A configuration method and device for an automatic protection system for trains adaptable to multiple train models.

Abstract

This invention discloses a configuration method and device for an Automatic Train Protection (ATP) system adaptable to multiple train models, relating to the field of railway technology, with the main objective of improving the versatility of ATP software. The main technical solution of this invention is as follows: acquiring signal acquisition points and drive control points for each train model, establishing a mapping relationship between train model and points; based on functional module partitioning rules, assigning signal acquisition points and drive control points to corresponding functional modules, forming an association table between functional modules and points; configuring the existence parameters and logical processing parameters of signal acquisition points and drive control points in the corresponding functional modules according to the mapping relationship between train model and points and dynamic configuration rules, combined with the association table, generating a train model configuration file for each train model.

Description

Technical Field

[0001] This invention relates to the field of railway technology, and in particular to a configuration method and device for an automatic train protection system adaptable to multiple train models. Background Technology

[0002] With the rapid development of my country's railway transportation towards intelligence and diversification, train control, as a core technology ensuring the safe and efficient operation of trains, relies on the deep collaboration between Automatic Train Protection (ATP) software and train hardware. However, current train models are showing a trend towards diversification, with significant differences in hardware interface configurations, mainly in the configuration logic of signal acquisition points and drive control points. These technical differences mean that the ATP software, as the core control module for train operation safety, must develop adaptation code for specific train models when interacting with the hardware of different models, leading to extended development cycles and increased maintenance costs. This directly affects the universality design of the ATP software, increasing the complexity and cost of system maintenance. Summary of the Invention

[0003] In view of the above problems, the present invention provides a configuration method and device for an automatic train protection system that is compatible with multiple train models, the main purpose of which is to improve the versatility of ATP software.

[0004] To solve the above-mentioned technical problems, the present invention proposes the following solution:

[0005] In a first aspect, the present invention provides a configuration method for an automatic protection system for trains adaptable to multiple train models, the method comprising:

[0006] Obtain the signal acquisition points and drive control points corresponding to each train model, and establish a mapping relationship between train models and points;

[0007] Based on the functional module division rules, the signal acquisition points and drive control points are assigned to the corresponding functional modules to form an association table between functional modules and points.

[0008] Based on the mapping relationship between vehicle models and points and the dynamic configuration rules, and combined with the association table, the point existence parameters and logical processing parameters of the signal acquisition points and drive control points in the corresponding functional modules are configured to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the point existence parameters and logical processing parameters of the signal acquisition points and drive control points for different vehicle models. The point existence parameters are used to identify the availability status of the point in the corresponding vehicle model, and the logical processing parameters are used to define the effective level mode adopted by the point.

[0009] Secondly, the present invention provides a configuration device for an automatic protection system for trains adapted to multiple train models, the device comprising:

[0010] The point acquisition unit is used to acquire the signal acquisition points and drive control points corresponding to each train model and establish the mapping relationship between train model and points.

[0011] The module partitioning unit is used to allocate the signal acquisition points and drive control points acquired by the point acquisition unit to the corresponding functional modules based on the functional module partitioning rules, forming an association table between functional modules and points.

[0012] The parameter configuration unit is used to configure the existence parameters and logic processing parameters of the signal acquisition points and drive control points in the corresponding functional modules according to the mapping relationship between vehicle models and points and the dynamic configuration rules obtained by the module division unit, combined with the association table, to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the existence parameters and logic processing parameters of the signal acquisition points and drive control points for different vehicle models. The existence parameters are used to identify the availability status of the points in the corresponding vehicle model, and the logic processing parameters are used to define the effective level mode adopted by the points.

[0013] To achieve the above objectives, according to a third aspect of the present invention, a storage medium is provided, the storage medium including a stored program, wherein, when the program is executed, the device where the storage medium is located executes the configuration method of the train automatic protection system adapted to multiple train models described in the first aspect.

[0014] To achieve the above objectives, according to a fourth aspect of the present invention, a processor is provided for running a program, wherein the program executes the configuration method of the train automatic protection system adapted to multiple train models described in the first aspect.

