CN117302298A

CN117302298A - Method and device for switching modes of double-set vehicle-mounted equipment, electronic equipment and medium

Info

Publication number: CN117302298A
Application number: CN202311599195.1A
Authority: CN
Inventors: 石海丰; 李智; 王猛; 李兰春; 魏柏全
Original assignee: Beijing Hollysys Co Ltd
Current assignee: Beijing Hollysys Co Ltd
Priority date: 2023-11-28
Filing date: 2023-11-28
Publication date: 2023-12-29
Anticipated expiration: 2043-11-28
Also published as: CN117302298B

Abstract

The application provides a system switching method and device of double-set vehicle-mounted equipment, electronic equipment and a medium. The method comprises the following steps: when a train passes through the ground transponder equipment, receiving a switching control information packet sent by the ground transponder equipment, and executing analysis operation on the switching control information packet to obtain preset switching information; calculating the speed limit of the switching point according to the switching information, and sending the speed limit of the switching point to the foreground equipment so that the foreground equipment adjusts the running speed of the train according to the speed limit of the switching point; the current train control state information is sent to the foreground equipment by the background equipment, so that the foreground equipment adjusts the train control state of the train according to the train control state information; and responding to the confirmation operation of the switching confirmation information, and receiving a switching instruction sent by the foreground device or the background device by using the switching unit, so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction. The method simplifies the switching process flow and improves the stability and safety of the system.

Description

Method and device for switching modes of double-set vehicle-mounted equipment, electronic equipment and medium

Technical Field

The application relates to the technical field of rail transit control systems, in particular to a system switching method and device of double-set vehicle-mounted equipment, electronic equipment and a medium.

Background

In practical application, the signal system of the urban railway is lack of unification and is mainly divided into two systems of CTCS-2 and CBTC. The problem of switching and compatibility between different signal systems becomes particularly prominent when there are co-linear or cross-line operations of urban railways and urban rail transit.

Although the prior art provides a train driving mode switching method of a train control system based on multi-network integration, the method tries to solve the problem of switching from a CTCS system driving mode to a CBTC system driving mode, and still has obvious defects. This process requires the driver to make decisions and operations under complex conditions, which is not only prone to error, but also may lead to speed mismatch during switching, thereby causing emergency braking or control impulses in the train.

Therefore, in view of the problems in the prior art, how to realize a simplified and efficient multi-signal system switching mode, ensure that the stability and the safety of the system are ensured when switching between different systems, and reduce the operation requirement and the judgment pressure for a driver as much as possible is a problem to be solved.

Disclosure of Invention

In view of this, the embodiment of the application provides a method, a device, an electronic device and a medium for switching modes of a double-set vehicle-mounted device, so as to solve the problems that in the prior art, the mode switching is easy to make mistakes, and the emergency braking or the impulse of controlling the train is easy to be caused, so that the stability and the safety of the system are reduced.

In a first aspect of the embodiments of the present application, a method for switching modes of a dual-set vehicle device is provided, including: when a train passes through the ground transponder equipment, receiving a switching control information packet sent by the ground transponder equipment, and executing analysis operation on the switching control information packet to obtain preset switching information; calculating the speed limit of the switching point by using the background equipment according to the switching information, and sending the speed limit of the switching point to the foreground equipment so that the running speed of the train is adjusted by the foreground equipment according to the speed limit of the switching point; the current train control state information is sent to the foreground equipment by the background equipment, so that the foreground equipment adjusts the train control state of the train according to the train control state information; and responding to the confirmation operation of the switching confirmation information, and receiving a switching instruction sent by the foreground device or the background device by using the switching unit, so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction, thereby completing the system switching of the train.

In a second aspect of the embodiments of the present application, a system switching device of a dual-set vehicle device is provided, including: the receiving module is configured to receive the switching control information packet sent by the ground transponder equipment when the train passes through the ground transponder equipment, and execute analysis operation on the switching control information packet to obtain preset switching information; the transmission module is configured to calculate the speed limit of the switching point by using the background equipment according to the switching information, and transmit the speed limit of the switching point to the foreground equipment so that the foreground equipment can adjust the running speed of the train according to the speed limit of the switching point; the adjusting module is configured to send the current train control state information to the foreground equipment by using the background equipment so that the foreground equipment adjusts the train control state of the train according to the train control state information; and the switching module is configured to respond to the confirmation operation of the switching confirmation information, and receive a switching instruction sent by the foreground device or the background device by using the switching unit, so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction to finish the system switching of the train.

In a third aspect of the embodiments of the present application, there is provided an electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, the processor implementing the steps of the above method when executing the computer program.

In a fourth aspect of the embodiments of the present application, there is provided a computer readable storage medium storing a computer program which, when executed by a processor, implements the steps of the above method.

