Resource management system based on grade of automation of rail transit, and method and medium

Abstract

A resource management system based on the grade of automation of rail transit. The system comprises a wayside automatic train protection system WATP (1), an objective controller OC (2), a vehicle automatic train operation system VATO (3), rolling stock RS (4), a manual driving system (5), a grade-of-automation selection subsystem GOS (6) and a vehicle automatic train protection system VATP (7), wherein the grade-of-automation selection subsystem GOS (6) transmits to the vehicle automatic train protection system VATP (7) the current grade of automation of train operation; and the vehicle automatic train protection system VATP (7) performs adaptive resource management according to the grade of automation of the train operation, so as to determine a corresponding resource allocation scheme. Compared with the prior art, the system has the advantages of being capable of using resources in a more precise manner and improving the utilization efficiency of resources, requiring no additional devices and being convenient for application compared with existing systems, improving the degree of safety of rail transit operation, etc. Further provided are a method using a resource management system based on the grade of automation of rail transit, and an electronic device and a computer-readable storage medium.

Description

Resource management system, method and medium based on rail transit automation level Technical Field

[0001] The present invention relates to rail transit automation levels, and in particular to a resource management system and method based on rail transit automation levels. Background Art

[0002] Rail transit systems are divided into five levels of automation according to international standards, ranging from GoA0 to GoA4, with GoA4 being the highest level of automation, meaning fully automated driving. Each level has significant differences in the degree of involvement of operators and the system, as well as safety protection capabilities and operational efficiency.

[0003] GoA0 is pure manual operation without ATP (Automatic Train Protection); GoA1 is ATP Manual Mode (ATP Manual Mode), which is pure manual operation with ATP protection; GoA2 is Automatic Train Operation (ATO), which is semi-automatic operation. The system controls the train's start, deceleration, and door opening, while the driver is responsible for closing the train doors, departure, and handling emergencies. Most subway lines in China are at this level; GoA3 is Driverless Train Operation (DTO), which is semi-automatic operation. The driver is only responsible for handling emergencies. Regardless of the severity of the emergency, the driver intervenes; GoA4 is Unattended Train Operation (UTO), which is fully automatic operation using the FAO system. In emergencies, the train dispatcher handles the situation remotely. If the train dispatcher is unable to handle the situation remotely, the multi-functional train controller or the duty stationmaster following the train will intervene based on the train dispatcher's instructions.

[0004] The current system only considers whether the train is protected by the system when it comes to safety protection, and does not carry out detailed management based on the proportion of responsibilities between the system and the operator, resulting in a decrease in operating efficiency.

[0005] Summary of the Invention

[0006] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a resource management system and method based on the rail transit automation level.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to a first aspect of the present invention, a resource management system based on the automation level of rail transit is provided, comprising a trackside train automatic protection system WATP, a target controller OC, an on-board train automatic driving system VATO, a vehicle RS and a manual driving system. The resource management system further comprises an automation level selection subsystem GOS and an on-board train automatic protection system VATP connected via an interface. The automation level selection subsystem GOS transmits the automation level of the current train operation to the on-board train automatic protection system VATP. The on-board train automatic protection system VATP performs adaptive resource management according to the automation level of the train operation, thereby determining a corresponding resource allocation plan.

[0009] As a preferred technical solution, the automation level selection subsystem GOS is designed using the SIL4 level.

[0010] As a preferred technical solution, the automation levels of train operation selectable by the automation level selection subsystem GOS include GoA0, GoA1, GoA2, GoA3 and GoA4.

[0011] As a preferred technical solution, the GoA0 is driven entirely by a manual driving system to ensure safety.

[0012] As a preferred technical solution, the GoA4 is completely driven by the onboard train automatic driving system VATO to ensure train safety.

[0013] As a preferred technical solution, the automation level of the train operation is determined by the interface between the on-board train automatic driving system VATO and the on-board train automatic protection system VATP to determine the train operation mode.

[0014] As a preferred technical solution, the proportion of responsibilities between the manual driving system and the onboard train automatic driving system VATO in the automation level of train operation complies with the provisions of existing standards and systems.

[0015] According to a second aspect of the present invention, a method for using the resource management system based on rail transit automation level is provided, wherein the method specifically comprises the following steps:

[0016] Step S1, determining the automation level of train operation through the automation level selection subsystem GOS, and executing step S2;

[0017] Step S2: The vehicle RS determines whether to control the train by a manual driving system or the onboard automatic train driving system VATO according to the automation level of the train operation, and then executes step S3;

[0018] Step S3: The onboard automatic train protection system VATP collects the automation level of the train operation and executes step S4;

[0019] In step S4, the train control system performs corresponding resource management according to the collected automation level of the train operation.

