EP4023526A1 - Système et procédé de protection de trains automatiques - Google Patents

Système et procédé de protection de trains automatiques Download PDF

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Publication number
EP4023526A1
EP4023526A1 EP20871743.9A EP20871743A EP4023526A1 EP 4023526 A1 EP4023526 A1 EP 4023526A1 EP 20871743 A EP20871743 A EP 20871743A EP 4023526 A1 EP4023526 A1 EP 4023526A1
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EP
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Prior art keywords
information
interlocking
trains
zone controller
controller computing
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EP20871743.9A
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German (de)
English (en)
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EP4023526A4 (fr
Inventor
Dian Chen
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Siemens Mobility GmbH
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Siemens Mobility GmbH
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Publication of EP4023526A1 publication Critical patent/EP4023526A1/fr
Publication of EP4023526A4 publication Critical patent/EP4023526A4/fr
Pending legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
    • B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
    • 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
    • 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

Definitions

  • the present invention relates to the field of rail traffic control, in particular to an automatic train protection system and method.
  • the existing ground equipment is mainly composed of an Automatic Train Supervision (ATS) system, an Automatic Train Protection (ATP) system, an Automatic Train Operation (ATO) system, a Computer Interlocking (CI) system, and a Data Communication System (DCS); among them, the ATP comprises: a Zone Controller (ZC) and on-board Automatic Train Protection (ATP, on-board ATP); the CI manages routes on the ground to ensure correct interlocking relationships among routes, switches, and signals, so as to ensure the safe operation of the train.
  • ATS Automatic Train Supervision
  • ATP Automatic Train Protection
  • ATO Automatic Train Operation
  • CI Computer Interlocking
  • DCS Data Communication System
  • the ATP comprises: a Zone Controller (ZC) and on-board Automatic Train Protection (ATP, on-board ATP)
  • the CI manages routes on the ground to ensure correct interlocking relationships among routes, switches, and signals, so as to ensure the safe operation of the train.
  • a rail line is divided into a plurality of sections, and a corresponding zone controller is designated for each section.
  • a control boundary inevitably exists between the zone controllers corresponding to two adjacent rail sections, wherein, generally, when the locomotive of a train reaches the control boundary or a zone range, the zone controllers corresponding to two adjacent rail sections on both sides of the boundary need to communicate with each other to complete a handover of the train.
  • the communication between the zone controllers corresponding to two adjacent rail sections is delayed or interrupted, the actual operation of the train will become inconsistent with the information obtained by the zone controllers, which affects the smoothness, comfortableness and even safety of train operation.
  • the present invention provides an automatic train protection system and method, which implements the unified management of operating trains, eliminates a handover procedure between zone controllers, thereby eliminating control boundaries, and can effectively reduce risks of inconsistency between actual train running conditions and information obtained by zone controllers.
  • an embodiment of the present invention provides an automatic train protection system, comprising:
  • the automatic train protection system further comprises:
  • the automatic train protection system further comprises:
  • the automatic train protection system further comprises:
  • the operating data management subsystem comprises: a first screening server, a second screening server, at least one first database, and at least one second database, wherein
  • the first/second screening server and the first/second database may be selected optionally.
  • the automatic train protection system further comprises:
  • the interlocking information processing subsystem comprises: at least two interlocking information cache databases and interlocking information screening servers, wherein
  • the interlocking information processing subsystem further comprises:
  • the automatic train protection system further comprises:
  • an embodiment of the present invention further provides an automatic train protection method, comprising:
  • the automatic train protection method further comprises: with at least one first registration node, generating and storing a corresponding train registration list for the operating trains in response to a registration request received from each of the operating trains, wherein the registration request comprises feature identifiers and operating information of the operating trains, and the train registration list comprises the feature identifiers and the operating information corresponding to the operating trains; after the step of transmitting a mobile authorization request to the selected zone controller computing nodes, the method further comprises: matching, with the selected zone controller computing node, the feature identifiers of the target operating trains from the train registration list, if the matching is successful, acquiring train sorting map information related to the target trains, movement authorization information of other trains, and interlocking information on the basis of the feature identifiers of the target operating trains; and, if the matching fails, transferring the target operating trains to at least one first registration node, so that the target operating trains enter the registration process.
  • the automatic train protection method further comprises: registering each zone controller computing node with at least one second registration node; the step of selecting a zone controller computing node for the target operating trains comprises: searching for at least one registered zone controller computing node from at least one second registration node, and selecting one zone controller computing node for the target operating trains from the at least one registered zone controller computing node.
  • the automatic train protection method further comprises:
  • the automatic train protection method further comprises:
  • the step of storing train sorting map information through the operating data management subsystem comprises: storing train sorting maps through at least two first databases, and storing real-time and historical movement authorizations corresponding to the operating trains through at least two second databases.
  • the automatic train protection method further comprises: storing interlocking information with an interlocking information processing subsystem, the interlocking information comprising state information of all the interlocking elements of all the connected interlocking systems; the step of acquiring interlocking information comprises:
  • the step of storing interlocking information with an interlocking information processing subsystem comprises: caching, with at least two interlocking information cache databases, the state information of all the interlocking elements in the at least one interlocking system connected thereto; the step of searching, with the interlocking information processing subsystem, for interlocking information related to the location information of the target operating trains, and transmitting the interlocking information related to the location information of the target operating trains to the selected zone controller computing nodes comprises: receiving the interlocking information acquisition request with an interlocking information screening server; and searching for state information of the interlocking elements in the at least two interlocking information cache databases, and transmitting the state information of the interlocking elements to the selected zone controller computing nodes.
