CN117601935B - Automatic driving system of cluster train - Google Patents
Automatic driving system of cluster train Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/10—Operations, e.g. scheduling or time tables
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/40—Handling position reports or trackside vehicle data
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/70—Details of trackside communication
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Abstract
The application provides an automatic driving system of a cluster train. Comprising the following steps: a central server and at least three vehicle-mounted autopilot devices; the central server is used for receiving train running state data and train running plan information sent by each train in the cluster, performing deep learning on the train running state data, calculating line data and train performance data, and calculating a train running track of each train by combining the train running plan information; according to the train running state data and the train performance data, calculating an automatic speed adjustment parameter of the train; and the vehicle-mounted automatic driving equipment is used for performing track control operation and speed control operation on the train, and automatically switching to control the train running track calculated by the vehicle-mounted automatic driving equipment when the train running track issued by the central server is not received due to communication interruption or overtime between the vehicle-mounted automatic driving equipment and the central server. The train running track calculation mode is more optimized and accurate, and the flexibility and the efficiency of the system are improved.
Description
Technical Field
The application relates to the technical field of automatic train driving systems, in particular to a cluster train automatic driving system.
Background
The automatic train driving system is widely applied to high-speed rail and subway systems as a key part of a railway train control system. Its main advantages include less fatigue of driver, high operating efficiency and low energy consumption. The core of the system is a vehicle-mounted ATO (Automatic Train Operation) system which mainly realizes automatic speed adjustment, vehicle door control and other key operations such as vehicle buckling, jump stopping and automatic departure. Among these functions, the automatic speed control function (ASC) is particularly important, involving accurate calculation of the target speed and automatic speed adjustment.
In the current ASC system, the target speed calculation is divided into an offline mode and an online mode. The off-line calculation mode calculates the optimal running track according to the line condition, the train performance and the running time, and has the advantages that the calculated track is not limited by the calculation capability and the real-time performance of the CPU, but lacks flexibility, and cannot respond to the running adjustment in real time. In contrast, although the online calculation mode is flexible, the online calculation mode is limited by real-time performance and CPU capability, and an optimal track cannot be obtained.
Therefore, the existing target speed calculation method cannot perfectly meet the requirement of the automatic train driving system, and contradiction exists between flexibility and calculation efficiency. Therefore, there is an urgent need for a new automatic train driving system that combines the advantages of these two calculation modes to achieve more optimal train movement trajectory calculation.
Disclosure of Invention
In view of the above, the embodiment of the application provides an automatic driving system of a cluster train, which solves the problems of the prior art that the calculation of the train running track has contradiction between flexibility and calculation efficiency and the calculation mode of the train running track is not optimized and accurate enough.
The embodiment of the application provides an automatic driving system of a cluster train, which comprises the following components: a central server and at least three vehicle-mounted autopilot devices; the central server is used for receiving train running state data and train running plan information sent by each train in the cluster, performing deep learning on the train running state data, calculating line data and train performance data, and calculating a train running track of each train by utilizing a multi-objective optimization algorithm based on the line data, the train performance data and the train running plan information; according to train running state data and train performance data corresponding to the train, calculating an automatic speed adjustment parameter of the train; transmitting the train running track and the automatic speed adjustment parameters to the vehicle-mounted automatic driving equipment of the train; and the vehicle-mounted automatic driving equipment is used for executing track control operation and speed control operation on the train according to the train running track and the automatic speed adjustment parameter, and automatically switching to the train running track calculated by the vehicle-mounted automatic driving equipment for control when the communication with the central server is interrupted or the train running track issued by the central server is not received over time.
The above at least one technical scheme adopted by the embodiment of the application can achieve the following beneficial effects:
Through the central server and at least three vehicle-mounted automatic driving devices; the central server is used for receiving train running state data and train running plan information sent by each train in the cluster, performing deep learning on the train running state data, calculating line data and train performance data, and calculating a train running track of each train by utilizing a multi-objective optimization algorithm based on the line data, the train performance data and the train running plan information; according to train running state data and train performance data corresponding to the train, calculating an automatic speed adjustment parameter of the train; transmitting the train running track and the automatic speed adjustment parameters to the vehicle-mounted automatic driving equipment of the train; and the vehicle-mounted automatic driving equipment is used for executing track control operation and speed control operation on the train according to the train running track and the automatic speed adjustment parameter, and automatically switching to the train running track calculated by the vehicle-mounted automatic driving equipment for control when the communication with the central server is interrupted or the train running track issued by the central server is not received over time. The train running track calculation mode is more optimized and accurate, and the flexibility and the efficiency of the system are improved.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic diagram of an overall structure of a cluster train autopilot system according to an embodiment of the present application;
FIG. 2 is a schematic diagram of a communication architecture between a CTC/ATS and a central server according to an embodiment of the present application;
fig. 3 is a schematic diagram of a communication architecture between a central server and a vehicle-mounted 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 the particular system architecture, 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 automatic train driving system is an important component of a railway train control system, has the advantages of reducing the driving fatigue strength of drivers, improving the operation efficiency, reducing the energy consumption of train operation and the like, and has become conventional configuration in high-speed rail and subway train control systems.
At present, an automatic train driving system mainly refers to a vehicle-mounted ATO (Automatic Train Operation) system, and the main functions comprise automatic speed adjustment, automatic control of a vehicle door, vehicle buckling, jump stopping, automatic departure and the like. The function with the highest technical content is an automatic speed adjusting function, namely ASC (Automatic Speed Control) function.