The above-mentioned at least one technical scheme that this application embodiment adopted can reach following beneficial effect:

receiving a switching control information packet sent by the ground transponder equipment when a train passes through the ground transponder equipment, and executing analysis operation on the switching control information packet to obtain preset switching information; calculating the speed limit of the switching point by using the background equipment according to the switching information, and sending the speed limit of the switching point to the foreground equipment so that the running speed of the train is adjusted by the foreground equipment according to the speed limit of the switching point; the current train control state information is sent to the foreground equipment by the background equipment, so that the foreground equipment adjusts the train control state of the train according to the train control state information; and responding to the confirmation operation of the switching confirmation information, and receiving a switching instruction sent by the foreground device or the background device by using the switching unit, so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction, thereby completing the system switching of the train. According to the method, the key vehicle control information of two vehicle control modes is interacted between the double sets of equipment, the switching process flow is simplified, the communication interaction between different systems in the switching process is simplified, the system is friendly, efficient and safe, and the stability and safety of the system are improved.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following description will briefly introduce the drawings that are needed in the embodiments or the description of the prior art, it is obvious that the drawings in the following description are only some embodiments of the present application, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a flow chart of a system switching method of a dual-set vehicle-mounted device provided in an embodiment of the present application;

FIG. 2 is a schematic diagram of a communication flow for switching from a CTCS on-board host to a CBTC on-board host according to an embodiment of the present application;

FIG. 3 is a schematic diagram of a communication flow for switching from a CBTC host to a CTCS host according to an embodiment of the present application;

fig. 4 is a schematic structural diagram of a system switching device of a dual-set vehicle-mounted device according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of an electronic device according to an embodiment of the present application.

Detailed Description

In the following description, for purposes of explanation and not limitation, specific details are set forth, such as particular system configurations, techniques, etc. in order to provide a thorough understanding of the embodiments of the present application. It will be apparent, however, to one skilled in the art that the present application may be practiced in other embodiments that depart from these specific details. In other instances, detailed descriptions of well-known systems, devices, circuits, and methods are omitted so as not to obscure the description of the present application with unnecessary detail.

The urban (suburban) railway refers to a passenger transportation rail traffic system in the range of a metropolitan area, is used for serving cities, suburban areas, central cities, satellite cities, important towns and the like, the service range is generally within 50-100 km, the station distance is short, the driving density is large (the interval is less than 3 minutes), the design speed is generally 100-200 km/h, and obvious public transportation and rapid operation requirements are realized.

However, there is no unified signal system for the urban railway, most of the signal systems are CTCS-2 or CBTC systems, and meanwhile, according to the current urban development and planning, the urban railway and urban rail transit have the requirement of collinear or overline operation, which brings the requirement of compatibility with different signal systems for the urban railway train operation control system (hereinafter referred to as the train control system). The system application conditions of the domestic rail transit train control system are shown in the following table:

table 1 table of the system application of the rail transit train control system

For the selection of the urban railway train control system, the mature system only has two types of CTCS and CBTC at present, but the two types of systems are directly applied to the urban railway, and the following problems exist:

1) Ctcs2+ato system: the turning back interval is generally about 10 minutes, and the requirement of 3 minutes of operation interval cannot be met; the interconnection and intercommunication between CTCS lines are supported, and the interconnection and intercommunication between CTCS lines and CBTC lines cannot be supported.

2) CBTC system: the method supports the interconnection and intercommunication between CBTC lines, and cannot support the requirements of the interconnection and intercommunication operation between CBTC lines and CTCS lines; an operating speed of 200km/h has not yet been fully utilized.

In order to meet the system switching requirement of the urban railway in the running process, a system switching method of a train control system which can be compatible with the CTCS2+ATO system and the CBTC system is needed. The existing compatible train control system mainly comprises the following two parts:

the compatible ground train control scheme comprises the following steps: the scheme aims to provide a mechanism for the ground control center to simultaneously process the CTCS2+ATO system and the CBTC system, so that the ground control center can seamlessly interact with the train no matter which system the train currently adopts.

Compatible vehicle-mounted train control scheme: the scheme provides a method for the vehicle-mounted system to process and switch the CTCS2+ATO system and the CBTC system simultaneously, thereby allowing the vehicle-mounted system to switch between the two systems automatically or manually according to the requirement in the driving process.

It is noted that these two schemes may be used alone or in combination to provide a more complete and efficient system switch solution.

In the prior art, although a train control system based on multi-network convergence is proposed, its main function is to switch from a CTCS driving mode to a CBTC driving mode or from a CBTC mode to a CTCS mode in a specific common management area. When the train enters the common areas and reaches the conversion condition, the driver can implement corresponding driving mode conversion according to the prompt of the human-machine interface HMI. Notably, this conversion is only allowed in the common pipe region. The switching process starts with initializing and registering the expected system, and then, when the expected system is entered, the current driving mode is exited and logged off. This ensures that only one system is controlling the vehicle at any time in the common pipe section. However, this technique has significant limitations. First, the design of the conversion process is overly complex for the driver, requiring multiple steps of operations and decisions, which increases the risk of error, which may result in conversion failure. Second, although this technique considers the conversion of two systems, it does not deal with the matching problem of the switching speed. If the limiting speed and the target speed are not synchronized during the switching process, sudden braking of the train or control errors may occur.

In order to meet specific requirements of the urban railway, particularly challenges facing the urban railway train control type selection, the embodiment of the application provides a double-set vehicle scheme sharing peripheral equipment. The embodiment of the application designs a central communication module which is responsible for managing information interaction between two sets of vehicle-mounted equipment. When the system is required to be switched, the module can collect key control information from currently used vehicle-mounted equipment and then transmit the information to another set of vehicle-mounted equipment, so that the information synchronization of the system switching is realized. And a unified operation interface is provided for operators, and the operation modes are consistent no matter which system is. When the system is required to be switched, the operation interface displays a corresponding prompt to guide operators to finish a simple confirmation step, so that complex operation and judgment are avoided. By arranging the ground communication base station, the real-time communication between the double sets of vehicle-mounted equipment and the ground is realized. The ground equipment can send a command for switching the system and key control information when the train approaches.