[0015] By employing the above technical solution, this invention provides a configuration method and apparatus for a train automatic protection system adaptable to multiple train models. First, it acquires the signal acquisition points and drive control points corresponding to each train model, establishing a mapping relationship between train model and points. Then, based on functional module partitioning rules, various points are assigned to corresponding functional modules according to their functions, constructing an association table between functional modules and points. In this way, point configuration, logic debugging, and subsequent maintenance can all revolve around clear functional objectives, avoiding the dealing with a large amount of disordered point information, thereby significantly reducing the complexity of system management and improving the efficiency of development, debugging, and maintenance. Furthermore, based on the mapping relationship between train model and points, combined with dynamic configuration rules, the "point existence parameters" and "logic processing parameters" of the signal acquisition points and drive control points in each functional module can be configured through the aforementioned association table, thereby generating a train model configuration file for each train model. The dynamic configuration rules guide the adaptive configuration of the existence parameters and logic processing parameters of signal acquisition points and drive control points for different vehicle models. The existence parameters identify the availability status of a point in the corresponding vehicle model, while the logic processing parameters define the effective voltage level used by the point. In summary, this invention decouples the underlying code from the hardware adaptation logic by constructing a structured vehicle model configuration file. When dealing with different vehicle models, the system only needs to load the corresponding configuration file to dynamically generate adapted control signals without modifying the underlying code, thus significantly improving the system's versatility, flexibility, and ease of maintenance.

[0016] The above description is merely an overview of the technical solution of the present invention. In order to better understand the technical means of the present invention and to implement it in accordance with the contents of the specification, and in order to make the above and other objects, features and advantages of the present invention more apparent and understandable, specific embodiments of the present invention are described below. Attached Figure Description

[0017] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0018] Figure 1 A flowchart illustrating a configuration method for an automatic protection system for trains adapted to multiple vehicle models, provided by an embodiment of the present invention, is shown.

[0019] Figure 2 This invention provides a flowchart of another configuration method for an automatic train protection system adapted to multiple train models, according to an embodiment of the present invention.

[0020] Figure 3This diagram illustrates a configuration device for an automatic train protection system adapted to multiple train models, provided by an embodiment of the present invention.

[0021] Figure 4 This invention provides a block diagram of a configuration device for an automatic train protection system adapted to multiple train models, according to an embodiment of the present invention. Detailed Implementation

[0022] Exemplary embodiments of the present disclosure will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.

[0023] To address the issue of insufficient interface versatility in current Automatic Train Protection (ATP) systems when interacting with hardware across different train models, existing technologies typically require custom development of adapter code for each model, leading to extended development cycles, increased maintenance costs, and severely limiting the versatility of the ATP system design. To resolve this, a multi-model-compatible ATP configuration method is proposed: by constructing a model-specific configuration file, the underlying code is decoupled from the hardware adaptation logic. When dealing with different models, the system only needs to load the corresponding configuration file to dynamically generate control signals adapted to that model, thus eliminating the need to modify the underlying code and significantly improving the system's versatility and maintenance efficiency.

[0024] It should be noted that the execution entity of this invention can be a third-party configuration system or a configuration module within the ATP software. After obtaining the signal acquisition points and drive control points corresponding to each train model, the relevant interfaces can be automatically configured, thereby achieving efficient deployment and management of train control logic. Furthermore, this invention, through a modular architecture design, divides the signal acquisition points and drive control points required by different train models into reusable functional modules, and customizes the functional implementation of each point in the module through configuration parameters. This design achieves the separation of business logic and hardware adaptation logic, making the configuration file the core bridge connecting the two.

[0025] Next, combined Figure 1 The present invention describes a configuration method for an automatic train protection system adaptable to multiple train models, the specific execution steps of which are as follows: Figure 1 As shown, it includes:

[0026] 101. Obtain the signal acquisition points and drive control points corresponding to each train model, and establish the mapping relationship between train model and points.

[0027] 102. Based on the functional module division rules, the signal acquisition points and drive control points are assigned to the corresponding functional modules to form an association table between functional modules and points.

[0028] In step 101 of this invention, the configured signal acquisition points and drive control points can be extracted from the hardware design documents of each train model, and organized into a mapping table between train models and points. The signal acquisition points may include signals used for status monitoring, such as service brake feedback; the drive control points include control signals used for performing operations, such as maximum service brake output, decompression control, and air closure control.

[0029] In step 102, according to the preset functional module division rules, the aforementioned signal acquisition points and drive control points are assigned to the corresponding functional modules to form an association table between functional modules and points. The functional module division rules can be defined according to the functional category to which the point belongs. Specifically, the functional category can be divided based on its control link (such as input, logic judgment, execution, etc.) and the object of action (such as braking system, traction system, etc.); it can also be classified according to the role attributes of the point, such as whether it is a data acquisition point, a control point, or a composite point that has both data acquisition and control functions.

[0030] Through the above steps, the control points of different train models can be systematically classified and managed, providing basic data support for the subsequent configuration and verification of modular control logic.

