WO2019020003A1 - Procédé et système de commande de train, et dispositif de commande de véhicule embarqué - Google Patents

Procédé et système de commande de train, et dispositif de commande de véhicule embarqué Download PDF

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Publication number
WO2019020003A1
WO2019020003A1 PCT/CN2018/096793 CN2018096793W WO2019020003A1 WO 2019020003 A1 WO2019020003 A1 WO 2019020003A1 CN 2018096793 W CN2018096793 W CN 2018096793W WO 2019020003 A1 WO2019020003 A1 WO 2019020003A1
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WIPO (PCT)
Prior art keywords
train
automatic driving
control information
driving system
ato
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PCT/CN2018/096793
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English (en)
Chinese (zh)
Inventor
黄楚高
卓开阔
苏波
王发平
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比亚迪股份有限公司
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Publication of WO2019020003A1 publication Critical patent/WO2019020003A1/fr

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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
    • 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
    • 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

Definitions

  • the present application relates to the field of train control technologies, and in particular, to a train control method, system, and vehicle controller.
  • an automatic train protection system (ATP) and an automatic train operation system (ATO) are respectively operated on two sets of equipment, and the two sets of equipment can be Have the same hardware conditions.
  • the vehicle ATP is responsible for reporting its position to the ground in real time, and protecting the distance, speed and door elements according to the received mobile authorization information.
  • the vehicle ATO enables automatic driving and automatic control of the vehicle.
  • the ATP and ATO are respectively connected to the vehicle interface to achieve safety protection and automatic driving of the vehicle.
  • ATP and ATO need to separately occupy the hardware resources of a set of devices, resulting in high hardware costs.
  • ATP and ATO need to be independently connected to the vehicle interface, and also need to distinguish between secure interfaces and non-secure interfaces. ATP and ATO are also required.
  • the present application aims to solve at least one of the technical problems in the related art to some extent.
  • the first object of the present application is to propose a train control method for realizing the integration of the vehicle ATP and the ATO into one set of hardware devices, reducing the hardware resources occupied by the ATP and the ATO, and the ATP and the ATO are the same.
  • the vehicle interface is connected to the vehicle, reducing the vehicle interface and the communication interface between the ATP and the ATO, greatly reducing hardware wiring complexity and project costs.
  • a second object of the present application is to propose an onboard controller.
  • a third object of the present application is to propose a train control system.
  • a fourth object of the present application is to propose a non-transitory computer readable storage medium.
  • the first aspect of the present application provides a train control method, including: an automatic train protection system running in an on-board controller transmits train operation status information to an automatic train driving in the on-board controller Receiving train control information transmitted by the train automatic driving system, wherein the train control information is obtained by the train automatic driving system according to the train running state information; and transmitting the train control information to the train, so as to enable The train operates in accordance with the train control information.
  • the ATP running in the vehicle controller transmits the train operation status information to the ATO running in the vehicle controller, and receives the train control information sent by the ATO, and the train control information is ATO according to the above.
  • the train operation status information is obtained by calculation, and finally the train control information is sent to the train, so that the train runs according to the train control information, so that the vehicle ATP and the ATO can be integrated into one set of hardware devices (ie, the vehicle controller).
  • Operation, reducing the hardware resources occupied by ATP and ATO, and ATP and ATO are connected to the vehicle through the same vehicle interface, reducing the vehicle interface, and the communication interface between ATP and ATO, greatly reducing the hardware wiring complexity and Project cost.
  • an embodiment of the second aspect of the present application provides an onboard controller comprising: a memory, a processor, and a computer program stored on the memory and operable on the processor; the processor Executing the computer program, transmitting train operation status information to the train automatic driving system operated by the processor by running a train automatic protection system; receiving train control information sent by the train automatic driving system, the train control information is The train automatic driving system calculates and obtains according to the train running state information; and transmits the train control information to the train by running a train automatic protection system, so that the train runs according to the train control information.
  • the processor transmits the train running status information to the ATO operated by the processor by running the ATP, and receives the train control information sent by the ATO, and the train control information is the ATO according to the train running state.