[0020] As a preferred technical solution, the train control system includes two types: a system using trackside management resources and a system using onboard management resources.

[0021] As a preferred technical solution, the system resource management process using trackside management resources is specifically as follows:

[0022] Step S101: The onboard automatic train protection system VATP sends the automation level of the train operation to the wayside automatic train protection system WATP;

[0023] Step S102: The wayside automatic train protection system WATP allocates, locks and releases required resources according to the resource permissions corresponding to the automation level of the train operation.

[0024] As a preferred technical solution, the trackside automatic train protection system WATP interacts with the trackside equipment through the target controller OC.

[0025] As an optimal technical solution, the system resource management process using on-board management resources is specifically as follows: the on-board train automatic protection system VATP directly calculates, locks and releases resources of corresponding level permissions according to the automation level of the train operation.

[0026] As a preferred technical solution, the on-board automatic train protection system VATP interacts with the trackside equipment through the target controller OC.

[0027] As a preferred technical solution, when the onboard automatic train protection system VATP fails, the trackside automatic train protection system WATP will allocate, lock and release the required resources according to the lowest automation level resource permission and inform the train through the signal.

[0028] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0029] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0030] Compared with the prior art, the present invention has the following advantages:

[0031] 1) The present invention can control the minimum resource management unit according to the proportion of responsibility assumed by the control system, making more refined use of resources, improving resource utilization efficiency, and maximizing transportation capacity under the conditions of limited rail transit infrastructure;

[0032] 2) Compared with the current system, the present invention does not require additional equipment to achieve maximum resource utilization through upgrading;

[0033] 3) The present invention can automatically reduce the mode with a lower automation level to a resource safety protection range that matches manual vehicle control, which can effectively improve the safety of rail transit operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] FIG1 is a structural diagram of a resource management system based on rail transit automation levels according to the present invention;

[0035] FIG2 is a schematic diagram of a resource management method based on rail transit automation levels according to the present invention;

[0036] FIG3 is a schematic diagram of a GoA4 level resource management method under the CBTC mode of the present invention;

[0037] FIG4 is a schematic diagram of a GoA0 level resource management method under the CBTC mode of the present invention;

[0038] The numbers in Figure 1 are as follows: 1. Trackside automatic train protection system WATP, 2. Target controller OC, 3. Onboard automatic train driving system VATO, 4. Vehicle RS, 5. Manual driving system, 6. Automation level selection subsystem GOS, 7. Onboard automatic train protection system VATP. DETAILED DESCRIPTION

[0039] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0040] The present invention automatically implements different resource management methods according to different rail transit automation levels. When the automation level is high, resource management can be more refined, while when the automation level is low, a longer protection distance can be adopted. The specific protection distance can be configured according to the characteristics of the project such as speed limit, vehicle parameters, etc.

[0041] As shown in Figure 1, a resource management system based on rail transit automation levels includes a trackside train automatic protection system WATP1, an object controller OC2, an onboard train automatic driving system VATO3, a vehicle RS4, a manual driving system 5, an automation level selection subsystem GOS6, and an onboard train automatic protection system VATP7, wherein:

[0042] 1. GOS is the automation level selection subsystem GOS6. Unlike existing systems, this system requires a SIL4-level functional design. Available levels are GoA0, GoA1, GoA2, GoA3, and GoA4. This level determines the operating mode of the vehicle RS4 via interface ③. The proportion of responsibilities between the manual driving system 5MAN (i.e., the driver) and the onboard automatic train operation system VATO3 within each level follows existing standards and system regulations. For example, in GoA0, the driver completely controls the train and ensures safety, while in GoA4, the onboard automatic train operation system VATO3 completely controls the train and ensures safety. The GOS also provides the currently selected train operating level to the VATP system via interface ⑤ for adaptive resource management.

[0043] 2. Depending on the type of train control system, VATP has two different functional processing modes, which are described as follows:

[0044] 2.1 For systems that use trackside management resources, such as CBTC, CTCS, and ETCS, VATP applies for, allocates, and releases resources through WATP, which interfaces with trackside equipment such as switches and signals through OC.