The most central in ASC is the target speed calculation function and the speed automatic adjustment function. The target speed calculating function is used for calculating the target speed and the target point of the ASC current control vehicle according to the current speed of the train, the target point, the interval running time, the line condition and the like; the speed automatic adjusting function is to carry out traction braking control according to the current speed, traction braking state, line condition, target speed and target point of the train so that the train runs according to the target speed and target.
Currently, the main stream target speed calculation function is divided into an offline calculation mode and an online calculation mode. And calculating the optimal train running track in an off-line calculation mode, namely calculating the optimal train running track on line according to the line conditions, the train traction braking capability, the interval running time and the like. The off-line calculation mode has the advantages that the off-line calculation mode is not limited by CPU (Center Process Unit) calculation capability and real-time requirements, so that the optimal running track under any fixed limiting condition can be calculated; the method has the defect of inflexibility and incapability of carrying out real-time adjustment on line according to the operation adjustment command in real time. The online calculation mode has the advantages of being capable of calculating the target speed online and good in flexibility; the disadvantage is that the optimal running track cannot be calculated due to the real-time performance and the calculation capability of the CPU.
In summary, both off-line and on-line computing methods have respective advantages and disadvantages, and cannot perfectly meet the requirement of target speed computing.
In view of the above problems in the prior art, the present application provides an automatic driving system for a cluster train. The system gathers the running data of each train to the ATO center for deep learning, establishes an accurate line database and a train performance database, calculates the optimal running track of the train according to the running time of the train section, energy conservation and other requirements, calculates ASC control parameters of each train, and realizes on-line self-adaptive parameter adjustment. The application not only can make up the short board with real-time performance and CPU computing capacity in the online computing mode, but also can correct the actual condition of the line by adopting the deep learning mode according to the information collected by all the trains on line, thereby ensuring that the optimal running track of the computed train is more optimized and accurate than that of the offline computing mode.
The cluster train automatic driving system mainly comprises the following contents: designing a cluster train automatic driving system architecture; the function design of a central server of the cluster train automatic driving system; the function design of the vehicle-mounted equipment of the cluster train automatic driving system; the interface design of the automatic driving system of the cluster train and the existing train control system; and designing an interface between the central server of the cluster train automatic driving system and the vehicle-mounted equipment.
The clustered train autopilot system consists essentially of a central server and onboard equipment on each train, and optionally the central server may be communicatively coupled to CTC (Centralized Traffic Control System) or ATS (Automatic Train Supervision) in existing train autopilot systems. The following describes the structure of the cluster train autopilot system related in the actual scenario of the present application with reference to the accompanying drawings and specific embodiments. Fig. 1 is a schematic diagram of an overall structure of a group train autopilot system according to an embodiment of the present application, and as shown in fig. 1, the group train autopilot system may specifically include the following contents:
Firstly, a central server establishes communication connection with an on-board automatic driving device (ATO) through wireless communication and is responsible for collecting operation data and operation plan information of all trains on a line. The central server deeply learns the operation data of each train through big data, and calculates parameters such as resistance conditions of each position on the line, traction braking performance of each train and the like.
In practical application, if an interface exists between the central server and the CTC/ATS, operation plan information of each train is obtained from the CTC/ATS, and an optimal operation track is calculated for each train. If there is no interface between the central server and the CTC/ATS, the central server calculates the optimal running track for the train according to the running plan information sent by the train.
And secondly, the vehicle-mounted automatic driving equipment, namely vehicle-mounted ATO equipment (simply called vehicle-mounted equipment) establishes communication connection with the central server and the CTC/ATS through wireless communication, can control the train speed according to the optimal train running track issued by the central server, and can calculate the train running track on line according to the operation plan information issued by the CTC/ATS to control the train speed. In practical application, the vehicle-mounted automatic driving device performs train control by preferentially using the train running track calculated by the central server.
In addition, CTC/ATS is used as an operation traffic command center to assist the dispatcher in making an operation plan and supervising the execution of the plan. The business content comprises the following three main aspects: planning, monitoring and adjustment, and in addition includes auxiliary functions such as statistical analysis, maintenance of the vehicle section, etc. In the embodiment of the application, the CTC/ATS is not part of the automatic driving system of the cluster train, and an interface between the CTC/ATS and the central server is an optional interface, so that the automatic driving system of the cluster train can be realized on the basis of not damaging the architecture of the existing train control system.
It should be noted that CTC (Centralized Traffic Control System), i.e., a centralized traffic control system, is one type of railway signaling system. The CTC system is mainly used for railway traffic management and can realize centralized control and monitoring on a railway line. The system is mainly deployed in a dispatching center in a centralized way, and is operated and monitored by professionals, so that railway transportation is safer and more efficient. The CTC system mainly includes the following functions:
1) Train scheduling management: the CTC system can implement centralized dispatch management of train operation, including operation planning, routing, and time adjustment of trains.
2) And (3) signal control: through controlling the signal equipment along the line, the CTC system can manage the running state of the train, and the train is ensured to run according to the specified driving sequence and time interval.
3) Track occupation monitoring: the system monitors the occupancy of the track to prevent train collisions and to ensure safe spacing.
4) Fault detection and alarm: the CTC system has fault detection and alarm functions, can monitor the states of signals, tracks and other key equipment in real time, and immediately gives an alarm once abnormality occurs.
5) Data recording and analysis: the system records various data of train operation for subsequent analysis and optimization.
6) Remote operation: CTC systems allow a dispatcher to remotely manipulate the track and signal equipment at the center, improving work efficiency.
7) Information transfer and communication: the system can realize communication with trains, stations and the like, and transfer running instructions and state information.
Further, ATS (Automatic Train Supervision) is an automatic train monitoring system, and the ATS system mainly includes the following functions:
1) Train scheduling and management: the ATS is responsible for scheduling and managing trains, ensuring that the trains are operated as planned.