  • the information obtained by the calculation is finally transmitted to the train by running the ATP, so that the train runs according to the above train control information, thereby realizing the integration of the vehicle ATP and the ATO into a set of hardware devices (ie, the vehicle controller).
  • Operation reducing the hardware resources occupied by ATP and ATO, and ATP and ATO are connected to the vehicle through the same vehicle interface, reducing the vehicle interface, and the communication interface between ATP and ATO, greatly reducing the hardware wiring complexity and Project cost.
  • a third aspect of the present application provides a train control system including: a vehicle interface, a driver user interface, and an onboard controller as described above.
  • FIG. 2 is a flow chart of another embodiment of a train control method of the present application.
  • FIG. 3 is a schematic structural diagram of an embodiment of an on-board controller of the present application.
  • FIG. 4 is a schematic structural view of an embodiment of a train control system of the present application.
  • the train control method may include:
  • the ATP running in the Vehicle On-board Controller (hereinafter referred to as VOBC) transmits the train running status information to the ATO running in the above-mentioned vehicle controller.
  • the train running state information may include an ATO permission signal (ie, the direction handle of the train bridge is in the forward direction and the main control handle is in the zero position), the train position, the speed, the target point, the target position, the stop position, and the operation related Data, etc.
  • ATO permission signal ie, the direction handle of the train bridge is in the forward direction and the main control handle is in the zero position
  • the ATP running in the onboard controller transmits the train running status information to the ATO running in the onboard controller.
  • the ATP receives the train control information sent by the ATO, and the train control information is calculated by the ATO according to the train running state information.
  • the ATP may transmit the above train control information to the traction braking system of the train, and then the traction braking system of the train controls the operation of the train according to the train control information.
  • the train control information may include a control level, and after receiving the control level sent by the ATO, the ATP sends the control level to the traction braking system of the train, so that the traction brake of the train The system can control the operation of the above trains according to the above-mentioned control level.
  • the ATP running in the in-vehicle controller transmits the train running state information to the ATO running in the in-vehicle controller, and receives the train control information sent by the ATO, and the train control information is the ATO according to the train running state information.
  • the calculation obtains and finally sends the above train control information to the train, so that the train runs according to the above train control information, thereby realizing the integration of the vehicle ATP and the ATO into one set of hardware devices, and reducing the hardware occupied by the ATP and the ATO.
  • Resources, and ATP and ATO are connected to the vehicle through the same vehicle interface, reducing the vehicle interface and the communication interface between ATP and ATO, greatly reducing hardware wiring complexity and project cost.
  • FIG. 2 is a flow chart of another embodiment of the train control method of the present application. As shown in FIG. 2, in the embodiment shown in FIG. 1 of the present application, after 101, the method further includes:
  • 102 can be:
  • the length of the waiting time may be set according to the system performance and/or the implementation requirement.
  • the length of the waiting time is not limited in this embodiment.
  • the waiting time may be 10 seconds.
  • the ATP sends the train running status information to the ATO
  • a waiting time is set, and within the waiting time, the ATP is in a waiting state, waiting for the ATO to complete the calculation.
  • the ATO sends the train control information to the ATP, notifying the ATP to end the waiting and continuing to perform the subsequent tasks.
  • the ATP ends the waiting, and controls the operation of the train based on the train control information.
  • the ATP function for example, train positioning, train folding, speed measurement, speed protection, door protection, detour protection, and stop protection
  • Protection function for example, train positioning, train folding, speed measurement, speed protection, door protection, detour protection, and stop protection
  • the ATP directly enters the error processing, returns to the ATP task, continues to execute the ATP function, and performs the conversion of the train operation mode.
  • AM automatic mode
  • CM coded Mode
  • the train is operated under the CM, the train is not upgraded. . This ensures that the execution time of the ATO is within the control range of the ATP. Regardless of any abnormality in the ATO, it will not affect the execution cycle of the ATP, so that the protection function of the ATP is performed normally.
