BCU-E acquire a second train control instruction of the train line through a hard line.

3. Local level control layer

The local level control layer is composed of an execution mechanism.

The executing mechanism comprises a RIOM (Remote Input and Output Module), an SDU (shared speed measurement Unit), a PCU (Power Control Unit), and a BMC (electromechanical drive Unit).

The CCU, the VCU and the actuating mechanism are all accessed to a train-level TSN (Time-Sensitive Network) backbone Network for communication.

The CCU and the VCU output and collect train lines.

● When the Train enters the FAM (Full Automatic Train Operation)

Mode, and when the train level TSN backbone is normal,

and generating a first vehicle control instruction based on the ATO system function.

And carrying out instruction processing of the first vehicle control instruction based on the TCMS system function.

And based on the instruction processing result, calculating traction and braking force through the DCU-APP and the BCU-APP to obtain first traction and braking force.

The first tractive effort and braking effort is sent to the respective actuator unit through the train-level TSN network.

That is to say, under normal conditions (i.e. in FAM mode, when the train-level TSN backbone network is normal), the ATO generates a train control command in the train-level control unit (CCU), the command is processed by the TCMS, and after traction and braking forces are calculated by the DCU-APP and BCU-APP, the traction and braking forces to be actually applied are sent to corresponding actuator units through the train-level TSN network to complete the control of the train.

Because the communication among the ATO, the TCMS, the DCU-APP and the BCU-APP in the train level control unit (CCU) is carried out in a memory sharing mode, when any one of the ATO, the TCMS, the DCU-APP and the BCU-APP in the train level control unit (CCU) fails, firstly, the integrated platform can carry out main-standby switching of the train level control unit (CCU), and the ATO, the TCMS, the DCU-APP and the BCU-APP still fail after switching, namely, an ATO and TCMS communication failure mode, a TCMS and DCU-APP communication failure mode and a TCMS system and BCU-APP communication failure mode do not exist.

Namely, the speed-limiting operation in the creeping mode is required to be entered only when the train-level backbone network fails.

● When the train enters the creep mode of the train,

and generating a third train control command based on the ATO system function, and outputting the third train control command to a corresponding train line through a hard line.

And acquiring a fourth train control command of the train line through the DCU-E and the BCU-E through hard lines, and calculating traction and braking force under an emergency working condition to obtain second traction and braking force.

And outputting the second traction force and the braking force to the corresponding actuator unit through hard wires.

That is, when the vehicle enters a creeping mode, the ATO in the train level control unit (CCU) generates a train control command, the train control command is output to a corresponding train line through a hard line, the DCU-E and the BCU-E in the vehicle level control unit (VCU) collect the train control command of the train line through the hard line, and traction and braking force which should be actually applied are calculated through traction and braking force under an emergency condition and output to a corresponding execution mechanism unit through the hard line to complete the control of the train.

Based on the integrated platform system control architecture provided by the embodiment, the treatment of the creep mode and the emergency traction on the control of the vehicle are completely the same, namely, the vehicle control is performed through a hard line, and train line instructions are acquired by a DCU-E and a BCU-E in a vehicle local control unit (VCU) to perform treatment under emergency conditions. Therefore, after the integrated platform is fused with the load-bearing TCMS, ATO, traction system (DCU) and brake system (BCU), the creeping mode is still output by the vehicle-mounted ATP and is a 'CAM mode' hard line, and the train line in the 'CAM mode' and the 'emergency traction' train line are combined by the vehicle circuit; the vehicle still needs to keep traction, braking, direction, and PWM (Pulse Width Modulation) signals for train operation control and accurate stop in the creeping mode.

It should be noted that, the first vehicle control instruction, the second vehicle control instruction, the third vehicle control instruction, and the fourth vehicle control instruction related to this embodiment are vehicle control instructions, where "the first" instruction, "the second" instruction, "the third" instruction, "and" the fourth "are only for distinguishing different vehicle control instructions, and do not have other substantial meanings, and the embodiment is not limited to whether the first vehicle control instruction, the second vehicle control instruction, the third vehicle control instruction, and the fourth vehicle control instruction are the same instruction or not. That is, any two control commands of the first vehicle control command, the second vehicle control command, the third vehicle control command and the fourth vehicle control command may be the same or different.