2) And (3) real-time monitoring: real-time position and state information of the train is provided, and safety and efficiency of train operation are ensured.
3) Issuing a command: and sending various instructions, such as a train awakening or sleep command, so as to ensure that the train runs as required.
4) Fault response and handling: providing the necessary response and processing guidance in the event of a failure.
Compared with a common automatic train driving system, the automatic train driving system is additionally provided with the central server, is used for collecting train operation data, and performs data deep learning through strong calculation capability of the central server, so that accurate calculation of line data and train performance data is realized, and the optimal operation track is calculated for each train to guide the vehicle-mounted equipment to control the train speed. Meanwhile, the vehicle-mounted automatic driving equipment maintains the original capability of calculating the train running track on line, and achieves the purpose of redundancy backup.
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 by a vehicle.
The structure and functions of the group train autopilot system according to the embodiment of the present application will be described in detail based on the overall structure of the group train autopilot system according to the foregoing embodiment. A clustered train autonomous driving system comprising: a central server and at least three vehicle-mounted autopilot devices;
The central server is used for receiving train running state data and train running plan information sent by each train in the cluster, performing deep learning on the train running state data, calculating line data and train performance data, and calculating a train running track of each train by utilizing a multi-objective optimization algorithm based on the line data, the train performance data and the train running plan information; according to train running state data and train performance data corresponding to the train, calculating an automatic speed adjustment parameter of the train; transmitting the train running track and the automatic speed adjustment parameters to the vehicle-mounted automatic driving equipment of the train;
And the vehicle-mounted automatic driving equipment is used for executing track control operation and speed control operation on the train according to the train running track and the automatic speed adjustment parameter, and automatically switching to the train running track calculated by the vehicle-mounted automatic driving equipment for control when the communication with the central server is interrupted or the train running track issued by the central server is not received over time.
In practical application, the central server mainly comprises the following functions:
1) Communication function with vehicle-mounted automatic driving equipment
The center server has a communication function with the on-vehicle automatic driving devices of the respective trains. The central server sends train running track information to the vehicle-mounted automatic driving equipment, and the vehicle-mounted automatic driving equipment sends train running data, operation plan information, ATP speed limit and other information to the central server. In practical application, 1 center server can guarantee to connect simultaneously not less than 40 car-mounted automatic driving equipment.
2) Communication function with CTC/ATS
The central server has a communication function with CTC/ATS. The CTC/ATS transmits operation plan information of each train to a central server, and the central server transmits heartbeat information to the CTC/ATS to maintain communication connection check between the two devices.
3) Line data calculation function
The central server can calculate the line resistance of the position by adopting data deep learning according to the train running information sent by each train at the same position, so that the error of a line database is reduced, and the calculation accuracy of the train running track is improved.
4) Train performance calculation function
The central server can calculate information such as traction braking performance, basic resistance characteristics and the like of each train according to train operation information sent by each train and combining line data, so that vehicle data errors are reduced, and train operation track calculation accuracy is improved.
5) Optimal train running track calculation function
The central server can calculate the optimal train running track for each train by adopting a multi-objective optimization algorithm according to the line data, the train performance data and the operation plan information.
6) ASC control vehicle parameter calculation function
The central server can calculate ASC control parameters for the vehicle-mounted automatic driving equipment of each train in real time according to the train performance change, so that online real-time parameter adjustment is realized, and the self-adaptive adjustment function of the ASC control parameters is realized.
In some embodiments, the central server is to:
According to train running state data sent by each train at the same position, calculating the corresponding line resistance of each position on the line by using a data deep learning method;
and calculating traction braking performance information and basic resistance characteristic information corresponding to each train according to the train running state data and the line data of each train.
Specifically, one of the main functions of the central server is to analyze train operation state data transmitted from each train at the same location using a data deep learning technique. This approach allows the central server to accurately calculate the line resistance for each location on the line. By aggregating and analyzing data from different trains, the server is able to identify the drag pattern for a particular location, which is more accurate and dynamic than traditional route database methods. This refined resistance analysis helps to reduce errors in trajectory calculation, thereby making train operation more efficient and safe.
Further, the center server may also calculate traction braking performance and basic resistance characteristic information per train based on the operating state data received from each train and the existing line data. This process involves real-time analysis of large amounts of dynamic data in order to accurately understand the performance per train under specific line conditions. The calculation not only improves the understanding of the running state of the train, but also reduces the error of the vehicle data, so that the calculation of the running track of the train is more accurate.
By the method of the above embodiment of the present application, these advanced data processing and analysis functions of the central server enable dynamic adjustment of the train track to accommodate changing line and vehicle conditions. The method not only improves the operation efficiency, but also enhances the adaptability and the safety of the system.
In some embodiments, the central server is further configured to:
Establishing a line database and a train performance database, storing line resistance corresponding to each position on a line in the line database, and storing traction braking performance information and basic resistance characteristic information corresponding to a train in the train performance database.
Specifically, the central server of the cluster train autopilot system not only processes and analyzes train operation data, but also is responsible for building and maintaining two key databases: line databases and train performance databases. The establishment and updating of the databases are used for improving the accuracy of train running track calculation and the overall running efficiency of the system.
Further, the central server first collects data from the running trains regarding route conditions, such as speed, traction, braking conditions, etc., at each location. Using advanced data analysis techniques, such as deep learning, the central server analyzes the data to identify specific resistance characteristics for each location on the line. Finally, the line resistance data from the analysis is stored in a line database. The line database is continuously updated along with the continuous collection and analysis of new data, so that the timeliness and the accuracy of the information are ensured.