  • the ATP and the ATO running in the VOBC use the same main control board, and there is no need to set an independent communication interface, and the information interaction between the vehicle ATP and the ATO can be completed by using an internal call, and the ATP and the ATO task program are used to isolate.
  • the solution implementation is functionally independent.
  • the ATP task priority is higher than the ATO task priority, and the ATP program and the ATO program are independently executed in their respective tasks. Because it is two independent system tasks, the ATO program runs away or falls into an infinite loop and other abnormal conditions, which will not affect the normal execution of the ATP protection function.
  • No task of VOBC can directly call the function of ATO related module for operation and processing. It can only throw a message to ATO, and let ATO call the relevant module in ATO for processing.
  • the ATP variable and the ATO variable are separated by a stack space, and the ATO variable is a local variable and is stored in the stack space of the ATO, so that when the ATO program has a memory overflow and reads and writes an illegal address, A variable that affects ATP.
  • the VOBC in this embodiment may implement a train control method provided by an embodiment of the present application.
  • the VOBC may include: a memory, a processor, and a memory stored in the foregoing. A computer program running on the above processor.
  • the processor executes the computer program, and sends the train running status information to the ATO operated by the processor by running the ATP, and receives the train control information sent by the ATO, wherein the train control information is that the ATO is operated according to the train.
  • the status information is obtained by calculation; and sent to the train to cause the train to operate in accordance with the train control information.
  • the train running state information may include an ATO permission signal (ie, the direction handle of the train bridge is in the forward direction and the main control handle is in the zero position), the train position, the speed, the target point, the target position, the stop position, and the operation related Data, etc.
  • the processor can send the above train running status information to the ATO running by the processor by running ATP.
  • the ATP receives the train control information transmitted by the ATO, and the train control information is calculated by the ATO based on the train operating state information.
  • the process may send the above train control information to the traction braking system of the train by running ATP, and then the traction braking system of the train controls the operation of the train according to the above train control information.
  • the train control information may include a control level, and after the ATP of the processor receives the control level sent by the ATO, the control level is sent to the traction braking system of the train, so that the train The traction braking system can control the operation of the above train according to the above-mentioned control level.
  • the processor is further configured to: after the train running status information is sent to the ATO running by the processor, set a waiting time; and wait for a waiting period.
  • the processor is specifically configured to receive the train control information sent by the ATO by using the ATP during the waiting time.
  • the length of the waiting time may be set according to the system performance and/or the implementation requirement.
  • the length of the waiting time is not limited in this embodiment.
  • the waiting time may be 10 seconds.
  • the processor sends the train running status information to the ATO by running the ATP
  • a duration is set, and within the waiting time, the ATP is in a waiting state, waiting for the ATO to complete the calculation, after the ATO completes the calculation,
  • the ATO sends the train control information to the ATP, notifying the ATP to wait, and continuing to perform subsequent tasks.
  • the ATP ends the waiting, and the operation of the train is controlled based on the train control information.
  • the processor is further configured to perform the function of the ATP when the train control information sent by the ATO is not received within the waiting time period (eg, train positioning, train folding, speed measuring, speed protection, door) Protection, retreat protection, stability protection and other protective functions), and the conversion of train operation mode.
  • the waiting time period eg, train positioning, train folding, speed measuring, speed protection, door
  • Protection retreat protection, stability protection and other protective functions
  • the processor directly enters the error processing, returns to the ATP task to continue to perform the ATP function, and performs the conversion of the train operation mode, specifically If the train is running under AM, it is downgraded to CM. If the train is running under CM, no upgrade is performed. This ensures that the execution time of the ATO is within the control range of the ATP. Regardless of any abnormality in the ATO, it will not affect the execution cycle of the ATP, so that the protection function of the ATP is performed normally.
  • the ATP and the ATO running in the VOBC use the same main control board, and there is no need to set an independent communication interface, and the information interaction between the vehicle ATP and the ATO can be completed by using an internal call, and the ATP and the ATO task program are used to isolate.
  • the solution implementation is functionally independent.