  • the automatic train protection method further comprises: backing up, with at least two interlocking information cache backup databases, the state information of the interlocking elements cached in the corresponding interlocking information cache database; when the communication between the interlocking information screening server with any interlocking information cache database has failed, searching for relevant interlocking element state information from the interlocking information cache backup database corresponding to the interlocking information cache database with which the communication has failed.
  • the automatic train protection method further comprises:
  • the allocation unit as a communication hub between operating trains and the at least two zone controller computing nodes, after receiving movement authorization requests transmitted by the target operating trains, selects one zone controller computing node for the target operating trains, which means that zone controller computing nodes are selected by the allocation unit, and selected zone controller computing nodes acquire train sorting map information, movement authorization information of other trains, and interlocking information on the basis of the location information of the target operating trains and of the feature identifiers of the target operating trains, generate target movement authorizations on the basis of the train sorting map information, the operating information of the target operating trains, the movement authorization information of other trains, and the interlocking information, and transmit the target movement authorizations to the allocation unit, so that the need for the zone controller computing nodes to control the operating trains by zone is eliminated, and at the same time, the process of information exchange between the zone controller computing nodes is eliminated, thereby implementing the unified management of the operating trains, and the handover procedure between zone controllers is eliminated, so as to eliminate control boundary,
  • an operating track is divided into different zones, and zone controllers and interlocking systems, such as signal lights, track detectors and switch equipment, are deployed in each zone, so that every time an operating train passes through a zone, the operating train is controlled by the zone controller of the zone where the operating train is located, and when the operating train is running from one zone to another, unavoidably, the zone controllers in the two adjacent zones are required to perform an information transfer, which means that there is information transferability between the zone controllers in every two adjacent zones.
  • zone controllers and interlocking systems such as signal lights, track detectors and switch equipment
  • Fig. 1 The specific process of controlling operating trains through zone controllers in the prior art may be shown in Fig. 1 .
  • the rail sections shown in Fig. 1 need to be controlled zonally by two zone controllers ZC 1 and ZC2, wherein the zone controller ZC1 manages section R1 to the left of the dot-and-dash line (that is, the control boundary between ZC1 and ZC2) in the figure, and the zone controller ZC2 manages section R2 to the right thereof.
  • the section R1 is managed by the zone controller ZC1
  • the section R2 is managed by the zone controller ZC2.
  • some data related to the section R1 such as the state information of the interlocking element CI1 on the section R1 and train sorting maps of the section R1 are all on the zone controller ZC1, while the interlocking element CI1 on the section R1 communicates with the zone controller ZC1;
  • the zone controller ZC1 generates a movement authorization MA1 for the operating train 20 when the operating train 20 is operating on the section R1
  • the zone controller ZC2 generates a movement authorization MA2 for the operating train 20 when the operating train 20 is operating on the section R2. It may be necessary to generate a plurality of movement authorizations in each section, which will not be described in detail again herein.
  • movement authorization refers to the farthest location currently determined to which the operating train may move.
  • zone controller ZC1 Since a zone controller needs to operate on the basis of some operating data of operating trains, such as location information, train operating information, interlocking information, and historical movement authorizations, when a train crosses the dot-and-dash line shown in Fig. 1 , the zone controller ZC1 needs to carry out an information transfer with the zone controller ZC2, which means that the zone controller ZC1 transfers some operating information of the operating train 20 to the zone controller ZC2, and, at the same time, the zone controller ZC1 informs the operating train 20 that the train has been taken over by the ZC2.
  • some operating data of operating trains such as location information, train operating information, interlocking information, and historical movement authorizations
  • the zone controller ZC1 transfers information to the zone controller ZC2, and the zone controller ZC1's notification of the operating train 20 and the zone controller ZC2's takeover of the operating train 20 is completed only after a plurality of information exchanges. Then, if a problem, for example, a delay, occurs during information transfer or information exchange between the zone controllers ZC1/ZC2 and the operating train 20, it is possible that the zone controller ZC2 has lost control of the operating train 20, wherein, for example, an information delay occurs, causing a delay in the zone controller ZC2's grasping of the location of the operating train 20.
  • a problem for example, a delay
  • zone controller ZC2 acquires an accurate location of the operating train 20, it is possible that the distance between the operating train 20 and the preceding operating train has become smaller than the safe distance between two adjacent operating trains, and thus the emergency brake has to be pulled to stop the operating train 20, which makes the operation of the operating train 20 unstable. Therefore, it is highly probable that a train runs unstably and needs to be stopped by emergency braking at a zone boundary.
  • control is generally achieved by increasing the number of zones, while an increase in the number of zones and an increase in the number of trains operating on operating tracks will lead to an increase in the number of zone controllers, and to more frequent information transfers between adjacent zone controllers.
  • zone controllers due to the limitations on the processing capacities of zone controllers and on the communication bandwidths between adjacent zone controllers, it is difficult for the number of trains that can run on an operating track to overcome the bottleneck posed by zone boundaries.