[0031] The purpose of dividing the system into functional modules is that train signal acquisition and drive control involve numerous points (such as doors, traction, braking, speed, and direction). These points are not isolated but functionally interconnected. By dividing the system into modules based on function (such as "brake control module" and "traction control module"), the originally scattered points can be categorized according to their functional affiliation. This allows for a clear focus on specific functional objectives in all aspects, from point configuration and logic debugging to subsequent troubleshooting. This avoids dealing with a large, disorganized list of points, significantly reducing management complexity and improving the efficiency of development, debugging, and maintenance.

[0032] 103. Based on the mapping relationship between vehicle models and points and the dynamic configuration rules, and combined with the association table, configure the point existence parameters and logical processing parameters of the signal acquisition points and drive control points in the corresponding functional modules to generate vehicle model configuration files for each vehicle model.

[0033] Among them, the dynamic configuration rules are used to guide the adaptive configuration of the point existence parameters and logic processing parameters of the signal acquisition points and drive control points for different vehicle models. The point existence parameters are used to identify the available status of the points in the corresponding vehicle models, while the logic processing parameters are used to define the effective level mode adopted by the points.

[0034] In step 103, based on the mapping relationship between vehicle models and points and the preset dynamic configuration rules, combined with the association table between functional modules and points, the point existence parameters and logic processing parameters of the corresponding signal acquisition points and drive control points in each functional module can be configured, thereby generating vehicle model configuration files for different vehicle models.

[0035] The specific implementation methods may include the following two:

[0036] The first method is the independent configuration mode, which creates a complete model configuration file for each train type. This configuration file contains all signal acquisition points and drive control points under each functional module in the association table, and sets corresponding point existence parameter configuration items and logic processing parameter configuration items for each point. The specific parameters are specified in the configuration items. For example, the point existence parameter can be either present or absent, and the logic processing parameter configuration item can be either positive logic or negative logic.

[0037] The second method is the template derivation mode, which selects a typical vehicle model as the base model and generates a complete configuration file as the base template. When adapting to other vehicle models, this base template is used as a basis, retaining the same or compatible configuration content, and only modifying and adapting the parts that differ, thereby quickly generating a configuration file adapted to the current vehicle model.

[0038] The two methods described above each have their own characteristics in practical applications: the first method is suitable for scenarios with fewer or more different vehicle models, where all configurations are completed in the early stages and can be directly called in step 104; while the second method is more suitable for scenarios with more or less common vehicle models, where configurations are generated and iterated quickly through dynamic adjustments, thereby improving configuration efficiency and flexibility.

[0039] After the configuration is completed in step 103, the corresponding model configuration file can be loaded according to the current train model. Based on the existence parameters and logic processing parameters of the signal acquisition points and drive control points configured in each functional module of the configuration file, the corresponding control signals are generated and output, thereby realizing the adaptability control and safe operation guarantee of the train automatic protection system for multiple models.

[0040] Taking vehicle model A as an example, the existence parameters of "Maximum Service Braking Output Point 1" and "Maximum Service Braking Output Point 2" in its configuration file are both set to "Existence," and the logic processing parameters are both configured to "Inverse Logic." Therefore, level signals will be output externally according to the characteristics of existence and inverse logic. Specifically, when maximum service braking needs to be performed, a low-level signal will be output to these two points. After receiving this low-level signal, the vehicle will activate the relevant braking device to decelerate the train.

[0041] Alternatively, the "frequent braking feedback point" existence parameter in the vehicle model configuration file can be set to "existent," and the logic processing parameter can be configured to "positive logic." This means that when a high level is detected, it indicates that a frequent braking feedback signal has been received. Through this configuration, braking commands can be accurately identified and feedback received, ensuring precise control and safe operation of the train braking process.

[0042] Based on the above Figure 1 As can be seen from the implementation method, the configuration method of the train automatic protection system adapted to multiple train models provided by this invention can first obtain the signal acquisition points and drive control points corresponding to each train model, and establish a mapping relationship between train models and points. Then, based on the functional module division rules, various points are assigned to the corresponding functional modules according to their functions, and an association table between functional modules and points is constructed. In this way, the configuration of points, the debugging of logic, and subsequent maintenance work can all be carried out around clear functional objectives, avoiding the need to deal with a large amount of disordered point information, thereby significantly reducing the complexity of system management and improving the efficiency of development, debugging, and maintenance. Furthermore, based on the mapping relationship between train models and points, combined with dynamic configuration rules, the "point existence parameters" and "logic processing parameters" of the signal acquisition points and drive control points in each functional module can be configured through the above association table, thereby generating a train model configuration file for each train model. Ultimately, during runtime, the corresponding train model configuration file can be loaded based on the current train model. Then, according to the existence parameters and logic processing parameters of the signal acquisition points and drive control points in each functional module defined in the configuration file, corresponding control signals are output. This achieves efficient adaptation and safe operation control of the Automatic Train Protection (ATP) system for multiple train models. In summary, this invention decouples the underlying code from the hardware adaptation logic by constructing a structured train model configuration file. When dealing with different train models, only the corresponding configuration file needs to be loaded to dynamically generate adapted control signals without modifying the underlying code, thus significantly improving versatility, flexibility, and ease of later maintenance.