The following explains the contents of some column control systems involved in the actual scenario in the embodiment of the present application, which may specifically include the following:

In the technical field of rail transit, in particular to national irons and subways, the concept of a train control system is often involved. The train control system involves techniques and specifications for controlling the operation of trains to ensure that they move safely, accurately and efficiently on the track. Several system control schemes involved in the embodiments of the present application are explained below:

CTCS (China Train Control System, chinese train control system): this is a chinese train control system for controlling the speed and position of guard trains. It ensures a safe interval between trains and enables the trains to remain safe while running at high speeds. According to characteristics of blocking mode and running speed, the CTCS can be classified into 5 classes, namely CTCS-0, CTCS-1, CTCS-2, CTCS-3 and CTCS-4 from low to high.

CTCS-2: this is a sub-version of the CTCS, CTCS-2 is a train control system that transmits train movement permission information based on track circuits and transponders, and monitors safe operation of the train using a target distance continuous speed control mode. It can implement CTCS-2 auto-guard and other advanced functions.

CTCS-2+ato: an autopilot function is added to CTCS-2, wherein ATO stands for "automatic train operation". That is, the train can be driven automatically in certain paragraphs under the train control system mode without intervention of a driver.

CBTC (Communications-Based Train Control, communication-based train control system): the system is a modern train control system and is mainly used for subway and light rail systems. It uses wireless communication technology to monitor and control the position and speed of the train. CBTC may allow trains to run in a shorter time interval than conventional train control systems, thereby improving the capacity and efficiency of rail transit systems. CBTC is a dynamic system that continuously adjusts the operation of a train based on real-time train position and speed information.

These systems of the present embodiments define how the train moves on the track, how it communicates with other trains, signals and control centers, and how the safety and efficiency of the overall system is ensured. Each system has its specific application scenarios, advantages and limitations. It should be noted that, the "train" in the embodiment of the present application refers to a vehicle running in rail transit, such as a national railway train, an inter-city train, a subway train, and the like, and thus may be replaced with a vehicle.

The following describes in detail a system switching method and apparatus for a dual-set vehicle device according to an embodiment of the present application with reference to the accompanying drawings.

Fig. 1 is a flow chart of a system switching method of a dual-set vehicle-mounted device provided in an embodiment of the present application. The system switching method of the dual-set vehicle-mounted device of fig. 1 may be executed by a train control system. As shown in fig. 1, the method for switching modes of the dual-set vehicle-mounted device specifically includes:

s101, when a train passes through the ground transponder equipment, receiving a switching control information packet sent by the ground transponder equipment, and executing analysis operation on the switching control information packet to obtain preset switching information;

s102, calculating the speed limit of the switching point by using the background equipment according to the switching information, and sending the speed limit of the switching point to the foreground equipment so that the foreground equipment can adjust the running speed of the train according to the speed limit of the switching point;

s103, the background equipment is utilized to send the current train control state information to the foreground equipment, so that the foreground equipment adjusts the train control state of the train according to the train control state information;

s104, responding to the confirmation operation of the switching confirmation information, and receiving a switching instruction sent by the foreground device or the background device by using the switching unit, so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction, thereby completing the system switching of the train.

Before describing the technical scheme of the embodiment of the application in detail, first, the whole implementation process and principle of the technical scheme of the application are described in detail. In consideration of the diversified demands of the urban railway and the technical challenges of switching different systems, the embodiment of the application provides a method for switching the systems of double sets of vehicle-mounted equipment, and the method aims to ensure that trains are switched between different systems stably and safely. The scheme specifically comprises the following contents:

1. system switching logic:

the core logic of the system switching can be borne by the CBTC vehicle-mounted equipment or the CTCS vehicle-mounted equipment. When the train travels to a particular location, the ground transponder device will send out a particular switch control packet, which may be referred to as the "ETCS-6 packet". The information packet has the following key parameters:

1) Resolution of distance length: this is a measure of the accuracy of the communication between the ground and the vehicle-mounted system and can be considered as the minimum unit of distance that can be identified.

2) Distance to system switching transition point: this parameter tells the train how far to switch modes.

3) System switching command: and guiding the train to carry out an actual instruction of system switching.

4) System switch point outside acknowledgement segment length: this is a safety parameter to ensure that the train has sufficient distance and time to switch confirmations. In practice, this is the distance from the advance notice point to the execution point.

2. Foreground and background device definition:

at any given time, the device currently controlling the train directly is referred to as a "head office device". And the device that will take over control after standby or switching is completed is referred to as the "background device".

3. Inter-device communication:

when the requirement of the system switching occurs, the background equipment starts to communicate with the foreground equipment. It sends the following key information to the foreground device:

1) Switch point reference transponder number: this is a unique identifier that is used to mark which transponder on the ground is the reference point for the system switch.

2) Distance from the switching point: this parameter tells the foreground device how far from the actual handoff.

3) Switching point speed limit: to ensure safety, this parameter provides a recommended or maximum speed at the switching point.

4) ATO control car level information: this is key information on how to perform an autopilot operation after a switch.

Through the communication and logic, the train can be accurately and safely switched between different systems, and meanwhile, the operation complexity of a driver and the possibility of errors are reduced. This method optimizes the operating efficiency of the train while ensuring safety and comfort of passengers.