Further, the central server processes the collected train operation state data to calculate the traction braking performance and the basic resistance characteristic of each train. The calculation takes into account various factors such as the weight of the train, the efficiency of the braking system and the dynamic behavior at different speeds. And finally, accurately recording the calculated train performance parameters in a train performance database. The train performance database is also updated periodically according to the new operating data to reflect real-time changes in train performance.
In practical application, the vehicle-mounted automatic driving device mainly comprises the following functions:
The on-board equipment (i.e., the on-board ATO equipment) is an execution part of the cluster train autopilot system. Besides the existing vehicle-mounted ATO function, the vehicle-mounted equipment is additionally provided with the following functions:
1) Communication function with central server
The in-vehicle apparatus has a communication function with the center server. The vehicle-mounted device transmits train operation data, operation plan information, ATP speed limit and other information to the central server.
2) Train running track use switching function
The vehicle-mounted equipment controls the train by preferentially using the train running track calculated by the central server, and when the train running track is not received due to the connection interruption or overtime (such as 6 seconds) with the central server, the vehicle-mounted equipment controls the train by adopting the train running track calculated by the vehicle-mounted equipment.
In some embodiments, the in-vehicle autopilot device is to:
Transmitting train running state data, train operation plan information and ATP speed limit information to a central server through wireless communication;
when the vehicle-mounted automatic driving equipment is in communication connection with the central server, track control is carried out on the train by utilizing the train running track issued by the central server;
when the communication connection between the vehicle-mounted automatic driving equipment and the central server is interrupted or the time for receiving the train running track exceeds the preset time, the vehicle-mounted automatic driving equipment is utilized to calculate the train running track on line according to the train running state data and the train running plan information, and the train running track obtained by the on-line calculation is utilized to control the train running track.
Specifically, the vehicle-mounted automatic driving device exchanges data with the center server through a wireless communication technology. This includes transmitting real-time running state data of the train, operation plan information of the train, and ATP (automatic train protection) speed limit information. These data are extremely important to the central server as they are used to calculate and optimize the train's trajectory and to ensure that the train complies with safe and efficient operating standards.
Under normal operating conditions, the vehicle-mounted device receives and applies the train running track issued by the central server when the vehicle-mounted device and the central server maintain stable communication connection. This enables the train to run on a precisely calculated and optimized trajectory, thereby improving the running efficiency and ensuring safety. The vehicle-mounted automatic driving equipment is responsible for adjusting the running state of the train in real time in the process so as to accord with the track instruction provided by the server.
However, if the communication connection between the in-vehicle automatic driving apparatus and the center server is interrupted or the train running track issued by the center server is not received within a preset time, the in-vehicle apparatus automatically switches to the autonomous running mode. In this mode, the on-board device will calculate the appropriate train track on-line by itself using the internal algorithm and stored operating parameters, based on the current train operating state and operating schedule information. Then, the method can control the track of the train according to the self-calculated tracks, so as to ensure that the train can safely and effectively run even if the communication is interrupted.
By the method of the embodiment of the application, the self-adaptive capacity enables the vehicle-mounted automatic driving equipment to operate efficiently under normal conditions, and also ensures the safe and continuous operation of the train under the condition that the central server cannot provide support. The reliability and the flexibility of the automatic driving system of the cluster train are obviously improved, and stable operation under various environments is ensured. In this way, the on-board autopilot device plays a vital role in the trunked train autopilot system.
In some embodiments, the clustered train autonomous system further comprises:
The centralized traffic control system or the automatic train monitoring system is used for sending train operation plan information to the vehicle-mounted automatic driving equipment and sending the train operation plan information to the central server; and receiving the heartbeat information sent by the central server, and performing communication connection check according to the heartbeat information.
Specifically, in the present embodiment, the clustered train autonomous system includes a centralized traffic control system (CTC) or an automatic train monitoring system (ATS), which interact with an on-board autonomous device and a center server to optimize operation management and communication efficiency of the train.
Further, CTC or ATS systems are mainly responsible for transmitting train operation plan information to the on-board autopilot device and the center server. So that the central server can adjust and optimize the running track of the train according to the real-time operation plan.
Further, CTC/ATS also receives heartbeat information from a central server, which is a periodically transmitted signal used to confirm and maintain the stability and reliability of the communication connection. With this heartbeat information, the CTC/ATS can continuously monitor and ensure a communication connection with the central server.
Further, the center server not only receives train operation plan information from CTC/ATS, but also periodically transmits heartbeat information to CTC/ATS. This bi-directional communication mechanism ensures the synchronization of information and the stability of communication between the two systems.
The train operation plan information provided by CTC or ATS to the central server is important to ensure that the train operation track is consistent with the actual operation plan. The method is beneficial to the center server to accurately calculate and adjust the running track of the train, and improves the operation efficiency and the response speed. Through heartbeat information, the system is able to monitor and maintain the communication connection between CTC/ATS and the central server, which is critical to the continuous operation and security of the system. The system improves the coordination and efficiency of the train running as a cluster through centralized control and automatic monitoring, and ensures the smoothness and reliability of the whole operation.
By the method of the embodiment of the application, the integration of the CTC/ATS in the embodiment promotes the operation management efficiency and the communication reliability of the cluster train automatic driving system, and ensures the high efficiency and the safety of train operation. By the mode, the system can better cope with various operation conditions, and the operation efficiency of the whole railway network is improved.
In some embodiments, a communication system structure of a layered model is adopted between the central server and the centralized traffic control system or the automatic train monitoring system, and a periodic communication mode is adopted for information exchange; and when the application layers of the two communication parties do not receive the application data information sent by the other party within the preset time, judging that the communication is interrupted.