  • the inventor of the present invention proposes the idea of eliminating any zone boundaries, that is, implementing the unified management of the entire operating process of operating trains on a line. Furthermore, considering the limitations of the processing capabilities of existing zone controllers, the present invention proposes that centralizing processing capabilities of a plurality of zone controllers can satisfy the requirement for generating corresponding movement authorizations simultaneously for movement authorization requests transmitted simultaneously by all the operating trains.
  • zone boundaries between zone controllers are eliminated and, instead, all the movement authorizations are centrally managed by a plurality of zone controllers.
  • the system selects suitable zone controller computing nodes (equivalent to zone controllers) for movement authorization requests, so that the selected zone controller computing nodes can generate movement authorizations in response to movement authorization requests.
  • the system can also select idle zone controller computing nodes for movement authorization requests (this method requires a relatively large number of zone controller computing nodes) or directly select one zone controller computing node for movement authorization requests in sequence. Therefore, an automatic train protection system proposed in an embodiment of the present invention does not involve the process of information transfer between zone controller computing nodes, thereby overcoming the defects that may be caused by boundaries of zone control.
  • An automatic train protection system is provided by an embodiment of the present invention, as shown in Fig. 2 , the automatic train protection system comprising:
  • the target operating trains 20 mentioned in an embodiment of the present invention refer to, among at least one operating train 20, the operating trains 20 that transmit movement authorization requests to the allocation unit 102.
  • connection of the allocation unit 102 to at least one operating train 20 as mentioned in an embodiment of the present invention refers to a communication connection and/or a data connection, which means that data or instructions may be exchanged between the allocation unit and a train.
  • location information of the target operating trains may be reliable location information in the target operating trains, or may be relative locations of the target operating trains on the line.
  • Operating information of the target operating trains may include the speeds of the target operating trains, the operating states of the target operating trains, and the operating directions of the target operating trains.
  • the allocation unit may preferably be a load balancing server, and the load balancing server can select one zone controller computing node for the target operating trains on the basis of the operating states of each of the registered zone controller computing nodes, so that load balancing is achieved among the registered zone controller computing nodes.
  • the operation load of a plurality of centralized zone controller computing nodes may be adequately balanced, so as to avoid centralized allocation of movement authorization requests to one or several zone controllers.
  • operating states of zone controller computing nodes may be the load/duty of the zone controller computing nodes, wherein the load/duty of the zone controller computing nodes refers to the number of movement authorization requests to be processed by the zone controller computing nodes or the number of target operating trains corresponding to the zone controller computing nodes.
  • the allocation unit 102 may simultaneously receive movement authorization requests transmitted by a plurality of target operating trains 20, or may receive movement authorization requests transmitted by only one target operating train 20.
  • the allocation unit 102 may select a zone controller computing node 101 with a low current load for movement authorization requests on the basis of the current load (computational load) of each zone controller computing node 101.
  • the allocation unit 102 can also use the existing load balancing technology to select zone controller computing nodes 101 for movement authorization request. For example, when 10 movement authorization requests are received at the same time, the same zone controller computing node 101 with the lowest load may be selected for 6 of the movement authorization requests, and one zone controller computing node 101 with a slightly higher load may be selected for the remaining 4 movement authorization requests respectively.
  • the above-mentioned zone controller computing nodes 101 may be directly implemented by using an existing zone controller configuration, wherein, for example, the existing zone controllers may be directly centralized and connected to the allocation unit, and each zone controller is a zone controller computing node in the embodiment.
  • zone controller computing nodes there is no need for communication between zone controller computing nodes, and thus, when one or more zone controller computing nodes have failed, the remaining zone controller computing nodes can still serve all the trains, thereby effectively improving the stability of rail line operation.
  • replacement of a faulty zone controller computing node will not affect the operation of any other normal zone controller computing node, which means that hot replacement, hot expansion and hot upgrade are supported, providing ease of maintenance and further improving the stability of rail line operation.
  • tasks namely, movement authorization requests
  • the communication between the zone controller computing nodes and the allocation unit and the communication between the allocation unit and the operating trains are completed on the basis of Ethernet.
  • train sorting maps/train sorting map information are static information
  • movement authorization information/movement authorizations are dynamic information (to be generated in the future)
  • different train movement authorizations are not allowed to overlap.
  • the automatic train protection system may further comprise:
  • the registration of operating trains may be realized through the first registration node, so as to better manage the operating trains, which means that an operating train needs to be registered before it can run on a train rail. Then, after an operating train goes offline, for example, returning to the depot for maintenance, the operating train that has gone offline may be deleted at the first registration node, so as to ensure that the operating trains registered on the first registration node are all drivable. It is worth noting that the above-mentioned feature identifiers refer to unique identity identifiers of the operating trains, such as the unique codes of each of the operating trains.
  • the above-mentioned operating line is generally a line or section in which an operating train is allowed to run, wherein, for example, if operating train A is allowed to run on metro line 10, then the operating line of operating train A is metro line 10; another example is that if operating train B is allowed to go from place A to place B, and there are 5 lines for going from place A to place B, of which line 1 is the line on which the operating train B is allowed to run, then the operating line of operating train B is line 1.