In some embodiments, receiving a handoff control packet transmitted by a ground transponder device includes:

the ground transponder device is pre-configured with a switching control information packet, and when a train passes through the ground transponder device, the ground transponder device sends the switching control information packet to the foreground device and the background device.

Specifically, in the train system switching technology, in order to ensure that a train can be smoothly switched from one system to another system in the running process, a method for receiving a switching control information packet sent by a ground transponder device is designed in the embodiment of the application. Specific embodiments of the method may include the following:

the ground transponder device is preconfigured with a handover control packet associated with the system handover. These packets are designed to be activated when the train passes the transponder device and to be delivered to the on-board device of the train. As the train passes these preconfigured ground transponder devices during operation, the transponder devices are able to sense the presence of the train and activate the switch control packets therein.

The activated handover control packets are immediately sent to the foreground and background devices on the train. Thus, the key information about the upcoming system switch can be received, whether it is the device currently controlling the train or the device about to take over control.

After receiving the handover control information packet, the foreground device and the background device perform corresponding operations and preparations according to the information in the packet. For example, the foreground device may begin to slow down and the background device begins to initialize in preparation for an upcoming system switch.

Further, to secure the switching process, these ground transponder devices are designed to activate the switching control packets only when the train meets certain conditions, such as the speed, position, etc. of the train. In addition, the handover control packet may further include key information about a safety speed in a handover process, a recommended position of a system handover, and the like.

In some embodiments, performing a parsing operation on the handover control packet to obtain predetermined handover information includes:

and analyzing the switching control information packet by using foreground equipment or background equipment to obtain the resolution of the distance length, the distance between the train and the switching point, the system switching command, the length of a section confirmed outside the switching point, the number of the switching reference transponder and the distance between the switching point and the ground transponder equipment.

Specifically, when the train passes through the location equipped with the ground transponder device, the on-board foreground device or the background device will automatically receive the switch control packet sent by the ground transponder device, and start the parsing process. The following details of the parsing process of the handover control packet may specifically include the following:

After receiving the handover control packet, the foreground device or the background device automatically starts an parsing process to extract critical handover information from the packet. The key switching information is obtained through analysis, namely through the analysis process, the equipment can obtain the following preset switching information:

resolution of distance length: this information is used by the auxiliary device to accurately calculate the actual distance between the train and the switch point.

Distance of train from switching point: this information informs the precise distance of the train from the next system switch point.

System switching command: it is explicitly indicated which mode switch the device needs to make.

Outside of the switch point acknowledgement segment length: this information is used to determine the extra distance that the train needs to travel before entering the new system to ensure the stability of the switching process.

Switching reference transponder number: reference identification of the switch point is provided to assist the device in locating and confirming the switch point.

Distance between the switching point and the ground transponder device: this information helps the device to more accurately predict and schedule upcoming system switches.

Further, after the key information is obtained, the foreground device or the background device decides a specific process of the system switching according to the analyzed system switching command, and performs corresponding preparation work. For example, if the system switch command requires a switch from the CTCS system to the CBTC system, the device may begin initializing CBTC related parameters and procedures.

In some embodiments, calculating the switch point limit from the switch information using the background device includes:

the method comprises the steps of obtaining position information of a switching point to be reached by a train, determining the distance between the switching point and ground transponder equipment according to the position information of the switching point, obtaining a current braking curve of foreground equipment, wherein the current braking curve is used for representing the braking distance of the train at a specific speed, calculating the speed limit of the switching point by background equipment according to the distance between the switching point and the ground transponder equipment and the current braking curve, and inserting the speed limit of the switching point into the current braking curve of the foreground equipment.

Specifically, the background device calculates a switching point speed limit according to the distance from the switching point and the current braking curve, and sends the speed limit to the foreground device. The foreground device inserts a switching point speed limit in a self curve so as to ensure that the switching process does not trigger braking protection. The following details of the calculating process and logic of the switching point speed limit may include the following:

first, the background device first receives or detects specific location information of the upcoming handoff point. This may be achieved in a number of ways, for example by virtue of the fixed location of the ground transponder device and pre-set track information, or by receiving real-time location data from a front device or other sensor via wireless communication.

Further, the ground transponder device acts as a stationary device, the location of which is known in advance. The background device may calculate the distance between the upcoming switch point location and the known ground transponder device location by comparing the two locations.

Further, the braking profile provides the braking distance required by the vehicle at a particular speed. This is determined based on factors such as the mass of the vehicle, the coefficient of friction between the wheel set and the track, the current passenger situation, weather conditions, etc. The braking profile may be preset or dynamically adjusted based on real-time conditions. Background devices need to have the ability to access this information.

Further, using the above information, the backend device starts calculating the speed limit of the switching point. First, it looks at the braking curve and determines the maximum speed at which the vehicle can safely brake to a stop within the distance. This will ensure that when the vehicle reaches the switching point, it can be safely stopped before the ground transponder device if necessary. In order to increase the safety margin, a certain buffer distance is usually considered, i.e. the actual speed limit may be slightly lower than the calculated speed. Once the calculation is complete, the background device sends speed limit information for the switch point to the foreground device so that the driver or the autopilot system knows how much to slow down as approaching the switch point.

