APM flexible marshalling method adopting redundant architecture

Abstract

The invention discloses an APM flexible marshalling method adopting a redundancy architecture, which automatically starts a guarantee mechanism for taking over a core function by standby resources in a normal state when a train network control system encounters a single-point fault through a multi-level design of hardware backup, software verification and communication fault tolerance. By the adoption of the technical scheme, emergency stop of a train can be avoided, operation parameters are maintained to be stable through seamless transition, it is ensured that output of key systems such as traction, braking and signal control is not suddenly changed, violent jolting caused by sudden fluctuation of power or braking is fundamentally eradicated, and then safety risks such as falling and collision of passengers are prevented; operation continuity is achieved, and outage events caused by single-point faults do not exist within a certain period of time; and the riding safety is high, sudden acceleration and sudden braking possibly caused by fault switching are thoroughly avoided by maintaining smooth transition of parameters such as braking pressure and traction power, and the risk that passengers fall down is eliminated from the physical level.

Description

Technical Field

[0001] This invention belongs to the technical field of rail transit operation management. More specifically, this invention relates to a flexible APM formation method employing a redundant architecture, applied to the redundancy design of an APM vehicle flexible formation network control system. Background Technology

[0002] APM (Automated People Mover) is a core technology of modern urban rail transit, which realizes dynamic train formation and intelligent scheduling through modular design.

[0003] like Figure 1 The diagram shows the existing vehicle network architecture. Its vehicle network architecture is a tree-structured single-channel architecture, with both the control unit and the gateway being a single device, lacking any redundancy.

[0004] However, its heavy reliance on network communication makes the system significantly vulnerable to single points of failure. When critical nodes such as network switches or on-board bus controllers malfunction, the current system triggers a mandatory safety protocol, causing the entire train to enter standby mode, requiring manual intervention to troubleshoot before operation can resume.

[0005] Current technological status and disadvantages:

[0006] The network system of APM flexible train grouping does not have a redundancy design. When a single point of failure occurs, it will not only affect the operation, but may also cause passengers to fall due to emergency braking.

[0007] Using keywords such as "APM; vehicle; formation; redundancy", a search was conducted on existing publicly available technical documents, yielding the following results:

[0008] 1. Chinese patent document: "A novel APM train formation control method and system", patent (application) number: 202511343240.6; the technical solution described therein is:

[0009] "A novel APM train formation control method and system, wherein the method includes: setting a formation selection switch with four fixed positions; collecting train position status to construct a formation status vector; calculating the permissible contact status of each car according to preset rules; and generating a unified status confirmation signal."

[0010] The technical effects described are:

[0011] "Compared to existing technologies that rely on software buses or fixed formations for formation identification, especially in scenarios with variable passenger flow and flexible train formation, it is difficult to achieve hardware closed-loop identification and flexible and efficient train formation. This invention uses a physical logic loop detection mechanism to achieve strong coupling between formation configuration and status judgment, thereby improving the formation flexibility and operational safety of the APM train system."

[0012] 2. Chinese patent document: "An APM vehicle redundancy network architecture", patent (application) number: 202323093687.1; the technical solution described therein is:

[0013] “The APM vehicle redundancy network architecture includes a first vehicle control unit (VCU1) and a second vehicle control unit (VCU2) in each APM vehicle. The first vehicle control unit (VCU1) and the second vehicle control unit (VCU2) are communicatively connected. The first control unit (VCU1) and the second vehicle control unit (VCU2) are respectively connected to the vehicle's on-board components to realize control and communication interaction of the vehicle's on-board components. The first vehicle control unit (VCU1) and the second vehicle control unit (VCU2) of each vehicle are respectively connected to the WTB bus through gateways GW1 and GW2 to form a vehicle communication network between vehicles.”

[0014] The technical effects described are:

[0015] "The structure is simple and reliable, realizing redundancy of the APM vehicle network. Each vehicle is equipped with two vehicle control units and their connected on-board components. If one of them fails, it will not affect the normal operation of the other. This can realize redundant backup of APM vehicles, ensuring the stable and reliable operation of the system and ensuring that vehicle operation is not affected."

[0016] However, the technical solutions described in the aforementioned technical documents, as well as the relevant technical solutions currently in public application, have not been able to solve the problems and defects in the existing technology where redundant design leads to "the system triggering a mandatory safety protocol, causing the entire train to enter standby mode" and "manual intervention is required to troubleshoot before operation can be restored" in the event of a single point of failure. Summary of the Invention

[0017] This invention provides a flexible train formation method for APM with a redundant architecture, the purpose of which is to avoid train stoppages caused by single points of failure.

[0018] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0019] The APM flexible grouping method of the present invention adopts a redundant architecture. Through a multi-layered design of hardware backup, software verification, and communication fault tolerance, it automatically activates the backup resources in normal condition to take over the core functions when the train network control system encounters a single point of failure.

[0020] The single point of failures mentioned include main control unit failure, communication link interruption, and sensor malfunction.

[0021] The grouping method employs dual gateways and dual control units; the dual control units include a primary control unit and a backup control unit.