Specifically, in the communication architecture of the present application, the communication between the central server and the CTC/ATS is divided into different tiers, each tier being responsible for handling specific types of data and communication tasks. The layered design helps to break down the complex communication process into simpler, more manageable parts, improving the efficiency and reliability of the overall communication system.
Further, the information exchange between the central server and the CTC/ATS adopts a periodic communication mode. This means that the data transmission takes place at regular time intervals, thereby ensuring timely updating and synchronization of the information. For example, the transmission period of the center server is set to T CSCycle (e.g., 1000 ms), and the transmission period of CTC/ATS is set to T ATSCycle (e.g., 1000 ms). These cycle parameters are configurable, allowing the system to be adjusted according to actual operating requirements.
Further, in order to maintain the stability and reliability of communication, the present embodiment sets an explicit communication interruption determination mechanism. If the central server does not receive any application layer data of the CTC/ATS for more than a preset time T CStimeout (e.g., 6000 ms), or the CTC/ATS does not receive application layer data of the central server for more than a time T ATStimeout, the system will determine that the communication is interrupted. This decision mechanism helps to identify and respond to potential communication problems in a timely manner, ensuring that the system can take steps quickly to resume normal operation.
By the method of the above-described embodiments of the present application, the communication architecture of the hierarchical model provides an efficient and secure way to handle complex communication requirements between a central server and CTC/ATS. The periodic communication mode ensures the real-time performance and the synchronism of the information, and simultaneously ensures the communication process to be more stable and reliable. By means of an explicit communication interruption determination mechanism, the system can quickly identify communication faults, and therefore operation interference caused by communication problems is reduced.
In some embodiments, multiple logical connections are established between the central server and the centralized traffic control system or the automatic train monitoring system, each logical connection transmitting the same data, according to the IP address configured by the interface between the central server and the centralized traffic control system or the automatic train monitoring system.
In particular, the communication mechanism between the central server of the clustered train autonomous driving system and the centralized traffic control system (CTC) or the automatic train monitoring system (ATS) is designed to establish a plurality of logical connections to ensure reliability and redundancy of data transmission. The number of these logical connections depends on the number of IP addresses of the interface configuration.
Further, the system establishes a corresponding number of logical connections based on the number of IP addresses configured by the interface between the CTC/ATS and the central server. For example, when using 2 IP address configurations, two logical connections are established; if 4 IP address configurations are adopted, eight logical connections are established. On these logical connections, the same data is sent to ensure the integrity and reliability of the information. That is, each logical connection carries the same key information, such as train operation data, operation plan information, etc.
By the method of the above embodiment of the present application, the system increases data redundancy by transmitting the same data over multiple logical connections, thereby improving the reliability of communication. Even if one or more logical connections fail, the other connections can still guarantee the complete transmission of data. The provision of multiple logical connections enhances the communication robustness of the system, and the system remains stable even when problems are encountered with certain connections. By adjusting the IP address configuration, the system can flexibly increase or decrease the number of logic connections, and adapt to different communication requirements and network conditions.
The interface design of the automatic driving system of the cluster train and the existing train control system is described in detail below with reference to the accompanying drawings and embodiments in specific application scenarios. Fig. 2 is a schematic diagram of a communication architecture between CTC/ATS and a central server according to an embodiment of the present application, as shown in fig. 2, the communication architecture between CTC/ATS and the central server may specifically include the following contents:
If an interface is configured between a central server of the cluster train automatic driving system and the CTC/ATS, a layering model is adopted by a safety communication system structure of the CTC/ATS and the central server; the information exchange between the central server and the CTC/ATS adopts a periodic communication mode.
The central server transmission period is T CSCycle (e.g. 1000 ms), and the CTC/ATS transmission period is T ATSCycle (e.g. 1000 ms). The central server does not receive any application data information of the opposite application layer within a time period exceeding T CStimeout (such as 6000 ms), i.e. determines that communication is interrupted. The CTC/ATS does not receive any application data information of the counterpart application layer within a time exceeding T ATStimeout (e.g., 6000 ms), i.e., determines that communication is interrupted.
In one example, each application layer message is no more than 1000 bytes in length. When the CTC/ATS whole network shutdown and the interface of the central server adopt 2IP configuration, two parties establish two logic connections, and the two logic connections both send the same data; when the CTC/ATS whole network shutdown and the interface of the central server adopt 4IP configuration, eight logic connections are established by both sides, and the same data are sent on the eight logic connections.
Further, each information has an information header in the same format, and the information header is shown in table 1.
Table 1 CTC/ATS frame header for communication with central server
The format version number indicates a version of the information body format, for example, the present version protocol format version number may be 1. The configuration data version number represents the configuration data version of each variable position in the user data domain agreed by the central server and the CTC/ATS communication parties in the information body. When the format version changes, the configuration data version also changes; configuration data version changes do not necessarily represent changes in format version.
TABLE 2 CTC/ATS and Central Server information type
Table 3 below provides the information frame format of the train operation plan information that CTC/ATS transmits to the center server.
Table 3 train operation plan information frame
Table 4 below provides the information frame format of the timing information that CTC/ATS sends to the central server.
TABLE 4 timing information frame
Table 5 below provides the information frame format of heartbeat information sent by CTC/ATS to the central server.
Table 5 heartbeat information frame
In some embodiments, a communication system structure of a layered model is adopted between the vehicle-mounted automatic driving equipment and the central server, and a periodic communication mode is adopted for information exchange; and when the application layers of the two communication parties do not receive the application data information sent by the other party within the preset time, judging that the communication is interrupted.
Specifically, the communication architecture between the vehicle-mounted autopilot device and the central server is designed as a hierarchical model, and information exchange is performed in a periodic communication manner. Such structures and methods enhance the communication efficiency and stability of the system, particularly in dynamic and complex rail transportation environments.