[0043] Furthermore, as a response to Figure 1 Further refinement and extension of the illustrated embodiment, this invention also provides another configuration method for a train automatic protection system adapted to multiple train models, such as... Figure 2As shown, the specific steps are as follows:

[0044] 201. Obtain the signal acquisition points and drive control points corresponding to each train model, and establish the mapping relationship between train model and points.

[0045] The implementation method of step 201 is the same as that of step 101, and can achieve the same technical effect and solve the same technical problem, so it will not be repeated here.

[0046] 202. Determine the functional category of each signal acquisition point and drive control point based on their functional attributes.

[0047] 203. Divide each signal acquisition point and drive control point into the corresponding functional module according to the functional category.

[0048] In steps 202 and 203, a functional analysis is first performed on all signal acquisition points and drive control points involved in the automatic train protection system to identify their specific functional attributes in train operation control. These functional attributes mainly include the control link in which they are located and the object they affect.

[0049] Subsequently, according to the preset functional classification rules, each point is classified into the corresponding functional category according to its functional attributes. For example: points related to door control are classified into "door control"; points related to the braking system are classified into "braking control"; points related to the traction system are classified into "traction control"; points related to the determination or control of the running direction are classified into "direction control"; and points related to the acquisition or control of train speed are classified into "speed control".

[0050] The above classification process can be automatically identified and matched by parsing the naming rules, interface definitions, and functional description fields of the points, or by combining them with the train control logic diagram. It can also be combined with manual or semi-automatic methods to assist in confirmation, so as to ensure the accuracy of point classification.

[0051] After identifying the functional categories of the points, points belonging to the same functional category are assigned to the corresponding functional modules. For example: all "door control" points are assigned to the "door control module"; all "brake control" points are assigned to the "brake control module"; all "traction control" points are assigned to the "traction control module"; and all "steering control" and "speed control" points are assigned to the "steering control module" and "speed monitoring module" respectively.

[0052] Specifically, the functional modules may include a braking control module, a phase-crossing control module, a steering wheel control module, an automatic turnaround module, a traction control module, a door management module, and a speed monitoring module.

[0053] Ultimately, a structured mapping table between functional modules and locations will be generated. This mapping table can be widely used in subsequent stages such as location configuration, logic generation, interface integration, and operation control, thereby realizing a control logic organization method oriented towards functional objectives and significantly improving efficiency and maintainability in the development, debugging, and maintenance processes.

[0054] Common functional modules include, but are not limited to: braking control module, traction control module, door control module, steering control module, and speed monitoring module.

[0055] 204. Based on the mapping relationship between vehicle models and points and the dynamic configuration rules, and combined with the association table, configure the point existence parameters and logical processing parameters of the signal acquisition points and drive control points in the corresponding functional modules, and generate vehicle model configuration files for each vehicle model.

[0056] In this embodiment, an independent model configuration file can be created for each train model. This configuration file contains the point existence parameter configuration items and logic processing parameter configuration items for the signal acquisition points and drive control points under each functional module in the association table.

[0057] By displaying the signal acquisition points and drive control points contained in each functional module in the form of an association table, the point information involved in each functional module (such as the door control module, brake control module, etc.) can be structured and organized, making the point attribution clear and the logic explicit, thereby improving the readability of the configuration and management efficiency.

[0058] Based on this, for different train models, the mapping relationship between train model and location can be used to identify target locations (i.e., actual usage locations) and non-target locations (i.e., locations not used by the train model) in each functional module.

[0059] Subsequently, when generating the configuration file for the corresponding vehicle model:

[0060] For non-target locations, set them to "location does not exist" in the "location existence parameter configuration item" to indicate that the location is not enabled in this vehicle model; for target locations, set them to "location exists" in the "location existence parameter configuration item" and configure their logic processing method in the "logic processing parameter configuration item" according to the predefined configuration rules of this vehicle model, that is, determine whether the location uses positive logic or negative logic.

[0061] In this context, positive logic means that when a signal is at a high level (such as 1 or a high voltage state), it indicates that the signal is valid; while negative logic means that when a signal is at a low level (such as 0 or a low voltage state), it indicates that the signal is valid.