  • the ATP task priority is higher than the ATO task priority, and the ATP program and the ATO program are independently executed in their respective tasks. Because it is two independent system tasks, the ATO program runs away or falls into an infinite loop and other abnormal conditions, which will not affect the normal execution of the ATP protection function.
  • No task of VOBC can directly call the function of ATO related module for operation and processing. It can only throw a message to ATO, and let ATO call the relevant module in ATO for processing.
  • the ATP variable and the ATO variable are separated by a stack space, and the ATO variable is a local variable and is stored in the stack space of the ATO, so that when the ATO program has a memory overflow and reads and writes an illegal address, A variable that affects ATP.
  • the processor transmits the train running status information to the ATO operated by the processor by running the ATP, and receives the train control information sent by the ATO, and the train control information is obtained by the ATO according to the train running state information, and finally The above train control information is transmitted to the train by running ATP, so that the above train runs according to the above train control information, thereby realizing the integration of the vehicle ATP and the ATO into one set of hardware devices (ie, the vehicle controller), reducing ATP and The hardware resources occupied by the ATO, and the ATP and ATO are connected to the vehicle through the same vehicle interface, reducing the vehicle interface and the communication interface between the ATP and the ATO, greatly reducing the hardware wiring complexity and project cost.
  • FIG. 3 illustrates a block diagram of an exemplary onboard controller 12 suitable for use in implementing embodiments of the present application.
  • the on-board controller 12 shown in FIG. 3 is merely an example and should not impose any limitation on the function and scope of use of the embodiments of the present application.
  • the onboard controller 12 is embodied in the form of a general purpose computing device.
  • the components of the onboard controller 12 may include, but are not limited to, one or more processors or processing units 16, system memory 28, and a bus 18 that connects different system components, including system memory 28 and processing unit 16.
  • Bus 18 represents one or more of several types of bus structures, including a memory bus or memory controller, a peripheral bus, a graphics acceleration port, a processor, or a local bus using any of a variety of bus structures.
  • these architectures include, but are not limited to, an Industry Standard Architecture (hereinafter referred to as ISA) bus, a Micro Channel Architecture (MAC) bus, an enhanced ISA bus, and video electronics.
  • ISA Industry Standard Architecture
  • MAC Micro Channel Architecture
  • VESA Video Electronics Standards Association
  • PCI Peripheral Component Interconnection
  • the onboard controller 12 typically includes a variety of computer system readable media. These media can be any available media that can be accessed by the onboard controller 12, including volatile and non-volatile media, removable and non-removable media.
  • System memory 28 may include computer system readable media in the form of volatile memory, such as random access memory (RAM) 30 and/or cache memory 32.
  • the onboard controller 12 may further include other removable/non-removable, volatile/non-volatile computer system storage media.
  • storage system 34 may be used to read and write non-removable, non-volatile magnetic media (not shown in Figure 3, commonly referred to as a "hard disk drive”).
  • a disk drive for reading and writing to a removable non-volatile disk such as a "floppy disk”
  • a removable non-volatile disk for example, a compact disk read-only memory (Compact)
  • each drive can be coupled to bus 18 via one or more data medium interfaces.
  • Memory 28 can include at least one program product having a set (e.g., at least one) of program modules configured to perform the functions of the various embodiments of the present application.
  • a program/utility 40 having a set (at least one) of program modules 42 may be stored, for example, in memory 28, such program modules 42 including, but not limited to, an operating system, one or more applications, other programs Modules and program data, each of these examples or some combination may include an implementation of a network environment.
  • Program module 42 typically performs the functions and/or methods of the embodiments described herein.
  • the onboard controller 12 can also communicate with one or more external devices 14 (eg, a keyboard, pointing device, display 24, etc.), and can also communicate with one or more devices that enable the user to interact with the onboard controller 12, and/ Or communicating with any device (eg, a network card, modem, etc.) that enables the onboard controller 12 to communicate with one or more other computing devices.
  • This communication can take place via an input/output (I/O) interface 22.
  • the in-vehicle controller 12 can also be connected to one or more networks (for example, a local area network (LAN), a wide area network (WAN), and/or a public network, for example, a network adapter 20, for example, Internet) communication.