  • the above-mentioned train sorting map information indicates the train locations and operating states of the all operating trains; the above-mentioned train movement authorization information indicates the real-time and historical movement authorization information of all the operating trains, wherein, for example, if the operating line of operating train A is metro line 10, then the train sorting map information corresponding to operating train A indicates the locations of all the operating trains carried on metro line 10 and the operating states of all the operating trains carried on metro line 10.
  • the locations of all the trains on the operating line where the operating trains are located may be indicated by marking on a train sorting map. For example, the locations of all the operating trains operating on line 10 are marked with special marks on the line map corresponding to metro line 10, and the special mark may be a feature identifier marked as an operating train, or the like.
  • the automatic train protection system may further comprise: at least one second registration node 107 configured to store operating states of each registered zone controller computing node 101; an allocation unit 102 configured to select one zone controller computing node 101 for the target operating trains 20 on the basis of the operating state of each registered zone controller computing node 101, so that load balancing may be achieved among the registered zone controller computing nodes 101.
  • Registration management of the zone controller computing nodes is implemented.
  • the second registration node may be the same node as the first registration node, or may be a different node.
  • the second registration node and the first registration node may be management nodes in the cluster.
  • the automatic train protection system may further comprise:
  • the above-mentioned operating data management subsystem implements the management of the data of the operating trains and the operating lines, which means that the zone controller computing nodes are separated from the data necessary for generating movement authorizations, such as train sorting maps and historical movement authorizations.
  • the operating data management subsystem provides all the zone controller computing nodes with the data necessary for generating movement authorizations, and these data necessary for generating movement authorizations are equal for each zone controller computing node, which realizes separation of data storage and zone controller computing nodes, so that the load of the zone controller computing nodes may be effectively reduced.
  • acquisition of all the required data by other zone controller computing nodes remains unaffected, which reduces risks of a train getting out of control, thereby further ensuring the stability of train operation.
  • the train sorting map related to the target operating train may indicate the sequence of the operating trains before and after the section where the target operating train is located.
  • the train ranking map related to the target operating train can also indicate the location sequence of all the operating trains on the line where the target operating train is located.
  • Historical movement authorizations related to the target operating trains may indicate movement authorizations that the target operating trains have obtained, and may also indicate historical movement authorizations obtained by the operating trains adjacent to the target operating trains.
  • registration node and the operating data management subsystem may exist at the same time, or may exist in an alternative manner.
  • the operating data management subsystem 104 comprises: a first screening server 1041, a second screening server 1042, at least two first databases 1043, and at least two second databases 1044, wherein each first database 1043 is connected to the first screening server (1041), and is configured to store and update some of the train sorting maps;
  • the information of the newly registered operating train is added for the newly registered operating train, so as to update the train sorting map information as well as historical and real-time movement authorizations related to the newly registered operating train.
  • the first screening server and the second screening server can communicate with the zone controller computing nodes through Ethernet.
  • the operating data management subsystem is deployed in a distributed manner to implement the distributed management of train operation data such as train sorting maps as well as real-time and historical movement authorization information, which can effectively improve the security of these train operation data.
  • train operation data such as train sorting maps as well as real-time and historical movement authorization information
  • the operating data management subsystem is deployed in a distributed manner to implement the distributed management of train operation data such as train sorting maps as well as real-time and historical movement authorization information, which can effectively improve the security of these train operation data.
  • train sorting maps as well as real-time and historical movement authorizations in different databases, searching for train sorting maps through the first screening server, and searching for real-time and historical movement authorizations through the second screening server, it is possible to effectively improve the efficiency of the zone controller computing nodes in acquiring the train sorting maps and historical movement authorizations, thereby further improving the efficiency of generating the movement authorizations, so that movement authorizations more accurately match the actual movements of the target trains.
  • the number of the first databases and that of the second databases are each at least two, so that they can store train sorting maps and historical movement authorizations in a distributed manner, respectively.
  • the stored train sorting maps and historical movement authorizations may be backed up respectively, so as to further improve the security of train operation data such as train sorting maps and historical movement authorizations.
  • the train sorting maps are stored in a distributed manner in 3 first databases 1043, wherein a first first database 1043 stores a first part 1 of the train sorting maps, a second first database 1043 stores a second part 2 of the train sorting maps, a third first database 1043 stores a third part 3 of the train sorting maps, meanwhile, the first first database 1043 backs up the second part 2 of the train sorting maps, the second first database 1043 backs up the third part 3 of the train sorting maps, the third first database 1043 backs up the first part 1 of the train sorting maps, and the historical movement authorizations are stored in a distributed manner in 3 second databases 1044, wherein a first second database 1044 stores a first part 4 of the historical movement authorizations, a second second database 1044 stores a second part 5 of the historical movement authorizations, a third second database 1044 stores a third part 6 of the historical movement authorizations, meanwhile, the first second database 1044 backs up the second part 5 of the historical movement authorizations, the second second second
  • first databases, second databases, first screening server and second screening server may exist in the form of a cluster.
  • the number of nodes may be increased for the cluster on the basis of the data volume of the train sorting maps and the data volume of the historical movement authorizations, thereby expanding the first databases and the second databases.
  • the first databases and the first screening server may exist in the form of a cluster.