[0062] The specific values ​​(positive or negative logic) of the logic processing parameters can be determined by the hardware design specifications or control logic requirements of the train model. For example, some train models may use a low-level active signal for emergency braking (i.e., negative logic), while other models may use a high-level active signal (i.e., positive logic). This parameter can be automatically identified or manually configured based on the train model's interface definition document or the actual control logic to ensure consistency between the control logic and hardware behavior.

[0063] The above methods enable the flexible definition of the status and logical behavior of points in each functional module according to the actual configuration requirements of different vehicle models, thereby achieving structured and parameterized configuration of control logic and further improving versatility, adaptability and maintenance efficiency.

[0064] 205. Load the corresponding model configuration file according to the current train model, and obtain or output the corresponding control signals according to the point existence parameters and logic processing parameters of each signal acquisition point and each drive control point in each functional module of the configuration file to realize the safety control of the train automatic protection system.

[0065] In this step, the current train model information is first obtained, and the corresponding model configuration file is loaded. Then, in this configuration file, each signal acquisition point and drive control point contained therein is traversed sequentially, module by module, and the corresponding point existence parameters and logic processing parameters are read.

[0066] For points whose existence parameter is "non-existent", the system will perform guided security processing, that is, block or disable the point according to the default security policy to ensure that it will not participate in the actual control logic, thereby avoiding abnormal operations caused by invalid points.

[0067] For points whose existence parameter is "existent", the acquired signals are logically transformed according to their configured logic processing parameters (positive logic or negative logic), and corresponding control signals are output to drive the automatic train protection system to perform the corresponding operation.

[0068] This process can be continuously executed according to a set cycle, ensuring real-time or near real-time monitoring and processing of all points. By periodically traversing and processing all points, even if the configuration changes, it can detect and respond in a timely manner, thereby avoiding control anomalies caused by unsynchronized configuration updates and further ensuring the safety and stability of the train automatic protection system.

[0069] It should be noted that the reason why the present invention involves acquiring or outputting corresponding control signals is that it is necessary to acquire on-site operating parameters in real time through signal acquisition points and output corresponding control commands through drive control points in order to achieve precise control of the throttling process.

[0070] 206. In a new processing cycle, if the location existence parameter or logic processing parameter changes, emergency processing measures will be triggered.

[0071] In this embodiment, during operation, when the time difference between the current time and the end time of the previous processing round reaches a preset time interval, a new round of periodic processing will be triggered. This mechanism ensures continuous and dynamic perception of the status changes of train control points, improving real-time performance and safety.

[0072] At the start of a new round of processing, the first step is to verify whether the current train model is consistent with that of the previous round. If the model is consistent, the system further iterates through the signal acquisition points and drive control points contained in each functional module of the current model configuration file, checking whether the point existence parameters and logic processing parameters have changed.

[0073] If any change is detected in the point existence parameter or logic processing parameter of any point, an emergency handling procedure is triggered to prevent control logic abnormalities or safety hazards caused by configuration changes.

[0074] The emergency triggering process includes: first, determining the safety status of the changed point based on the operating rules corresponding to the current train model and the point existence parameters and logical processing parameters, specifically including the following steps:

[0075] If the change type is a change in the existence parameter of the point, then the point is determined according to the preset judgment rules to determine whether the point is a safety redundancy point (that is, the point has multiple redundant configurations in the automatic protection system of the train, and the failure of any one of them will not affect the overall safety control).

[0076] If the point is not a redundant point, and its existence parameter changes from "existing" to "not existing", then the security status of the point is determined to be abnormal, indicating that the critical control point is abnormally disabled; conversely, if the point is a redundant point, or the change direction is from "existing" to "not existing", and its corresponding primary point status is "existing", then its security status is determined to be normal.

[0077] If the change type is a change in logic processing parameters (such as changing from positive logic to negative logic), a preset simulation model is invoked to simulate the behavior of generating control signals based on the changed logic parameters. During the simulation, it will be verified whether the control signal will cause misjudgment or control conflict of related signals (e.g., whether it triggers control actions that should not be activated, or causes contradiction with the control logic of adjacent modules).

[0078] If the simulation results show that there is a risk of misjudgment or conflict, the safety status of the changed point is determined to be abnormal; otherwise, it is determined to be normal.

[0079] If the changed location is determined to be in an abnormal safety state, the following response measures will be taken:

[0080] Safety-oriented handling: Implement the default safety policy for this point, such as blocking the point or stopping related control outputs, to prevent it from affecting train operation;

[0081] Alarm notification: Send an alarm signal to the display interface of the train automatic protection system to prompt maintenance personnel to perform manual intervention and verification;

[0082] Log recording: Records change details, security assessment results, and handling measures to facilitate subsequent fault analysis.