In some embodiments, the method for transmitting the current train control state information to the foreground device by using the background device, so that the foreground device adjusts the train control state of the train according to the train control state information, includes:

the background equipment sends the current ATO control state and the control level to the foreground equipment, and the foreground equipment adjusts the control state of the train according to the ATO control state and the control level so that the foreground equipment approaches the ATO control state and the control level to the background equipment according to the preset requirement.

Specifically, in order to realize smooth train control state switching of a train under double sets of on-board equipment, a method for transmitting and adjusting the train control state information from a background equipment to a foreground equipment is designed. The following describes the process of controlling the vehicle state information transmission and controlling the vehicle state adjustment in detail, which may specifically include the following:

the background equipment monitors the running state of the train in real time and captures the current ATO control state and the control level. Once the background device acquires the current ATO control status and control level, it will immediately send these information to the foreground device. The transfer process utilizes a high-speed, low-delay communication link to ensure that the foreground device receives the latest vehicle control state information in time.

Further, after receiving the ATO control state and the control level sent by the background equipment, the foreground equipment immediately starts a state adjustment algorithm. The algorithm can finely adjust the received ATO control state and control level according to the preset requirements of foreground equipment and the current comfort standard. The purpose of the adjustment is to bring the control state of the foreground device closer to the state of the background device, thereby ensuring a smooth, impact-free transition during the brake-type switching.

Further, to ensure occupant comfort, the state adjustment algorithm of the front end device may specifically take into account reducing shocks and vibrations that may occur during the switching process. In this way, not only is the safety of the train ensured, but also the comfort experience of the passengers is ensured.

In some embodiments, in response to an acknowledgment operation to handover acknowledgment information, the method includes:

after the foreground device and the background device receive the switching control information packet, the switching confirmation text is sent to the man-machine interaction device of the train according to the information, the switching confirmation text is popped up on the interface of the man-machine interaction device, so that a train driver confirms the switching confirmation text, and switching operation of the main control device is executed after confirmation.

Specifically, in order to ensure smooth and safe switching of train systems, the embodiment of the application also designs a switching confirmation mechanism based on a man-machine interaction Device (DMI). The following details of the implementation procedure of the handover confirmation mechanism may specifically include the following:

the foreground device and the background device respectively receive a switching control information packet, namely an ETCS-6 packet, sent by the ground transponder device on respective communication interfaces. In response to receiving the ETCS-6 packet, the CBTC onboard generates a particular text message, referred to as a "switch confirm text". The text is specifically designed for the driver and contains all important information related to the switching operation. And the CBTC vehicle-mounted equipment sends the generated switching confirmation text to a human-computer interaction equipment-DMI of the train. After receiving the confirmation text, the DMI creates a pop-up window on its interface to display the switch confirmation text to the train driver.

Further, after viewing the switch confirmation text in the popup window, there are two possible operations by the train driver: confirm or cancel. If the driver agrees and confirms the switching operation, the driver can execute the confirmation operation on the DMI interface; if the driver chooses not to switch, he can choose to cancel. Based on the driver's selection on the DMI, the CBTC in-vehicle device will respond. If the driver confirms the switching, the CBTC vehicle-mounted equipment immediately starts the system switching flow. However, if the driver chooses not to acknowledge, the switching process will be paused and the train will continue to run in the current format.

By the method of the embodiment, manual operation of a train driver and automatic operation of vehicle-mounted equipment are combined to realize system switching at necessary moments, and meanwhile, the method also provides the right for the driver to pause or cancel switching under specific conditions, so that the running safety and stability of the train are ensured.

In some embodiments, the switching unit switches the master control device of the train from the foreground device to the background device according to the switching instruction, including:

the switching unit receives output instructions from the foreground device and the background device, and judges that the vehicle-mounted device in the main control state is the foreground device according to the output instructions and the built-in switching control logic, and transmits the output instructions sent by the foreground device in the main control state to the train;

the switching control logic includes all output instruction combinations and determination results corresponding to the output instruction combinations.

Specifically, in order to meet the requirement of system switching of the vehicle-mounted equipment in the urban railway, the embodiment of the application further describes in detail how one switching unit responds to the output instruction, so as to determine the vehicle-mounted host which is currently in the master control state.

First, a switching control logic module is assembled inside the switching unit. The module can accurately read the output instruction from the vehicle-mounted host, and makes a decision according to the output instruction, namely the switching unit judges which system of the vehicle-mounted host is the main control equipment according to the received two paths of DO signals. The switching control logic is internally provided with a plurality of output instruction combinations and corresponding judging results so as to ensure that the system can accurately and rapidly respond to different instructions. The following describes the switching control logic of the embodiment of the present application in detail by taking the 3U relay switching unit as an example of the switching unit, and referring to the table, as shown in table 2 below.

Table 2 switching control logic table of 3u relay switching unit

In the embodiment of the application, a 3U relay switching unit is particularly selected as the switching unit. When this 3U relay switching unit receives the two DO signals, it will process according to the following rules, including for example the following processing logic:

when the DO signal is combined to 10 and 01, the switching unit will make the CTCS on-board host the master and transmit its output to the vehicle.

When the DO signals are combined to 10 and 00, 10 and 11, 10 and 10, the CTCS on-board host will also be the master and its output will be transmitted to the vehicle.

And when the DO signals are combined into 11 and 10, 00 and 10, and 01 and 10, the switching unit enables the CBTC on-board host to become a master device and transmit the output of the CBTC on-board host to the vehicle.