  • networks for example, a local area network (LAN), a wide area network (WAN), and/or a public network, for example, a network adapter 20, for example, Internet
  • network adapter 20 communicates with other modules of vehicle controller 12 via bus 18. It should be understood that although not shown in FIG. 3, other hardware and/or software modules may be utilized in connection with the onboard controller 12, including but not limited to: microcode, device drivers, redundant processing units, external disk drive arrays, RAID systems, Tape drives and data backup storage systems.
  • the processing unit 16 performs various functional applications and data processing by running programs stored in the system memory 28, for example, implementing the train control methods provided by the embodiments of the present application in the manner described above.
  • the train control system may include a vehicle interface 41, a driver-user interface (DMI) 42 and a VOBC 43.
  • the vehicle interface 41 is connected to the VOBC 43
  • the driver user interface 42 is connected to the VOBC 43.
  • the VOBC 43 can adopt the on-board controller provided in the embodiment shown in FIG. 3 of the present application.
  • the ATP and ATO running in VOBC43 use the same main control board, which reduces the hardware resources occupied by ATP and ATO.
  • the ATP and ATO running in VOBC43 are connected to the vehicle through the same vehicle interface, reducing the vehicle interface, and ATP and ATO. There is no need to set up a separate communication interface, and the information exchange between the vehicle ATP and the ATO can be completed by means of internal calls, and the functions separated by the ATP and ATO task programs are used independently, which greatly reduces the hardware wiring complexity and project cost. .
  • the ATP task priority is higher than the ATO task priority, and the ATP and ATO programs are independently executed in their respective tasks. Because it is two independent system tasks, the ATO program runs away or falls into an infinite loop and other abnormal conditions, which will not affect the normal execution of the ATP protection function.
  • No task of VOBC43 can directly call the function of ATO related module for operation and processing. It can only throw a message to ATO, and let ATO call the relevant module in ATO for processing.
  • the ATP variable and the ATO variable are separated by a stack space, and the ATO variable is a local variable and is stored in the stack space of the ATO, so that when the ATO program has a memory overflow and reads and writes an illegal address, A variable that affects ATP.
  • the ATP running in the VOBC 43 transmits the train running status information to the ATO running in the onboard controller, and within the ATP waiting time period, the ATP receives the train control information sent by the ATO, and transmits the train control information to the train, so that the above The train operates in accordance with the above train control information. If the ATP does not receive the train control information transmitted by the ATO within the ATP waiting time period, the ATP function is executed and the train operation mode is switched.
  • the embodiment of the present application further provides a non-transitory computer readable storage medium, on which a computer program is stored, and when the computer program is executed by the processor, the train control method provided by the embodiment of the present application can be implemented.
  • the above non-transitory computer readable storage medium may employ any combination of one or more computer readable mediums.
  • the computer readable medium can be a computer readable signal medium or a computer readable storage medium.
  • the computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above.
  • a computer readable storage medium can be any tangible medium that can contain or store a program, which can be used by or in connection with an instruction execution system, apparatus or device.
  • a computer readable signal medium may include a data signal that is propagated in the baseband or as part of a carrier, carrying computer readable program code. Such propagated data signals can take a variety of forms including, but not limited to, electromagnetic signals, optical signals, or any suitable combination of the foregoing.
  • the computer readable signal medium can also be any computer readable medium other than a computer readable storage medium, which can transmit, propagate, or transport a program for use by or in connection with the instruction execution system, apparatus, or device. .
  • Program code embodied on a computer readable medium can be transmitted by any suitable medium, including but not limited to wireless, wire, fiber optic cable, RF, etc., or any suitable combination of the foregoing.
  • Computer program code for performing the operations of the present application may be written in one or more programming languages, or a combination thereof, including an object oriented programming language such as Java, Smalltalk, C++, and conventional Procedural programming language—such as the "C" language or a similar programming language.
  • the program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer, partly on the remote computer, or entirely on the remote computer or server.