[0022] The main control unit processes traction control and braking adjustment commands in real time.

[0023] The backup unit uses heartbeat detection and data mirroring technology to accurately replicate the operating parameters of the main control unit.

[0024] When adding network equipment to the train sets, the interfaces with the ATC (Automatic Train Control) should have different IP addresses. That is, in order to adapt to the network changes of the trains, the ATC should be adjusted from the existing one-to-one communication to one-to-two communication.

[0025] The vehicle network architecture described above adopts a ring network architecture.

[0026] The grouping method described above uses A / B dual channels, which requires that the network devices of all vehicle subsystems be adapted to the requirements of MVB (Multifunction Vehicle Bus) dual channels. The switching logic of A / B dual channels is a parallel network.

[0027] The aforementioned Vehicle Control Network (TCMS) application is divided into two parts: a gateway and a network controller, which are as follows:

[0028] 1) The network controller needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of vehicle bus network data from single channel to dual channel. In addition, it is still necessary to add the target address of the bearer unit - gateway of the train bus to upload data.

[0029] 2) The gateway also needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of train bus network data from single channel to dual channel.

[0030] The present invention, employing the above-mentioned technical solution, not only avoids emergency train shutdowns but also maintains stable operating parameters through seamless transition, ensuring no sudden changes in the output of key systems such as traction, braking, and signal control. This fundamentally eliminates severe turbulence caused by sudden fluctuations in power or braking, thereby preventing safety risks such as passenger falls and collisions. It also ensures operational continuity, with no shutdowns due to single-point failures within a certain number of years. Furthermore, it provides high passenger safety by maintaining a smooth transition of parameters such as braking pressure and traction power, completely avoiding sudden acceleration and braking that may occur during fault switching, thus eliminating the risk of passenger falls from a physical perspective. Attached Figure Description

[0031] The following is a brief description of the content shown in the attached diagram:

[0032] Figure 1 This is a diagram of the existing vehicle network architecture.

[0033] Figure 2 This is a schematic diagram illustrating the ring network architecture used in the vehicle network architecture of the present invention. Detailed Implementation

[0034] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, so as to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention.

[0035] exist Figure 1 middle:

[0036] GW: Gateway in train communication network;

[0037] VCU: Vehicle Control Unit;

[0038] VATC: Vehicle Automatic Train Control;

[0039] DCM: Data Communication Module;

[0040] TPMS: Tire Pressure Monitoring System;

[0041] DCU: In train systems, DCU usually refers to "Door Control Unit" or "Drive Control Unit".

[0042] MIODX: It is a key digital input / output unit in the train network control system, mainly composed of a control module and a digital I / O module;

[0043] HVAC: Heating, Ventilation and Air Conditioning; is a component of the automotive interior environmental control system, responsible for controlling the temperature, airflow and air quality inside the vehicle.

[0044] exist Figure 2 middle:

[0045] VATC, VCU, HVAC, DCM, TPMS: and Figure 1 same;

[0046] TCN: Train communication network;

[0047] WTB: Twisted-wire train bus, is the core technology for realizing train-level communication in Train Communication Network (TCN);

[0048] Switch.

[0049] like Figure 2 The ring network architecture of this invention is shown; this invention is a flexible train formation method for APM using a redundant architecture. To address the problems and overcome the shortcomings of existing technologies, and to achieve the objective of avoiding train stoppages due to single-point failures, the technical solution adopted by this invention is as follows:

[0050] like Figure 2 As shown, the APM flexible grouping method of the present invention, which adopts a redundant architecture, has a guarantee mechanism that automatically activates the backup resources in normal condition to take over the core functions when the train network control system encounters a single point of failure through a multi-level design of hardware backup, software verification and communication fault tolerance.

[0051] The "redundancy" in the train network control system described in this invention refers to a protection mechanism that automatically activates healthy backup resources to take over core functions when the system encounters a single point of failure (such as failure of the main control unit, interruption of the communication link, abnormality of the sensor, etc.) through a multi-level design of hardware backup, software verification, and communication fault tolerance.

[0052] The core objective of this invention is not only to avoid emergency train shutdowns, but more importantly, to maintain stable operating parameters through a seamless transition, ensuring that the outputs of key systems such as traction, braking, and signal control remain unchanged, thereby fundamentally eliminating severe turbulence caused by sudden fluctuations in power or braking, and thus preventing safety risks such as passenger falls and collisions.

[0053] In summary, the technical effects achieved by this invention are:

[0054] 1. Ensures operational continuity: By increasing the redundancy design of the vehicle's own network system, it can effectively avoid vehicle shutdown due to single point of failure, and ensure that there will be no downtime due to single point of failure within a certain number of years.

[0055] 2. Improved passenger safety: By maintaining a smooth transition in parameters such as braking pressure and traction power, sudden acceleration and braking that may be caused by fault switching are completely avoided, eliminating the risk of passengers falling from a physical perspective. It also effectively prevents personal safety risks to passengers.