  • the second databases and the second screening server may exist in the form of another cluster.
  • the train sorting maps and historical movement authorizations are stored in two clusters, which allows convenient data management.
  • the storage method adopted by the cluster corresponding to the train sorting maps and the storage method adopted by the cluster corresponding to the historical movement authorizations will be described respectively.
  • a clustered storage method corresponding to the train sorting maps may be dividing databases for storing the train sorting maps by sections.
  • a rail is divided into 7 sections, namely S1, S2, S3, S4, S5, S6 and S7, wherein relevant data corresponding to the sections S1 - S3, such as the occupancy of the sections by trains, are stored in a database DB1, relevant data corresponding to the sections S4 - S6 are stored in a database DB2, relevant data corresponding to the sections S7 - Sn are stored in a database DB3, and so on.
  • the database DB1, the database DB2 and the database DB3 are different first databases 1043.
  • the train sorting maps may be recorded in the form of tables, and the table structures related to the train sorting maps are shown in Table 1 and Table 2 below, respectively.
  • Table 1 Section state table Section ID Occupancy ID of train occupying section ID of adjacent train ... S1 O T1 ... ... S2 O T1 ... ... S3 Not O 0 ... ... S4 O T2 ... ... S5 Not O 0 ... ... S6 O T4 ... ... S7 O T4 ... ... ... ... ... ... ... ... ... ... ... ... ... ...
  • a clustered storage method corresponding to real-time and historical movement authorizations may be dividing databases for storing historical movement authorizations by sections.
  • a rail is divided into 7 sections, namely S1, S2, S3, S4, S5, S6 and S7, wherein the movement authorizations corresponding to the sections S1 - S3 are stored in a database DB4, the movement authorizations corresponding to the sections S4 - S6 are stored in a database DB5, the movement authorizations corresponding to the sections S7 and S8 are stored in a database DB6, and so on.
  • the database DB4, the database DB5, and the database DB6 are different second databases 1044.
  • the historical movement authorizations may be recorded in the form of a table, and the table structure related to historical movement authorizations is shown in Table 3 below.
  • Table 3 Section information table Section ID Section type ID of train occupying section Sequence Operating train ID S1 xx1 MA1 lock 1 T1 S2 xxl MA1 lock 2 T1 S3 xxl MA1 lock 3 T1 S4 xxl MA2 lock 1 T2 S5 Signal light MA2 lock 2 T2 S6 xx2 MA2 lock 3 T2 S7 xxl MA3 lock 1 T3 ... ... ... ... ... Sn ... Unlock
  • xx1 indicates an unbranched rail
  • xx2 indicates a section with a switch
  • MAn lock indicates that the section is locked by the nth movement authorization pair
  • Unlock indicates that the section is not locked by any movement authorization pair
  • a sequence indicates the order in which the section is traversed by an operating train in one movement authorization.
  • cross-backup methods such as backing up the historical movement authorizations to the first databases, and backing up the train sorting maps to the second databases, which will not be described in detail again herein.
  • the number of the first databases and that of the second databases may also be increased or decreased according to storage requirements.
  • the automatic train protection system may further comprise:
  • the interlocking elements such as an indicator light for indicating whether the rail is occupied, implement the unified management of interlocking information through the interlocking information processing subsystem.
  • interlocking information processing subsystem 105 and the operating data management subsystem 104 may exist at the same time, or may exist in an alternative manner, in the automatic train protection system.
  • the interlocking information processing subsystem 105 and the registration node 103 may exist at the same time, or may exist in an alternative manner, in the automatic train protection system.
  • interlocking information processing subsystem 105 may be a database cluster, and the relationship and flow of information interaction between the interlocking information processing subsystem 105 and the zone controller computing nodes as well as the interlocking elements may be as shown in Fig. 8 , which may specifically comprise the following steps:
  • the above-mentioned instruction may be a heartbeat packet for detecting whether the communication between the interlocking system 30 and the interlocking information processing subsystem 105 is good.
  • step 614 No strict sequence is followed between step 614 and any of the above-described steps.
  • Steps 601 to 608 are the processes and steps for information exchange among the zone controller computing nodes 101, the interlocking information processing subsystem 105 and the interlocking system 30 regarding instructions.
  • Steps 609 to 611 are the processes and steps for information exchange between the zone controller computing nodes 101, the interlocking information processing subsystem 105 and the interlocking system 30 regarding element states.
  • Steps 612 to 614 are the processes and steps for information exchange among the zone controller computing nodes 101, the interlocking information processing subsystem 105 and the interlocking system 30 regarding states of faulty elements.
  • the interlocking information processing subsystem 105 comprises: at least two interlocking information cache databases 1051 and interlocking information screening servers 1052, wherein
  • An interlocking information acquisition request may comprise the ID of the interlocking element, and the interlocking information screening server 1052 directly searches for the state information of the interlocking element and the occupancy of the rail zone corresponding to the ID of the interlocking element.
  • the communication between the interlocking information screening server and the zone controller computing nodes may be carried out through Ethernet.
  • the number of interlocking information cache databases may be set according to zones, which means that the state information of the interlocking elements in each zone and the occupancy of the rail zone corresponding to the zone are stored in the same interlocking information cache database. This can solve the problem that interfaces of the interlocking systems in different zones are different.