Further, in this architecture, the communication tasks are divided into different tiers, each tier handling a particular type of data and communication tasks. Such a design helps to simplify the complex communication flow and improve the data processing efficiency. For example, the bottom layer may be responsible for the basic functions of physical connections and data transfer, while the higher layers may handle more complex tasks of data encoding and decoding, information synchronization, etc.
Further, information exchange between the central server and the vehicle-mounted automatic driving equipment is performed by adopting a periodic transmission mode. For example, the transmission period of the center server is set to T CSOCycle (e.g., 1000 ms), and the transmission period of the in-vehicle device is set to T OBCycle (e.g., 250 ms). These cycle parameters are configurable to accommodate different operating requirements and network conditions. The periodic communication ensures the timely updating and synchronization of data, reduces the delay and redundancy of information transmission and improves the communication efficiency.
Further, if the center server does not receive the application layer data of the vehicle-mounted device within more than T CSOtimeout (e.g., 6000 ms), or the vehicle-mounted device does not receive the application layer data of the center server within more than T OBtimeout, it is determined that the communication is interrupted. The overtime judging mechanism is helpful for the system to identify the communication problem in time, so that the normal communication can be restored by taking measures rapidly.
In a high-speed moving train environment, the communication system structure and the periodic communication mode ensure smooth, real-time and reliable information. In areas of unstable communication, this design increases the robustness of the system, ensuring accurate delivery of critical information, especially in emergency situations. By adjusting the communication period and the timeout time, the system can flexibly adapt to different operation environments and network conditions.
In some embodiments, a plurality of logical connections are established between the in-vehicle autopilot device and the central server, each logical connection transmitting the same data, according to an IP address configured by an interface between the in-vehicle autopilot device and the central server.
In particular, the communication strategy between the on-board autopilot devices and the central server in the clustered train autopilot system is designed to establish multiple logical connections to ensure reliability and redundancy of data transmission. The establishment of these logical connections is based on the number of IP addresses of the interface configuration.
Further, the communication connection between the vehicle-mounted autopilot device and the central server is based on the number of IP addresses configured by the interface. Depending on the number of IP addresses configured, the system will set up a different number of logical connections accordingly. For example, when a 2IP address configuration is employed, the system establishes two logical connections; when a 4IP address configuration is employed, the system establishes eight logical connections.
Further, on all logical connections, the same critical data is sent simultaneously. This includes train operation data, operation plan information, and the like. By transmitting the same data over multiple logical connections, the system increases redundancy of data transmission, thereby enhancing reliability of communication.
By the method of the embodiment of the application, in a train environment moving at high speed, the multi-logic connection mechanism improves the reliability of information transmission through data redundancy. Even if a logical connection fails or loses packets, other connections can still guarantee the integrity of the data. This design improves the stability and robustness of the system in the face of unstable network conditions. The system can flexibly adjust the number of logic connections according to the actual network environment and communication requirements, and is suitable for various operation and network conditions.
In some embodiments, the application information packet transmitted between the central server and the vehicle-mounted automatic driving device includes a train running track information frame, an automatic speed adjustment parameter information frame, a train operation plan information frame and a train running state information frame.
Specifically, the train moving track information frame may include a moving track, such as a speed and a position, of each train to instruct the vehicle-mounted autopilot device to perform accurate track control. This information is critical to ensure that the train is operating as planned and to avoid potential collisions.
In one example, the automatic speed adjustment parameter information frame (ASC algorithm parameter information frame) may contain algorithm parameters for automatically adjusting the speed of the train, which are calculated by the central server based on real-time data and a predictive algorithm. These parameters ensure that the train can adjust speed according to real-time conditions, improving operating efficiency and safety.
In one example, the train operating state information frame may contain current operating state information of the train, such as speed, location, system health, etc. This information is necessary for the central server to make real-time monitoring and decisions.
Further, the train running track information frame and the train running state information frame adopt a periodic transmission mode. This means that these frames of information are sent at regular time intervals, ensuring timely updating and synchronization of information between the vehicle device and the central server. This approach is applicable to information that needs to be continuously updated and monitored.
Further, the automatic speed adjustment parameter information frame adopts an aperiodic transmission mode. This means that the information frames are sent on demand, rather than at fixed time intervals. This approach is applicable to information that may not need to be updated frequently, but is critical at critical times.
By the method of the above embodiments of the present application, this hybrid transmission strategy provides a balance that ensures that critical data can be updated in real time without unduly burdening the communication system. By precisely controlling the transmission of information, the system is able to more efficiently utilize communication resources while ensuring that all necessary information is received by the on-board autopilot device to make the correct operational decisions. Such a strategy ensures that critical automatic speed adjustment parameters can be quickly communicated to the vehicle equipment in the event of an emergency, thereby quickly responding to changing conditions.
The following describes in detail the interface design between the central server and the vehicle-mounted device with reference to the accompanying drawings and embodiments in specific application scenarios. Fig. 3 is a schematic diagram of a communication architecture between a central server and a vehicle-mounted device according to an embodiment of the present application, and as shown in fig. 3, the communication architecture between the central server and the vehicle-mounted device may specifically include the following contents:
The information exchange between the central server and the vehicle-mounted equipment adopts a periodic communication mode. The central server has a transmission period of T CSOCycle (e.g., 1000 ms), and the vehicle-mounted device has a transmission period of T OBCycle (e.g., 250 ms). The central server does not receive any application data information of the opposite application layer within a time period exceeding T CSOtimeout (such as 6000 ms), i.e. determines that communication is interrupted. The vehicle-mounted device does not receive any application data information of the opposite application layer in a time exceeding a time specified by T OBtimeout (such as 6000 ms), namely, the vehicle-mounted device determines that communication is interrupted.