The VOBC in table 2 refers to a master on-board unit in the CBTC on-board host. In order to ensure the safety of the system, when the 3U relay switching unit receives other unexpected DO signal combinations, it selects the safety side as a determination result and issues an emergency braking instruction, thereby ensuring the safety of the vehicle. By this mechanism, the 3U relay switching unit can respond quickly to an abnormal situation and take appropriate safety measures.

Through the method of the embodiment, the embodiment of the application realizes the system switching among the urban railway vehicle-mounted equipment by combining the cooperation of the double sets of vehicle-mounted hosts and the 3U relay switching unit. The method not only simplifies the switching process, but also can ensure the switching accuracy, and also improves the safety and stability of the system.

In the embodiment of the present application, the process of switching between the CBTC on-board host and the CTCS on-board host is taken as an example, and in practical application, the communication flow adopted between the switching from CBTC to CTCS and the switching from CTCS to CBTC is not exactly the same. The following describes the communication flow in the two switching situations in detail with reference to the accompanying drawings, and fig. 2 is a schematic diagram of the communication flow for switching from the CTCS on-board host to the CBTC on-board host according to the embodiment of the present application. As shown in fig. 2, the communication flow related to the system switching method of the vehicle-mounted host includes the following contents:

after the driver confirms the grade switching, if the CBTC vehicle is in a background state, the system can trigger a series of operation flows to realize the system switching. The system switching DO output is effective in controlling the vehicle, namely the CBTC vehicle-mounted system outputs the system switching DO (system switching data output) as effective in controlling the vehicle. The DO signal is used to indicate the operating state of the system switch. The current device is sent to the DMI as a master signal, i.e. the CBTC vehicle system sends a message to the DMI (human-computer interaction device) identifying "the current device is master". This signal signals the DMI that the CBTC on-board system has now become the master of the train. And sending a switching command to the CTCS vehicle, wherein in order to complete the switching of the system, the CBTC vehicle-mounted system sends a system switching command to the CTCS vehicle. The CTCS in-vehicle device responds to the switch command, that is, when the CTCS in-vehicle device receives the switch command from VOBC (in-vehicle control computer), it performs the following operations: the output mode is switched DO to be invalid, and the current equipment is master control information sent to the DMI is marked as invalid. This means that the CTCS on-board device is no longer the master device of the train. Finally, the switching unit (the device responsible for processing the system switching) switches to the corresponding system output according to the received system DO combination state. For example, if the system DO combination status indicates to switch to CBTC, the switching unit will perform a corresponding operation to ensure that the train operates in CBTC system.

By means of the method, the system switching after the train driver confirms the switching is achieved by combining manual operation and automatic operation of the vehicle-mounted equipment, and stable and safe switching and running of the train are ensured. The system switching method has high flexibility and reliability, and can meet the requirements of modern railway traffic systems.

Fig. 3 is a schematic diagram of a communication flow for switching from a CBTC vehicle-mounted host to a CTCS vehicle-mounted host according to an embodiment of the present application. As shown in fig. 3, the communication flow related to the system switching method of the vehicle-mounted host includes the following contents:

in a typical application scenario, a high-speed rail or subway vehicle needs to switch between different signal systems, such as from a CBTC on-board host to a CTCS on-board host. The switching method relates to the communication flow of the vehicle-mounted host and the interaction with other related devices.

First, during the running of the vehicle, the driver confirms that the system switching is required. For example, when a vehicle enters a new operating region, a handoff from the CBTC system to the CTCS system may be required. When the driver confirms the grade switch, the system first detects whether the CBTC vehicle is in a foreground state. If the CBTC vehicle is in a foreground state, the system will automatically send a switch command to the CTCS vehicle.

Further, after the CTCS vehicle receives the CBTC vehicle-mounted switching command, it will respond and output a signal as valid to the system switching DO. Meanwhile, the CTCS vehicle-mounted device also sends a message to a driving display interface (DMI), and the current equipment is the master control field of the message is valid, so that a driver is prompted that the CTCS vehicle-mounted host has taken over the control of the vehicle.

In the process, after the CBTC vehicle receives the confirmation message of the CTCS vehicle, the CBTC vehicle outputs a signal for switching DO to be invalid of controlling the vehicle, and sends a message to the DMI, wherein the field of 'current equipment is a master control' of the message is invalid, so that a driver is informed that the CBTC vehicle-mounted host machine stops controlling the vehicle.

And finally, the switching unit automatically switches to the corresponding system output according to the received system DO combination state. For example, when the received system DO combination state is CBTC inactive and CTCS active, the switching unit will switch to CTCS output state.

In practical application, in order to further optimize and enrich the vehicle-mounted host system switching method, the embodiment of the application further provides the following two new communication mode schemes in combination with the previous technical scheme.

In the first communication scheme, the processing roles of the CTCS in-vehicle device and the CBTC in-vehicle device are interchanged. Specifically, the CTCS in-vehicle device is responsible for processing ETCS-6 packets. When receiving the ETCS-6 information package, the CTCS vehicle-mounted equipment analyzes the ETCS-6 information package and carries out forecast on a driving display interface (DMI). This forecast is to inform the driver of an upcoming system switch and prompt the driver to confirm.

Once the driver confirms, the rear vehicle will begin calculating the speed limit for the switch point. This calculation is to ensure that the train can run steadily during the braking changeover without any sudden braking. After this step is completed, the front truck-mounted device will be inserted into a speed limit point. The speed limiting point aims at ensuring that the train cannot output braking in the braking type switching process, and further ensuring that the ATO control train cannot generate train impulse due to the system switching.