[0056] This invention provides a redundant architecture service in the existing APM vehicle flexible grouping network system, and imposes the following requirements on the vehicle network system:

[0057] 1. The grouping method described above employs dual gateways and dual control units:

[0058] The dual control unit includes a primary control unit and a backup control unit; wherein:

[0059] The main control unit processes traction control and brake adjustment commands in real time;

[0060] The backup unit uses heartbeat detection and data mirroring technology to accurately replicate the operating parameters of the main control unit;

[0061] Adjustments to the hardware to accommodate redundant design.

[0062] 2. Adjustments to ATC's one-to-one-to-one-to-many network interfaces; addition of dual-channel network interfaces to network devices:

[0063] When adding new vehicle network equipment, the grouping method described above should ensure that the interface with ATC (Automatic Train Control) has a different IP address. That is, in order to adapt to the network changes of the vehicles, ATC should be adjusted from the existing one-to-one communication to one-to-two communication.

[0064] The vehicle-level network channel has been changed from a single channel to a dual channel. This requires additional network interfaces for all subsystem network devices in the entire network system, and the software and hardware of the subsystem network modules also need to be adapted to the new network interfaces.

[0065] 3. Adjust the vehicle network architecture from the initial tree structure to a ring network structure:

[0066] The described train formation method improves the vehicle network architecture by eliminating the existing traction system control unit, adding a backup control unit and gateway, adopting a dual-channel system of vehicle-level and train-level networks, and changing the network structure to a ring shape. Figure 2 As shown.

[0067] 4. The grouping method described above adopts A / B dual channels, replacing the single channel in the existing technology; it requires the network devices of all vehicle subsystems to adapt to the requirements of MVB (Multifunction Vehicle Bus) dual channels, and the switching logic of A / B dual channels is a parallel network.

[0068] 5. Adjustment of the data flow interface between ATC and Train Control and Management System (TCMS):

[0069] The existing one-to-one data transmission between the ATC and the Train Control and Management System (TCMS) is adjusted to one-to-many data transmission; when the main equipment of the vehicle control network fails, the backup equipment can seamlessly switch over and take over the main equipment to maintain vehicle control and data upload to the ATC.

[0070] 6. Equipment and electrical interface adjustment:

[0071] Because the network architecture is changed from a tree structure to a ring structure, compared with the network architecture in the prior art, the electrical devices in the network architecture of the present invention are significantly increased. It is necessary to evaluate the installation interface and electrical interface from the vehicle itself. The number of terminating resistors required in the network system will be reduced.

[0072] 7. Update the Vehicle Control Network (TCMS) application, adding redundancy detection and master-slave switching to the TCMS software; the TCMS application consists of two parts: a gateway and a network controller, respectively:

[0073] 1) The network controller needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of vehicle bus network data from single channel to dual channel. In addition, it is still necessary to add the target address of the bearer unit - gateway of the train bus to upload data.

[0074] 2) The gateway also needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of train bus network data from single channel to dual channel.

[0075] Application prospects prediction of this invention:

[0076] To reduce vehicle downtime caused by single points of failure during operation, and to better align with the current concepts of economic efficiency and safety in vehicle operation.

[0077] The present invention has been described above by way of example with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution of the present invention to other occasions without modification, are all within the protection scope of the present invention.

Claims

1. A flexible APM grouping method employing a redundant architecture, applied to a train network control system; characterized in that: The aforementioned train formation method employs a multi-layered design of hardware backup, software verification, and communication fault tolerance to automatically activate a backup resource in normal condition to take over the core functions when the train network control system encounters a single point of failure.

2. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: The single point of failures mentioned include main control unit failure, communication link interruption, and sensor malfunction.

3. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: The grouping method employs dual gateways and dual control units; the dual control units include a primary control unit and a backup control unit.

4. The APM flexible grouping method with redundant architecture according to claim 3, characterized in that: The main control unit processes traction control and braking adjustment commands in real time.

5. The APM flexible grouping method with redundant architecture according to claim 3, characterized in that: The backup unit uses heartbeat detection and data mirroring technology to accurately replicate the operating parameters of the main control unit.

6. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: When adding network equipment to a train set, the interface with the Automatic Train Control (ATC) system should have different IP addresses. That is, the Automatic Train Control (ATC) system should perform one-to-two communication to adapt to the network changes of the train.

7. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: The vehicle network architecture described above adopts a ring network architecture.

8. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: The grouping method described above uses A / B dual channels, which requires all network devices in the vehicle subsystems to be compatible with the dual-channel requirements of the Multifunction Vehicle Bus (MVB). The switching logic for the A / B dual channels is a parallel network.

9. The APM flexible grouping method with redundant architecture according to claim 1, characterized in that: The aforementioned Vehicle Control Network (TCMS) application is divided into two parts: a gateway and a network controller, which are as follows: 1) The network controller needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of vehicle bus network data from single channel to dual channel. In addition, it is still necessary to add the target address of the bearer unit - gateway of the train bus to upload data. 2) The gateway also needs to add the judgment and switching logic for primary and backup redundancy, and adjust the source of train bus network data from single channel to dual channel.

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