In one example, each application layer message is no more than 1000 bytes in length. When the interface between the central server and the vehicle-mounted equipment adopts 2IP configuration, two logical connections are established, and the two logical connections both send the same data; when the interface between the central server and the vehicle-mounted equipment adopts 4IP configuration, eight logic connections are established by the two parties, and the eight logic connections all transmit the same data.
Further, the central server and the vehicle-mounted device are allowed to send 1 GAL message packet at most every cycle, and each GAL message packet contains each piece of application information transmitted between the central server and the vehicle-mounted device. The total length of each GAL message packet must not exceed 1000 bytes, and the format definition is shown in table 6 below:
Table 6 general packet format definition
Table 7 below provides format definitions for application layer information in the generic packet.
Table 7 application layer information format definition
The following embodiments define all application information types and meanings thereof, transmission directions, length ranges, transmission modes (periodic/non-periodic) of communication between the center server and the in-vehicle device. Table 8 below provides the content of the application information types.
TABLE 8 information types
| Information type | Packet name | Transmission direction | Transmission method |
| 0x0201 | Train running track information frame | Center server vehicle-mounted equipment | Periodicity of |
| 0x0203 | ASC algorithm parameter information frame | Center server vehicle-mounted equipment | Aperiodic |
| 0x0202 | Train operation status information frame | Vehicle-mounted equipment center server | Periodicity of |
| 0x0204 | Train operation plan information | Vehicle-mounted equipment center server | Periodicity of |
Table 9 below provides the format of the train movement track information transmitted from the center server to the in-vehicle apparatus.
TABLE 9 train movement track information
| Interface content | Length of | Description of the invention |
| ETCS ID | 4 Bytes | In-vehicle device ETCS ID |
| Train set number | 2 Bytes | |
| Planned travel direction | 1 Byte | The direction of train operation in the train operation plan. And (3) uplink: 0x55; and (3) downlink: 0xAA; default: 0xFF; other: and (5) illegal operation. |
| Skip stop station ID | 4 Bytes | When the next station jumps to stop, taking the value as the station ID; the value is a default value when the next station does not jump and stop (including canceling the jump and stop of the next station): 0x00000000. |
| Next stop station ID | 4 Bytes | The nearest parking station ID in front. Default value is 0x00000000. |
| Interval run time | 2 Bytes | Interval run time or level. Run 1 grade: 0x0001; run 2 grade: 0x0002; run 3 grade: 0x0003; run 4 grade: 0x0004; run 5 grade: 0x0005; interval run time: default value of 6-65535: 0 |
| Target distance | 4 Bytes | Target point position. -10000: indicating no target point, controlling other vehicles according to the target speed: representing the position of the target point |
| Target speed | 4 Bytes | Target point velocity. The value range is as follows: 0-10000, units: cm/s |
Table 10 below provides the format of the ASC algorithm parameter information that the central server sends to the vehicle-mounted device.
Table 10 ASC algorithm parameter information (section)
| Interface content | Length of | Description of the invention |
| ETCS ID | 4 Bytes | In-vehicle device ETCS ID |
| Train set number | 2 Bytes | |
| ASC algorithm parameters | — | |
| Calibration braking deceleration | 2 Bytes | The value range is as follows: 3000-3000 units: mm/s2; other illegitimate |
| Time delay for transmission of standard-alignment braking command | 2 Bytes | The value range is as follows: 0. -3000 units: ms; other illegitimate |
| Target braking command loading delay | 2 Bytes | The value range is as follows: 0. -3000 units: ms; other illegitimate |
| B1 braking deceleration | 2 Bytes | The value range is as follows: 0. -3000 units: mm/s2; other illegitimate |
| B1 brake mitigation delay | 2 Bytes | The value range is as follows: 0. -3000 units: ms; other illegitimate |
| ……… | …… | …… |
Table 11 below provides the format of the train operation state information transmitted from the in-vehicle apparatus to the center server.
TABLE 11 train operation State information
| Interface content | Length of | Description of the invention |
| ETCS ID | 4 Bytes | In-vehicle device ETCS ID |
| Train set number | 2 Bytes | |
| Train operation status information | — | |
| Train control stage | 1 Byte | The value range is as follows: 0. -3, others: illegitimate use |
| Train speed | 2 Bytes | The value range is as follows: 0. 12800 units of cm/s, others: illegitimate use |
| Train acceleration | 2 Bytes | The value range is as follows: 3000-3000 units: mm/s2; other illegitimate |
| Train position | 4 Bytes | The value range is as follows: -300000-30000, units: cm; other illegitimate |
| Train position reference transponder ID | 4 Bytes | |
| Parking spot position | 4 Bytes | The value range is as follows: -300000-30000, units: cm; other illegitimate |
| ATP allowable speed | 4 Bytes | The value range is as follows: 0. 12800 units of cm/s, others: illegitimate use |
| Alignment mark braking distance | 4 Bytes | The value range is as follows: 0. -1000, units: cm; other illegitimate |
| Traction braking state | 1 Byte | The value range is as follows: 0xAA: a traction state; 0x55: a braking state; 0x00: an idle state; other illegitimate |
| ASC output traction brake rate | 1 Byte | The value range is as follows: 40-160, corresponding to 0% to 100%; other illegitimate |
| Ramp acceleration of current position of train | 4 Bytes | The value range is as follows: -300000-30000, units: cm; other illegitimate |
Table 12 below provides the format of the train operation plan information that the in-vehicle apparatus transmits to the center server.