In the second communication scheme, the CTCS and CBTC onboard devices both process ETCS-6 packets. This means that both devices can receive, parse and process the ETCS-6 packet. However, only the foreground device will advance notice and prompt driver confirmation on the DMI. Similar to the first scheme, once the driver confirms, the background calculates the speed limit of the switching point, and the foreground inserts the speed limit point to ensure that no brake is output and train impulse is prevented from being generated by the ATO control vehicle in the system switching process.

The two communication modes provide a stable and safe system switching method, and the stable operation of the train is ensured. In addition, the schemes also improve the flexibility of the system switching, and can be selected and applied according to the actual application requirements.

The following are device embodiments of the present application, which may be used to perform method embodiments of the present application. For details not disclosed in the device embodiments of the present application, please refer to the method embodiments of the present application.

Fig. 4 is a schematic structural diagram of a system switching device of a dual-set vehicle-mounted device according to an embodiment of the present application. As shown in fig. 4, the system switching device of the dual-set vehicle device includes:

a receiving module 401, configured to receive the switch control information packet sent by the ground transponder device when the train passes through the ground transponder device, and perform an analysis operation on the switch control information packet to obtain predetermined switch information;

a transmitting module 402 configured to calculate a switching point speed limit according to the switching information using the background device, and transmit the switching point speed limit to the foreground device, so that the foreground device adjusts the running speed of the train according to the switching point speed limit;

an adjustment module 403 configured to send current car control state information to the foreground device by using the background device, so that the foreground device adjusts the car control state of the train according to the car control state information;

and the switching module 404 is configured to receive a switching instruction sent by the foreground device or the background device by using the switching unit in response to the confirmation operation of the switching confirmation information, so that the switching unit switches the master control device of the train from the foreground device to the background device according to the switching instruction, thereby completing the system switching of the train.

In some embodiments, the receiving module 401 of fig. 4 pre-configures the handoff control packets in the ground transponder device that send the handoff control packets to the head office device and the back office device as the train passes the ground transponder device.

In some embodiments, the receiving module 401 of fig. 4 parses the handover control packet with a foreground device or a background device to obtain a resolution of a distance length, a distance between the train and the handover point, a system handover command, a handover point outside confirmation segment length, a handover reference transponder number, and a distance between the handover point and the ground transponder device.

In some embodiments, the sending module 402 of fig. 4 obtains location information of a switch point at which the train is about to arrive, determines a distance between the switch point and the ground transponder device based on the location information of the switch point, obtains a current braking curve of the front end device, the current braking curve is used to characterize a braking distance of the train at a specific speed, the back end device calculates a switch point speed limit based on the distance between the switch point and the ground transponder device and the current braking curve, and inserts the switch point speed limit into the current braking curve of the front end device.

In some embodiments, the adjustment module 403 of fig. 4 is further configured to send, by the background device, the current ATO control status and the control level to the foreground device, and the foreground device adjusts the control status of the train according to the ATO control status and the control level, so that the foreground device approaches the ATO control status and the control level to the background device according to a predetermined requirement.

In some embodiments, the switching module 404 of fig. 4 sends the switching confirmation text to the man-machine interaction device of the train according to the information received after the foreground device and the background device receive the switching control information packet, and pops up the switching confirmation text at the interface of the man-machine interaction device, so that the driver of the train confirms the switching confirmation text, and performs the switching operation of the master control device after confirmation.

In some embodiments, the switching module 404 of fig. 4 is further configured to receive an output instruction from the foreground device and the background device, where the switching unit determines, according to the output instruction and the built-in switching control logic, that the vehicle-mounted device in the master control state is the foreground device, and transmits the output instruction sent by the foreground device in the master control state to the train;

It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic of each process, and should not limit the implementation process of the embodiment of the present application in any way.

Fig. 5 is a schematic diagram of an electronic device 5 provided in an embodiment of the present application. As shown in fig. 5, the electronic apparatus 5 of this embodiment includes: a processor 501, a memory 502 and a computer program 503 stored in the memory 502 and executable on the processor 501. The steps of the various method embodiments described above are implemented by processor 501 when executing computer program 503. Alternatively, the processor 501, when executing the computer program 503, performs the functions of the modules/units in the above-described apparatus embodiments.

The electronic device 5 may be a desktop computer, a notebook computer, a palm computer, a cloud server, or the like. The electronic device 5 may include, but is not limited to, a processor 501 and a memory 502. It will be appreciated by those skilled in the art that fig. 5 is merely an example of the electronic device 5 and is not limiting of the electronic device 5 and may include more or fewer components than shown, or different components.

The processor 501 may be a central processing unit (Central Processing Unit, CPU) or other general purpose processor, digital signal processor (Digital Signal Processor, DSP), application specific integrated circuit (Application Specific Integrated Circuit, ASIC), field programmable gate array (Field-Programmable Gate Array, FPGA) or other programmable logic device, discrete gate or transistor logic device, discrete hardware components, or the like.

The memory 502 may be an internal storage unit of the electronic device 5, for example, a hard disk or a memory of the electronic device 5. The memory 502 may also be an external storage device of the electronic device 5, for example, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash Card (Flash Card) or the like, which are provided on the electronic device 5. Memory 502 may also include both internal storage units and external storage devices of electronic device 5. The memory 502 is used to store computer programs and other programs and data required by the electronic device.