[0083] It should be noted that the executing entity of this invention not only has the ability to automatically complete the ATP (Automatic Train Protection) system interface configuration according to the configuration file, but can also call the embedded simulation model to perform simulation verification of logic changes.

[0084] By introducing simulation models, potential risks can be identified in advance before the actual execution of change logic, further improving the security and reliability of control logic and achieving a safety control upgrade from "passive response" to "proactive prevention".

[0085] In addition, the following procedure can be used to determine whether a point is a safe redundancy point according to preset judgment rules:

[0086] It can simulate fault scenarios involving changed locations (such as signal loss, abnormal fluctuations, etc.) and observe whether the system can automatically activate other locations to replace their functions. For example, when "speed sensor B" fails, can "speed sensor A" immediately take over the signal acquisition task? If, after simulating a fault, the replacement location can complete the function switch within a preset safe response time (e.g., ≤100ms), then the location is determined to be a safe redundant location; if no replacement location is activated, or the switching response time exceeds the safe threshold, then it is determined to be a non-redundant location.

[0087] Furthermore, as a response to the above Figure 1 In addition to the implementation of the method shown, this embodiment of the invention also provides a configuration device for a train automatic protection system adapted to multiple train models, used for the above-mentioned... Figure 1 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 3 As shown, the device includes:

[0088] The point acquisition unit 301 is used to acquire the signal acquisition points and drive control points corresponding to each train model and establish the mapping relationship between train model and points.

[0089] The module partitioning unit 302 is used to allocate the signal acquisition points and drive control points acquired by the point acquisition unit 301 to the corresponding functional modules based on the functional module partitioning rules, thereby forming an association table between functional modules and points.

[0090] The parameter configuration unit 303 is used to configure the existence parameters and logic processing parameters of the signal acquisition points and drive control points in the corresponding functional modules according to the mapping relationship between vehicle models and points and the dynamic configuration rules obtained by the module division unit 302, and in conjunction with the association table, to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the existence parameters and logic processing parameters of the signal acquisition points and drive control points for different vehicle models. The existence parameters are used to identify the available status of the points in the corresponding vehicle model, and the logic processing parameters are used to define the effective level mode adopted by the points.

[0091] Furthermore, as a response to the above Figure 2 In addition to the implementation of the method shown, this embodiment of the invention also provides another configuration device for a train automatic protection system adapted to multiple train models, used for the above-mentioned... Figure 2 The method shown is implemented accordingly. This device embodiment corresponds to the foregoing method embodiment. For ease of reading, this device embodiment will not repeat the details of the foregoing method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiment. Figure 4 As shown, the device includes:

[0092] The point acquisition unit 301 is used to acquire the signal acquisition points and drive control points corresponding to each train model and establish the mapping relationship between train model and points.

[0093] The module partitioning unit 302 is used to allocate the signal acquisition points and drive control points acquired by the point acquisition unit 301 to the corresponding functional modules based on the functional module partitioning rules, thereby forming an association table between functional modules and points.

[0094] The parameter configuration unit 303 is used to configure the existence parameters and logic processing parameters of the signal acquisition points and drive control points in the corresponding functional modules according to the mapping relationship between vehicle models and points and the dynamic configuration rules obtained by the module division unit 302, and in conjunction with the association table, to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the existence parameters and logic processing parameters of the signal acquisition points and drive control points for different vehicle models. The existence parameters are used to identify the available status of the points in the corresponding vehicle model, and the logic processing parameters are used to define the effective level mode adopted by the points.

[0095] In one optional implementation, the module partitioning unit 302 is specifically used for:

[0096] The functional category is determined based on the functional attributes of each signal acquisition point and drive control point, and the functional attributes include the control link and the object of action.

[0097] According to the aforementioned functional categories, each signal acquisition point and drive control point is assigned to a corresponding functional module. The functional modules include a braking control module, a phase-crossing control module, a steering handle control module, an automatic turnaround module, a traction control module, a door management module, and a speed monitoring module.

[0098] In one optional implementation, the parameter configuration unit 303 is specifically used for:

[0099] Create an independent model configuration file for each train model. The model configuration file includes the point existence parameter configuration items and logic processing parameter configuration items for each signal acquisition point and each drive control point under each functional module in the association table.