  • the interface of the interlocking system in zone X may be different from the interface of the interlocking system in zone Y, and corresponding interlocking information cache databases may be deployed for zone X and zone Y, respectively, wherein the interlocking information cache database corresponding to zone X communicates with the interlocking system in zone X, and the interlocking information cache database corresponding to zone Y communicates with interlocking system communication in zone Y. Communication between an interlocking information cache database and an interlocking system may be established through Ethernet.
  • a corresponding interlocking information cache database is allocated for the interlocking system in each zone, which is implemented on the basis of the existing interlocking systems of each section.
  • a zone mentioned above may be an operating line, for example, metro line 10, or may be a section of an operating line, for example, the Beijing-Zhengzhou section in the Beijing-Kowloon Line.
  • the interlocking information processing subsystem 105 further comprises:
  • an interlocking information cache backup database By setting an interlocking information cache backup database, the data in an interlocking information cache database are backed up to ensure the safety of the interlocking information, thereby further improving the accuracy of controlling the operating trains and the operating stability of the operating trains.
  • the automatic train protection system further comprises:
  • the relevant interlocking information refers to the interlocking information of the interlocking elements on the section where the target operating trains are located.
  • interlocking information cache backup databases and interlock processing backup subsystems may be combined to effectively guarantee the unity of interlocking information.
  • the automatic train protection backup system can temporarily take the place of the automatic train protection system when a problem occurs in the operation of the automatic train protection system.
  • the above-mentioned automatic train protection system further comprises: a management node 109 connected to the allocation unit 102 and the zone controller computing nodes 101, the management node 109 being configured to receive location reports of the operating trains 20 transmitted by the allocation unit 102, store the location reports of the operating trains 20, update the location information of the trains in real time, and transmit the location information corresponding to movement authorization requests to the selected zone controller computing nodes 101.
  • the management node 109 may also register each zone controller computing node 101 to facilitate the management of the zone controller computing nodes 101.
  • the allocation unit 102 is connected to the management node 109, and is configured to search for at least one registered zone controller computing node 101 from the management node 109, and from the at least one registered available zone controller computing node 101, select one zone controller computing node 101 for the target operating trains 20.
  • the management of zone controller computing nodes may be implemented.
  • the management node 109 can also store the real-time load conditions of the zone controller computing nodes, so that the allocation unit can select zone controller computing nodes for movement authorization requests on the basis of the real-time load conditions of the zone controller computing nodes stored in the management node.
  • first registration node 103 and second registration node 107 may exist as independent management nodes, or the first registration node 103 and the second registration node 107 may be replaced with the management node 109, so that the registration and management of the operating trains and zone controller computing nodes are completed on the management node.
  • the number of zone controller computing nodes may be increased or decreased according to actual needs, wherein, for example, during a peak passenger flow period, for example, a transport period during the Spring Festival, when the number of operating trains need to be increased, the need of managing the added operating trains may be met by increasing the number of zone controller computing nodes.
  • a peak passenger flow period for example, a transport period during the Spring Festival
  • the number of operating trains may be met by increasing the number of zone controller computing nodes.
  • the number of operating trains after the peak passenger flow period, the number of operating trains returns to that before the peak passenger flow, the added zone controller computing nodes are no longer needed, and thus the added zone controller computing nodes may be taken offline.
  • the number of operating trains need to be reduced for line maintenance, in which case some zone controller computing nodes may be idle, and the idle zone controller computing nodes may be removed.
  • zone controller computing node To add a zone controller computing node, it is necessary to register, on a management node, the zone controller computing node to be added, so that the allocation unit is informed of the added zone controller computing node. To remove a zone controller computing node, it is necessary to deregister, on the management node, the zone controller computing node to be removed, so that the allocation unit no longer selects the removed zone controller computing node. This makes the operating train management system highly available.
  • At least two zone controller computing nodes 101 and the management node 109 form a cluster 108, wherein the management node 109 is the master node of the cluster 108, and each zone controller computing node 101 among the at least two zone controller computing nodes 101 is a slave node of the cluster 108.
  • the registration node 103 may also be a slave node in the cluster 108.
  • the allocation unit 102 is communicatively connected to the management node 109 (master node) in the cluster 108 and each zone controller computing node 101 (slave node) in the cluster, respectively, and the management node 109 (master node) implements overall management of all the zone controller computing nodes, location information of the operating trains, and the train list. Then, the allocation unit 102 transmits the location information of each of the operating trains 20 to the management node 109 (master node), and then the management node 109 (master node) will update the location information of each of the operating trains 20.
  • the allocation unit 102 After the allocation unit 102 receives movement authorization requests transmitted by the target operating trains 20 and selects zone controller computing nodes 101 for the movement authorization requests, the allocation unit 102 transmits the location information of the target operation trains 20 to the selected zone controller computing nodes 101 and returns the selected zone controller computing nodes 101 to the management node 109 (master node), so that the management node 109 (master node) then transmits the list information related to the target operating trains 20 in the train list to the selected zone controller computing nodes 101.
  • the selected zone controller computing nodes 101 acquire, from the operating data management subsystem 104, train sorting maps and historical movement authorizations related to the target operating trains 20.