  • the remote computer can be connected to the user computer through any kind of network, including a local area network (LAN) or a wide area network (WAN), or Connect to an external computer (for example, using an Internet service provider to connect via the Internet).
  • LAN local area network
  • WAN wide area network
  • an Internet service provider for example, using an Internet service provider to connect via the Internet.
  • the content of the right item can be repeated.
  • first and second are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated.
  • features defining “first” and “second” may include at least one of the features, either explicitly or implicitly.
  • the meaning of "a plurality” is at least two, such as two, three, etc., unless specifically defined otherwise.
  • a "computer-readable medium” can be any apparatus that can contain, store, communicate, propagate, or transport a program for use in an instruction execution system, apparatus, or apparatus, or in conjunction with such an instruction execution system, apparatus, or apparatus.
  • Computer readable media include the following: electrical connections (electronic devices) having one or more wires, portable computer disk cartridges (magnetic devices), random access memory (Random Access Memory) (hereinafter referred to as: RAM), Read Only Memory (ROM), Erasable Programmable Read Only Memory (EPROM) or flash memory, fiber optic devices, and Compact Disc Read Only Memory (hereinafter referred to as CD-ROM).
  • the computer readable medium may even be a paper or other suitable medium on which the program can be printed, as it may be optically scanned, for example by paper or other medium, followed by editing, interpretation or, if appropriate, other suitable The method is processed to obtain the program electronically and then stored in computer memory.
  • portions of the application can be implemented in hardware, software, firmware, or a combination thereof.
  • multiple operations or methods may be implemented in software or firmware stored in a memory and executed by a suitable instruction execution system.
  • a suitable instruction execution system For example, if implemented in hardware and in another embodiment, it can be implemented by any one or combination of the following techniques well known in the art: discrete with logic gates for implementing logic functions on data signals Logic circuit, ASIC with suitable combination logic gate, Programmable Gate Array (PGA), Field Programmable Gate Array (FPGA).
  • each functional unit in each embodiment of the present application may be integrated into one processing module, or each unit may exist physically separately, or two or more units may be integrated into one module.
  • the above integrated modules can be implemented in the form of hardware or in the form of software functional modules.
  • the integrated modules, if implemented in the form of software functional modules and sold or used as stand-alone products, may also be stored in a computer readable storage medium.
  • the above mentioned storage medium may be a read only memory, a magnetic disk or an optical disk or the like. While the embodiments of the present application have been shown and described above, it is understood that the above-described embodiments are illustrative and are not to be construed as limiting the scope of the present application. The embodiments are subject to variations, modifications, substitutions and variations.

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Abstract

La présente invention concerne un procédé de commande de train consistant à : envoyer, par un système de protection automatique de train fonctionnant dans un dispositif de commande de véhicule embarqué, des informations d'état de fonctionnement de train à un système de commande automatique de train dans le dispositif de commande de véhicule embarqué (101) ; recevoir des informations de commande de train envoyées par le système de commande automatique de train (102), les informations de commande de train étant obtenues par exécution d'un calcul selon les informations d'état de fonctionnement de train par le système de commande automatique de train ; et envoyer les informations de commande de train à un train, de telle sorte que le train fonctionne selon les informations de commande de train (103). La présente invention concerne également un système de commande de train et un dispositif de commande de véhicule embarqué.
PCT/CN2018/096793 2017-07-26 2018-07-24 Procédé et système de commande de train, et dispositif de commande de véhicule embarqué WO2019020003A1 (fr)

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CN201710619887.6A CN109305197B (zh) 2017-07-26 2017-07-26 列车控制方法、系统和车载控制器
CN201710619887.6 2017-07-26

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CN113592230A (zh) * 2021-06-29 2021-11-02 通号城市轨道交通技术有限公司 列车参数调整方法与装置
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CN114407984A (zh) * 2022-01-24 2022-04-29 交控科技股份有限公司 列车降级运行计划调整方法及系统
CN115257884A (zh) * 2022-08-19 2022-11-01 交控科技股份有限公司 基于载客状态的轨道交通节能控制方法及装置

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