[0100] For each vehicle model, based on the mapping relationship between the vehicle model and the location, the target location and non-target location belonging to the corresponding vehicle model in each functional module are determined;

[0101] In the vehicle configuration file, set the point existence parameter to "point does not exist" in the point existence parameter configuration item for non-target points;

[0102] In the vehicle configuration file, in the point existence parameter configuration item of the target point, the point existence parameter is set to point existence, and the logic processing parameters are configured according to the predefined rules of the corresponding vehicle. The logic processing parameters are positive logic or negative logic. The positive logic is valid when the signal is high level, and the negative logic is valid when the signal is low level.

[0103] In one optional embodiment, after the parameter configuration unit 303 generates the vehicle model configuration file for each vehicle model, the device further includes a signal control unit 304, which is specifically used for:

[0104] Obtain the current train model and load the corresponding model configuration file;

[0105] In the corresponding vehicle configuration file, the existence parameters and logical processing parameters of each signal acquisition point and each drive control point are traversed according to the functional module dimension. For points whose existence parameters are non-existent, guidance safety side processing is performed. For points whose existence parameters are present, the corresponding control signal is obtained or output according to the logical processing parameters, until all points in all functional modules have completed the above processing.

[0106] In an optional implementation, after all points in all functional modules have completed the above processing, the device further includes an emergency processing unit 305, which is specifically used for:

[0107] If the time difference between the current time and the end time of the previous round of processing reaches a preset time interval, a new round of processing will be triggered.

[0108] In this new round of processing, we will verify whether the current train model is consistent with that in the previous round of processing.

[0109] If they match, then iterate through the signal acquisition points and drive control points of each functional module in the vehicle configuration file to check whether the point existence parameters and logic processing parameters have changed.

[0110] If the location existence parameters or logic processing parameters change, emergency handling measures will be triggered.

[0111] In one optional implementation, if a change occurs in the location existence parameter or logic processing parameter in the emergency handling unit 305, an emergency handling measure is triggered, specifically for:

[0112] Based on the current train model and the corresponding operating rules, as well as the point existence parameters or logical processing parameters of the changed point, determine the safety status of the changed point.

[0113] If the safety status is determined to be abnormal, the changed location will be guided to the safety side and an alarm signal will be sent to the display interface.

[0114] In one optional implementation, when the emergency processing unit 305 determines the safety status of the changed point based on the operating rules corresponding to the current train model and the point existence parameters or logical processing parameters of the changed point, it is specifically used for:

[0115] If the location existence parameter changes, the system will determine whether the changed location is a safe redundant location according to the preset judgment rules.

[0116] If the changed location is not a redundant location, and the location's existence parameter changes from present to non-present, then the safety status of the changed location is determined to be abnormal.

[0117] If the logic processing parameters change, the system will simulate the output of control signals based on the changed logic processing parameters using a preset simulation method, and verify whether the control signals will cause misjudgment of associated signals.

[0118] If the simulation results show that the control signal may cause misjudgment of the associated signal, then the safety status of the changed point is determined to be abnormal.

[0119] Furthermore, embodiments of the present invention also provide a storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to execute the above-described... Figure 1-2 The configuration method of the train automatic protection system adapted to multiple train models described in the article.

[0120] Furthermore, embodiments of the present invention also provide a processor for running a program, wherein the program executes the above-described... Figure 1-2 The configuration method of the train automatic protection system adapted to multiple train models described in the article.

[0121] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0122] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0123] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0124] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention.

[0125] In addition, the memory may include non-permanent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0126] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0127] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0128] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0129] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0130] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0131] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0132] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0133] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0134] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0135] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A configuration method for an automatic safety protection system adaptable to multiple train models, characterized in that, The method includes: Obtain the signal acquisition points and drive control points corresponding to each train model, and establish a mapping relationship between train models and points; Based on the functional module division rules, the signal acquisition points and drive control points are assigned to the corresponding functional modules to form an association table between functional modules and points. Based on the mapping relationship between vehicle models and points and the dynamic configuration rules, and combined with the association table, the point existence parameters and logical processing parameters of the signal acquisition points and drive control points in the corresponding functional modules are configured to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the point existence parameters and logical processing parameters of the signal acquisition points and drive control points for different vehicle models. The point existence parameters are used to identify the availability status of the point in the corresponding vehicle model, and the logical processing parameters are used to define the effective level mode adopted by the point.

2. The method according to claim 1, characterized in that, Based on the functional module division rules, the signal acquisition points and drive control points are assigned to corresponding functional modules, forming an association table between functional modules and points, including: The functional category is determined based on the functional attributes of each signal acquisition point and drive control point, and the functional attributes include the control link and the object of action. According to the aforementioned functional categories, each signal acquisition point and drive control point is assigned to a corresponding functional module. The functional modules include a braking control module, a phase-crossing control module, a steering handle control module, an automatic turnaround module, a traction control module, a door management module, and a speed monitoring module.