  • the selected zone controller computing nodes 101 calculate and generate movement authorizations on the basis of the list information, the train sorting maps as well as the real-time and historical movement authorizations related to the target operating trains 20, and update the movement authorizations stored in the operating data management subsystem 104. At the same time, the selected zone controller computing nodes 101 transmit the movement authorizations to the allocation unit 102, and the allocation unit 102 transmits the movement authorizations to the target operating trains 20.
  • zone controllers may be directly selected as zone nodes in an embodiment, existing interlocking elements may continue to be used, which can ensure the safety of train operation.
  • a backup automatic train protection system may also be set for the automatic train protection system, so that when the automatic train protection system fails, the backup automatic protection system may be enabled to take the place of the automatic train protection system, thereby providing services to the operating trains.
  • the automatic train protection system may be deployed on a cloud server.
  • the zone controller computing nodes, allocation unit, operating data management subsystems and interlocking information processing subsystems in the automatic train protection system are deployed on a cloud server.
  • an embodiment of the present invention provides an automatic train protection method for an automatic train protection system, wherein the automatic train protection method may comprise the following steps: Step 701: The allocation unit receives a movement authorization request;
  • the calculation and generation of a target movement authorization may be implemented by using an existing calculation method.
  • the automatic train protection method is implemented with the automatic train protection system shown in Fig. 2 or Fig. 3 , and a specific implementation of step 701 may be to receive movement authorization requests transmitted by the target operating trains 20 through the allocation unit 102, the movement authorization requests comprising the location information of the target operating trains 20, the operating information of the target operating trains 20, and the feature identifiers of the target operating trains 20.
  • the automatic train protection method is implemented with the automatic train protection system shown in Fig. 2 or Fig. 3 , and a specific implementation of step 702 may be to select one zone controller computing node 101 for a movement authorization request through the allocation unit 102, and transmit the movement authorization request to the selected zone controller computing node 101.
  • the allocation unit 102 selects zone controller computing nodes for movement authorization requests according to the principle of load balancing, so as to avoid an excessive difference in the load between the zone controller computing nodes.
  • the automatic train protection method is implemented with the automatic train protection system shown in Fig. 2 or Fig. 3 , and a specific implementation of step 703 may be, with the selected zone controller computing node 101, acquiring train sorting map information, movement authorization information of other trains, and interlocking information on the basis of the location information of the target operating trains 20 and of the feature identifiers of the target operating trains 20, generating target movement authorizations on the basis of the train sorting map information, the operating information of the target operating trains 20, the movement authorization information of other trains, and the interlocking information, and transmitting the target movement authorizations to the allocation unit 102.
  • the automatic train protection method is implemented with the automatic train protection system shown in Fig. 2 or Fig. 3 , and a specific implementation of step 704 may be transmitting the target movement authorizations to the target operating trains 20 through the allocation unit 102.
  • the train operation management method may further comprise: with at least one registration node 103, generating and storing a corresponding train registration list for the operating trains 20 in response to a registration request received from each of the operating trains 20, wherein the registration request comprises feature identifiers and operating information, and information corresponding to registration and operation of trains comprises feature identifiers and operating information; thus, after the step of transmitting movement authorization requests to the selected zone controller computing nodes 101, the method further comprises: matching, with the selected zone controller computing node 101, the feature identifiers of the target operating trains 20 from the train registration list, if the matching is successful, acquiring train sorting map information related to the target trains 20, relevant movement authorization information, and interlocking information on the basis of the feature identifiers of the target operating trains, and, if the matching fails, transferring the target operating trains 20 to at least one first registration node 103, so that the target operating trains 20 enter the registration process.
  • the registration and deregistration management of the operating trains is implemented with at least one registration node.
  • the automatic train protection method may further comprise: storing the operating state of each registered zone controller computing node with at least one registration node; the step of selecting one zone controller computing node for the target operating trains from at least one registered zone controller computing node comprises: selecting one zone controller computing node for the target operating trains on the basis of the operating state of each registered zone controller computing node, so that load balancing may be achieved among the registered zone controller computing nodes.
  • the train operation management method may further comprise: registering each zone controller computing node 101 with the at least one first registration node 103; thus, the step of selecting one zone controller computing node 101 for the target operating trains 20 comprises: searching for at least one registered zone controller computing node 101 from at least one registration node 103, and selecting one zone controller computing node 101 for the target operating trains 20 from the at least one registered zone controller computing node 101.
  • the automatic train protection method may further comprise: storing, with the operating data management subsystem 104, train sorting map information, the train sorting map information comprising train sorting maps corresponding to operating lines, as well as real-time and historical movement authorizations corresponding to each of the operating trains 20, the train sorting maps indicating the location sorting of the operating trains 20 on the operating lines; after transmitting movement authorization requests to the selected zone controller computing nodes 101, the method further comprises: transmitting, with the selected zone controller computing node 101, location information of the target operating trains 20 and feature identifiers of the target operating trains 20 to the operating data management subsystem 104; and with the operating data management subsystem 104, on the basis of the location information of the target operating trains 20 and the feature identifiers of the target operating trains 20, providing the zone controller computing nodes 101 with train sorting maps and historical movement authorizations related to the target operating trains 20.