It will be apparent to those skilled in the art that, for convenience and brevity of description, only the above-described division of the functional units and modules is illustrated, and in practical application, the above-described functional distribution may be performed by different functional units and modules according to needs, i.e. the internal structure of the apparatus is divided into different functional units or modules to perform all or part of the above-described functions. The functional units and modules in the embodiment may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit, where the integrated units may be implemented in a form of hardware or a form of a software functional unit.

The integrated modules/units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a readable storage medium (e.g., a computer readable storage medium). Based on such understanding, the present application implements all or part of the flow in the methods of the above embodiments, or may be implemented by a computer program to instruct related hardware, and the computer program may be stored in a computer readable storage medium, where the computer program may implement the steps of the respective method embodiments described above when executed by a processor. The computer program may comprise computer program code, which may be in source code form, object code form, executable file or in some intermediate form, etc. The computer readable storage medium may include: any entity or device capable of carrying computer program code, a recording medium, a U disk, a removable hard disk, a magnetic disk, an optical disk, a computer Memory, a Read-Only Memory (ROM), a random access Memory (Random Access Memory, RAM), an electrical carrier signal, a telecommunications signal, a software distribution medium, and so forth.

The above embodiments are only for illustrating the technical solution of the present application, and are not limiting thereof; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present application, and are intended to be included in the scope of the present application.

Claims

1. The system switching method of the double-set vehicle-mounted equipment is characterized by comprising the following steps of:

when a train passes through the ground transponder equipment, receiving a switching control information packet sent by the ground transponder equipment, and executing analysis operation on the switching control information packet to obtain preset switching information;

calculating the speed limit of a switching point by using background equipment according to the switching information, and sending the speed limit of the switching point to foreground equipment so that the foreground equipment can adjust the running speed of a train according to the speed limit of the switching point;

the background equipment is utilized to send current train control state information to the foreground equipment, so that the foreground equipment adjusts the train control state of the train according to the train control state information;

and responding to the confirmation operation of the switching confirmation information, and receiving a switching instruction sent by the foreground device or the background device by using a switching unit so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction to finish the system switching of the train.

2. The method of claim 1, wherein said receiving a handoff control packet transmitted by said ground transponder apparatus comprises:

The switching control information packet is preconfigured in the ground transponder equipment, and when a train passes through the ground transponder equipment, the ground transponder equipment sends the switching control information packet to the foreground equipment and the background equipment.

3. The method of claim 1, wherein performing a parsing operation on the handover control packet to obtain predetermined handover information comprises:

and analyzing the switching control information packet by using the foreground equipment or the background equipment to obtain the resolution of the distance length, the distance between the train and the switching point, the system switching command, the length of a confirmation section outside the switching point, the number of the switching reference transponder and the distance between the switching point and the ground transponder equipment.

4. A method according to claim 3, wherein calculating a switch point limit from the switch information using a background device comprises:

5. The method of claim 1, wherein the transmitting, by the background device, current control state information to the foreground device to cause the foreground device to adjust a control state of the train according to the control state information comprises:

the background equipment sends the current ATO car control state and car control level to the foreground equipment, and the foreground equipment adjusts the car control state of the train according to the ATO car control state and the car control level so that the foreground equipment approaches the ATO car control state and the car control level to the background equipment according to preset requirements.

6. The method of claim 1, wherein said responding to the confirmation operation of the handover confirmation information comprises:

after the foreground device and the background device receive the switching control information packet, sending a switching confirmation text to the man-machine interaction device of the train according to the information, popping up the switching confirmation text on the interface of the man-machine interaction device, so that a train driver confirms the switching confirmation text, and executing switching operation of the main control device after confirmation.

7. The method according to claim 1, wherein the switching unit switches the master device of the train from the front end device to the back end device according to the switching instruction, comprising:

The switching unit receives output instructions from the foreground device and the background device, and judges that the vehicle-mounted device in the main control state is the foreground device according to the output instructions and built-in switching control logic, and transmits the output instructions sent by the foreground device in the main control state to a train;

the switching control logic comprises all output instruction combinations and judging results corresponding to the output instruction combinations.

8. The system switching device of the double-set vehicle-mounted equipment is characterized by comprising:

the receiving module is configured to receive a switching control information packet sent by the ground transponder equipment when a train passes through the ground transponder equipment, and execute analysis operation on the switching control information packet to obtain preset switching information;

the sending module is configured to calculate the speed limit of the switching point by using the background equipment according to the switching information, and send the speed limit of the switching point to the foreground equipment so that the foreground equipment can adjust the running speed of the train according to the speed limit of the switching point;

the adjustment module is configured to send the current train control state information to the foreground equipment by utilizing the background equipment so as to enable the foreground equipment to adjust the train control state of the train according to the train control state information;

And the switching module is configured to respond to the confirmation operation of the switching confirmation information, and receive a switching instruction sent by the foreground device or the background device by using a switching unit so that the switching unit switches the main control device of the train from the foreground device to the background device according to the switching instruction to finish the system switching of the train.

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, characterized in that the processor implements the method of any one of claims 1 to 7 when executing the computer program.

10. A computer readable storage medium storing a computer program, characterized in that the computer program when executed by a processor implements the method according to any one of claims 1 to 7.