3. The method according to claim 1, characterized in that, Based on the mapping relationship between vehicle models and locations and the dynamic configuration rules, and combined with the existence parameters and logical processing parameters of the signal acquisition points and drive control points in the corresponding functional modules configured by the association table, a vehicle model configuration file is generated for each vehicle model, including: Create an independent model configuration file for each train model. The model configuration file includes the point existence parameter configuration items and logic processing parameter configuration items for each signal acquisition point and each drive control point under each functional module in the association table. For each vehicle model, based on the mapping relationship between the vehicle model and the location, the target location and non-target location belonging to the corresponding vehicle model in each functional module are determined; In the vehicle configuration file, set the point existence parameter to "point does not exist" in the point existence parameter configuration item for non-target points; In the vehicle configuration file, in the point existence parameter configuration item of the target point, the point existence parameter is set to point existence, and the logic processing parameters are configured according to the predefined rules of the corresponding vehicle. The logic processing parameters are positive logic or negative logic. The positive logic is valid when the signal is high level, and the negative logic is valid when the signal is low level.

4. The method according to claim 1, characterized in that, After generating the vehicle configuration files for each vehicle model, the method further includes: Obtain the current train model and load the corresponding model configuration file; In the corresponding vehicle configuration file, the existence parameters and logical processing parameters of each signal acquisition point and each drive control point are traversed according to the functional module dimension. For points whose existence parameters are non-existent, guidance safety side processing is performed. For points whose existence parameters are present, the corresponding control signal is obtained or output according to the logical processing parameters, until all points in all functional modules have completed the above processing.

5. The method according to claim 4, characterized in that, After all points in all functional modules have undergone the above processing, the method further includes: If the time difference between the current time and the end time of the previous round of processing reaches a preset time interval, a new round of processing will be triggered. In this new round of processing, we will verify whether the current train model is consistent with that in the previous round of processing. If they match, then iterate through the signal acquisition points and drive control points of each functional module in the vehicle configuration file to check whether the point existence parameters and logic processing parameters have changed. If the location existence parameters or logic processing parameters change, emergency handling measures will be triggered.

6. The method according to claim 5, characterized in that, If the location existence parameters or logic processing parameters change, emergency handling measures will be triggered, including: Based on the current train model and the corresponding operating rules, as well as the point existence parameters or logical processing parameters of the changed point, determine the safety status of the changed point. If the safety status is determined to be abnormal, the changed location will be guided to the safety side and an alarm signal will be sent to the display interface.

7. The method according to claim 6, characterized in that, Based on the current train model and its corresponding operating rules, as well as the existence parameters or logical processing parameters of the changed location, determine the safety status of the changed location, including: If the location existence parameter changes, the system will determine whether the changed location is a safe redundant location according to the preset judgment rules. If the changed location is not a redundant location, and the location's existence parameter changes from present to non-present, then the safety status of the changed location is determined to be abnormal. If the logic processing parameters change, the system will simulate the output of control signals based on the changed logic processing parameters using a preset simulation method, and verify whether the control signals will cause misjudgment of associated signals. If the simulation results show that the control signal may cause misjudgment of the associated signal, then the safety status of the changed point is determined to be abnormal.

8. A configuration device for an automatic train protection system adaptable to multiple train models, characterized in that, The device includes: The point acquisition unit is used to acquire the signal acquisition points and drive control points corresponding to each train model and establish the mapping relationship between train model and points. The module partitioning unit is used to allocate the signal acquisition points and drive control points acquired by the point acquisition unit to the corresponding functional modules based on the functional module partitioning rules, forming an association table between functional modules and points. The parameter configuration unit is used to configure the existence parameters and logic processing parameters of the signal acquisition points and drive control points in the corresponding functional modules according to the mapping relationship between vehicle models and points and the dynamic configuration rules obtained by the module division unit, combined with the association table, to generate vehicle model configuration files for each vehicle model. The dynamic configuration rules are used to guide the adaptive configuration of the existence parameters and logic processing parameters of the signal acquisition points and drive control points for different vehicle models. The existence parameters are used to identify the availability status of the points in the corresponding vehicle model, and the logic processing parameters are used to define the effective level mode adopted by the points.

9. A storage medium, characterized in that, The storage medium includes a stored program, wherein, when the program is executed, it controls the device where the storage medium is located to perform the configuration method of the train automatic protection system adapted to multiple train models as described in any one of claims 1 to 7.

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