  • a specific implementation of storing train sorting map information with the operating data management subsystem 104 may be storing, with at least two first databases 1043, the train sorting maps corresponding to the operating lines, and storing, with at least two second databases 1044, real-time and historical movement authorizations corresponding to the operating trains 20.
  • the train operation management method may further comprise: storing interlocking information with the interlocking information processing subsystem 105, the interlocking information comprising state information of all the interlocking elements of all the connected interlocking systems 30; thus, the step of acquiring interlocking information comprises: transmitting, with the selected zone controller computing node 101, an interlocking information acquisition request to the interlocking information processing subsystem 105, the interlocking information acquisition request comprising location information of the target operating trains 20; and searching, with the interlocking information processing subsystem 105, for interlocking information related to the location information of the target operating trains 20, and transmitting the interlocking information related to the location information of the target operating trains 20 to the selected zone controller computing nodes 101.
  • a specific implementation of storing interlocking information with the interlocking information processing subsystem 105 may comprise: caching, with at least two interlocking information cache databases 1051, the state information of all the interlocking elements in the at least one interlocking system 30 connected thereto; thus, a specific implementation of searching, with the interlocking information processing subsystem 105, for interlocking information related to the location information of the target operating trains 20, and transmitting the interlocking information related to the location information of the target operating trains 20 to the selected zone controller computing nodes 101 may comprise: receiving the interlocking information acquisition request with the interlocking information screening server 1052; and searching for the state information related to the location information of the target operating trains 20 and the occupancy situations of rail zones in at least two interlocking information cache databases 1051, and transmitting the state information related to the location information of the target operating trains 20 and the occupancy situations of rail zones to the selected zone controller computing nodes 101.
  • the train operation management method may further comprise: backing up, with at least two interlocking information cache backup databases 1051, the state information and occupancy situations of rail zones cached in the corresponding interlocking information cache database 1051; and when communication between the interlocking information screening server 1052 and any interlocking information cache database 1051 has failed, searching for state information and occupancy situations of rail zones related to the target operating trains 20 from the interlocking information cache backup database 1053 corresponding to the interlocking information cache database 1051 with which the communication has failed.
  • the train operation management method may further comprise: backing up interlocking information with the interlock processing standby subsystem 106; transmitting the interlocking information acquisition request to the interlock processing standby subsystem 106 after the communication between the selected zone controller computing node 101 and the interlocking information processing subsystem 105 has failed; and searching, with the interlock processing standby subsystem 106, for interlocking information related to the location information of the target operating trains 20, and transmitting the interlocking information related to the location information of the target operating trains 20 to the selected zone controller computing nodes 101.
  • the allocation unit in the system is a load balancing server 800 and the system manages two operating trains.
  • the process of managing the operating trains with the automatic train protection system is specifically as follows:
  • each subject in the system for example, a zone controller computing node, an allocation unit/load balancing server, a registration node, an operating data management subsystem, a screening server, and an interlocking information processing subsystem, may be implemented as a stand-alone server, or a virtual machine based on a clustered server.
  • these subjects may be physical subjects, or may be on a device physically and divided logically.
  • allocation unit zone controller computing nodes, registration nodes, operating data management subsystems, and interlocking information processing subsystems in the above-described automatic train protection system may be deployed on a cloud server.
  • the present invention further provides a computer-readable medium storing an instruction for combining a load balancing server and the at least two zone controller computing nodes to execute the automatic train protection method as described herein.
  • a system or apparatus equipped with a storage medium storing software program code for implementing functions of any of the above-described embodiments, and to cause a computer (or a CPU or an MPU or an MCU) of the system or apparatus to read and execute the program code stored on the storage medium.
  • the program code itself read from the storage medium can fulfill the functions of any of the above-described embodiments and, therefore, program code and the storage medium storing the program code constitute a part of the present invention.
  • Examples of a storage medium for providing program code include floppy disk, hard disk, magneto-optical disk, optical disk (for example, CD-ROM, CD-R, CD-RW, DVD-ROM, DVD-RAM, DVD-RW, or DVD+RW), magnetic tape, non-volatile memory card, and ROM.
  • program code may be downloaded from a server computer via a communications network.
  • any one of the above-described embodiments may be implemented by writing program code read from a storage medium to a memory disposed in an expansion board inserted into a computer or to a memory disposed in an expansion module connected to a computer, and then by, according to the instruction of program code, causing a CPU, etc. installed on the expansion board or expansion module to execute part of all of the actual operations.
  • a hardware module may be implemented mechanically or electrically.
  • a hardware module may comprise a permanently dedicated circuit or logic (for example, a special processor, an FPGA, or an ASIC) for completing corresponding operations.
  • a hardware module may further comprise programmable logic or circuitry (for example, a general-purpose processor or any other programmable processor), which may be temporarily configured by software to perform corresponding operations. Specific implementation manners (mechanical systems, or dedicated permanent circuits, or temporarily configured circuits) may be determined on the basis of cost and time considerations.

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  • Train Traffic Observation, Control, And Security (AREA)
EP20871743.9A 2019-09-30 2020-09-28 Système et procédé de protection de trains automatiques Pending EP4023526A4 (fr)

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PCT/CN2020/118547 WO2021063325A1 (fr) 2019-09-30 2020-09-28 Système et procédé de protection de trains automatiques

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