Table 12 train operation plan information
According to the technical scheme provided by the embodiment of the application, the technical scheme has the following advantages:
Seamless integration with existing systems: the introduction of the central server does not require substantial adjustment to the existing train control system, and it can acquire data through integration with the interface of CTC/ATS or directly from the on-board device. The design reduces the complexity of system upgrade and ensures the compatibility and practicality of the technical scheme.
Efficient data processing and learning capabilities: the central server has strong operation capability and can intensively process a large amount of on-line train operation data. Through data deep learning, the server can generate more accurate line data and train performance data.
Optimized train running track: by using the accurate data, the center server can calculate a more ideal train running track, which is superior to the track calculation capability of the existing automatic driving system.
Calculating real-time ASC control parameters: the central server can calculate ASC control parameters in real time according to the running condition of each train, and adapt to the change of the train performance. The control error is reduced, the change of the train performance can be responded quickly, and the need of manual parameter adjustment is completely replaced.
Reliability of architecture: the 2-by-2 architecture adopted by the central server ensures the reliability and the safety of the system to the maximum extent. This architecture provides a redundancy mechanism that maintains the system in normal operation even if some components fail.
Autonomous operation capability at failure: in extreme cases, even if the central server fails, each train can still determine the running track by depending on the calculation capability of the train, so that the safety and continuous running of the trains are ensured.
In summary, the technical scheme of the application increases the central server on the existing train control system, thereby not only enhancing the data processing and computing capacity of the system, but also improving the adaptability and accuracy of the system. Meanwhile, the reliability and the safety of the system in the face of faults are guaranteed, and revolutionary improvement is brought to the automatic train driving system. By the advanced technology, the train operation is more efficient and safer, and the performance of the whole railway transportation system is greatly improved.
The above embodiments are only for illustrating the technical solution of the present application, and are not limiting; although the application has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical 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 (10)
1. A clustered train autopilot system comprising: a central server and at least three vehicle-mounted autopilot devices;
The central server is used for receiving train running state data and train running plan information sent by each train in the cluster, performing deep learning on the train running state data, calculating line data and train performance data, and calculating a train running track of each train by utilizing a multi-objective optimization algorithm based on the line data, the train performance data and the train running plan information; according to the train running state data and the train performance data corresponding to the train, calculating an automatic speed adjustment parameter of the train; transmitting the train running track and the automatic speed adjustment parameter to vehicle-mounted automatic driving equipment of the train;
The vehicle-mounted automatic driving equipment is used for executing track control operation and speed control operation on the train according to the train running track and the automatic speed adjustment parameter, and automatically switching to the train running track calculated by the vehicle-mounted automatic driving equipment for control when the train running track issued by the central server is not received due to communication interruption or overtime between the vehicle-mounted automatic driving equipment and the central server.
2. The system of claim 1, wherein the central server is configured to:
According to train running state data sent by each train at the same position, calculating the corresponding line resistance of each position on the line by using a data deep learning method;
and calculating traction braking performance information and basic resistance characteristic information corresponding to each train according to the train running state data and the line data of each train.
3. The system of claim 2, wherein the central server is further configured to:
establishing a line database and a train performance database, storing the line resistance corresponding to each position on the line in the line database, and storing the traction braking performance information and the basic resistance characteristic information corresponding to the train in the train performance database.
4. The system of claim 1, wherein the on-board autopilot device is configured to:
transmitting train operation state data, train operation plan information and ATP speed limit information to the central server through wireless communication;
When the vehicle-mounted automatic driving equipment is in communication connection with the central server, track control is carried out on the train by utilizing the train running track issued by the central server;
When the communication connection between the vehicle-mounted automatic driving equipment and the central server is interrupted or the time for receiving the train running track exceeds the preset time, the vehicle-mounted automatic driving equipment is utilized to calculate the train running track on line according to the train running state data and the train running plan information, and the train running track obtained by the on-line calculation is utilized to control the train running track.
5. The system of claim 1, wherein the clustered train autopilot system further comprises:
The centralized traffic control system or the automatic train monitoring system is used for sending train operation plan information to the vehicle-mounted automatic driving equipment and sending the train operation plan information to the central server; and receiving the heartbeat information sent by the central server, and performing communication connection check according to the heartbeat information.
6. The system of claim 5, wherein a hierarchical model communication architecture is adopted between the central server and the centralized traffic control system or the automatic train monitoring system, and a periodic communication mode is adopted for information exchange; and when the application layers of the two communication parties do not receive the application data information sent by the other party within the preset time, judging that the communication is interrupted.
7. The system of claim 6, wherein a plurality of logical connections are established between the central server and the centralized traffic control system or automatic train monitoring system, each of the logical connections transmitting the same data, based on an IP address configured for an interface between the central server and the centralized traffic control system or automatic train monitoring system.
8. The system according to claim 1, wherein a communication architecture of a hierarchical model is adopted between the vehicle-mounted automatic driving device and the central server, and information exchange is performed in a periodic communication manner; and when the application layers of the two communication parties do not receive the application data information sent by the other party within the preset time, judging that the communication is interrupted.
9. The system of claim 8, wherein a plurality of logical connections are established between the on-board autopilot device and the central server, each of the logical connections transmitting the same data, based on an IP address configured for an interface between the on-board autopilot device and the central server.
10. The system of claim 1, wherein the application packets transmitted between the central server and the on-board autopilot device include a train track information frame, an automatic speed adjustment parameter information frame, a train operation plan information frame, and a train operation status information frame.
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| CN109703606A (en) * | 2019-01-16 | 2019-05-03 | 北京交通大学 | Bullet train intelligent driving control method based on history data |
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