The first tractive force and braking force and the second tractive force and braking force referred to in this embodiment are both tractive force and braking force, where "first" and "second" are only used to distinguish different tractive force and braking force, and there is no other substantial meaning, and the first tractive force and braking force and the second tractive force and braking force may be the same or different.

The integrated platform system control architecture provided by the embodiment can meet a creep mode processing strategy based on an integrated platform under a full-automatic operation condition fusing ATO, TCMS, traction and braking, and the condition of entering the creep mode only relates to one network path, namely a train TSN backbone network, and the integrated platform system control architecture enters the creep mode for network vehicle control only after the TSN backbone network fails.

The integrated platform system control architecture provided in this embodiment includes: a train level control layer, a vehicle level control layer and a local level control layer; the train level control layer consists of a CCU; the CCU fuses the full function of the ATO system, the full function of the TCMS, the DCU-APP of the DCU and the BCU-APP of the BCU; the vehicle level control layer consists of VCUs; the VCU fuses DCU-E of a traction system DCU and BCU-E of a brake system BCU; the local level control layer consists of an actuating mechanism; the execution mechanism comprises RIOM, SDU, PCU and BMC. The framework not only meets the vehicle control requirement of the integrated platform, but also reduces two networks related to the creep mode to one network, reduces failure modes and equipment quantity, and increases the usability and reliability of the creep mode under the full-automatic operation condition.

As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein. The scheme in the embodiment of the application can be implemented by adopting various computer languages, such as object-oriented programming language Java and transliterated scripting language JavaScript.

The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including the preferred embodiment and all changes and modifications that fall within the scope of the present application.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.

Claims (10)

1. An integrated platform system control architecture, the architecture comprising: a train level control layer, a vehicle level control layer and a local level control layer;

the train level control layer consists of a train level control unit CCU; the CCU integrates the full function of an automatic train driving ATO system, the full function of a train control and management system TCMS, a traction logic control function DCU-APP of a traction system DCU and a brake logic control function BCU-APP of a brake system BCU;

the vehicle level control layer consists of a vehicle level control unit VCU; the VCU fuses a traction emergency function DCU-E of a traction system DCU and a brake emergency function BCU-E of a brake system BCU;

the local level control layer consists of an execution mechanism; the executing mechanism comprises a remote input and output unit RIOM, a shared speed measuring unit SDU, a power control unit PCU and an electromechanical driving unit BMC.

2. The architecture of claim 1, wherein the ATO, TCMS, DCU-APP, and BCU-APP communicate by way of shared memory.

3. The architecture of claim 1, wherein the DCU-E and BCU-E communicate by sharing memory.

4. The architecture of claim 1, wherein the CCU, VCU, and actuator each access a train-level time sensitive network, TSN, backbone network for communication.

5. The architecture of claim 1, wherein the CCU and VCU output and collect train lines.

6. The architecture of claim 1, wherein the VCU is hardwired to the execution unit to transmit the control instructions.

7. The architecture of claim 1, wherein when a train full-automatic driving (FAM) mode is entered and a train-level TSN backbone is normal,

generating a first vehicle control instruction based on the ATO system function;

performing instruction processing of the first vehicle control instruction based on the TCMS system function;

based on the instruction processing result, traction and braking force calculation is carried out through the DCU-APP and the BCU-APP to obtain first traction force and braking force;

the first tractive effort and braking effort is sent to the respective actuator unit through the train-level TSN network.

8. The architecture of claim 2, wherein the architecture is based on hard-wired vehicle control.

9. The architecture of claim 2, wherein the DCU-E and the BCU-E collect the second train control command of the train line through a hard wire.

10. The architecture of claim 2, wherein upon entering a peristaltic mode,

generating a third train control instruction based on the ATO system function, and outputting the third train control instruction to a corresponding train line through a hard line;

collecting a fourth train control instruction of the train line by the DCU-E and the BCU-E through a hard line, and calculating traction and braking force under an emergency working condition to obtain second traction and braking force;

and outputting the second traction force and the braking force to the corresponding actuator unit through hard wires.

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