[0045] 2.2 For systems that use on-board resource management, such as the TACS system, VATP will directly calculate, lock, and release resources, and interface with trackside equipment such as switches and signals through OC.

[0046] The above is an introduction to the system embodiment. The following further illustrates the solution of the present invention through a method embodiment.

[0047] As shown in FIG2 , a resource management method based on rail transit automation level includes the following steps:

[0048] 1. The operation management personnel determine the automation level of the train operation through the GOS subsystem;

[0049] 2. Vehicle RS4 will determine whether the train will be controlled by the manual driving system 5MAN or VATO according to the level selected by GOS;

[0050] 3. VATP will collect the level selected by GOS;

[0051] 4. The system will manage resources accordingly based on the GOS level obtained by VATP. In terms of specific management methods, it can be divided into different situations according to different system standards, as described below:

[0052] 4.1 For systems that use trackside management resources, such as CBTC, CTCS, and ETCS, the VATP sends the automation level to the WATP through a safety protocol. The WATP then allocates, locks, and releases the resources required for the corresponding level of RA based on the automation level. In the event of a VATP failure, the WATP allocates RA resources at the lowest automation level and notifies the train via a signal.

[0053] 4.2 For systems that use on-board management resources, such as the TACS system, VATP will calculate, lock and release RA resources of the corresponding level according to the automation level, and interface with trackside equipment such as switches and signals through OC; when VATP fails, WATP will manage RA resources at the lowest automation level and display them to the train through signals.

[0054] The following uses the CBTC system, which mainly uses trackside control, as an example. The relevant principles and logic are also applicable to CTCS, ECTS and TACS systems.

[0055] 1. As shown in Figure 3, when a train operates at GoA4 level in CBTC mode, the system fully guarantees the safety protection and assisted driving of the train operation. The required RA distance is calculated by WATP based on the system's reaction time, the train's location and speed limit within the location range, the train's current limit, and the train's acceleration capability to obtain point E1. Based on the location of point E1, the corresponding resources are allocated. The allocation results are used by WATP and VATP to protect and control the train operation.

[0056] 2. As shown in Figure 4, when a train operates at GoA0 level in CBTC mode, the driver is fully responsible for train safety protection and assisted driving. The required RA distance is calculated by WATP based on the driver's reaction time, the train's location and speed limit within the location range, the train's current limit, and the train's acceleration capability to obtain point E2. The corresponding resources are allocated based on the location of point E2. The allocation result is displayed by WATP via the OC control signal to provide the driver with driving credentials.

[0057] 3. When the train is running at GoA1, GoA2, or GoA3 levels, the system and the driver share the responsibilities for train operation protection and assisted driving according to the operating rules. At this time, the RA also needs to calculate the reaction time according to the proportion of their participation. On this basis, the WATP takes other factors into consideration to calculate the RA and manage resources based on the calculation results.

[0058] 4. When the train switches between different operating levels, the system needs to recalculate RA according to the level and provide it to the train.

[0059] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0060] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0061] The processing unit performs the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S4 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S4 by any other appropriate means (for example, by means of firmware).

[0062] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0063] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0064] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0065] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A resource management system based on rail transit automation level, comprising a trackside train automatic protection system WATP (1), an object controller OC (2), an onboard train automatic driving system VATO (3), a vehicle RS (4) and a manual driving system (5), characterized in that: The resource management system further comprises an automation level selection subsystem GOS (6) and an onboard train automatic protection system VATP (7) connected via an interface, wherein the automation level selection subsystem GOS (6) transmits the automation level of the current train operation to the onboard train automatic protection system VATP (7), and the onboard train automatic protection system VATP (7) performs resource adaptive management according to the automation level of the train operation, thereby determining a corresponding resource allocation plan.

2. A resource management system based on rail transit automation level according to claim 1, characterized in that: The automation level selection subsystem GOS (6) is designed with SIL4 level.

3. A resource management system based on rail transit automation level according to claim 1, characterized in that: The automation levels of train operation that can be selected by the automation level selection subsystem GOS (6) include GoA0, GoA1, GoA2, GoA3 and GoA4.

4. A resource management system based on rail transit automation level according to claim 3, characterized in that: The GoA0 is completely driven by a manual driving system (5) to drive the train and ensure safety.

5. A resource management system based on rail transit automation level according to claim 3, characterized in that: The GoA4 is completely driven by the onboard train automatic driving system VATO (3) to drive the train and ensure train safety.

6. A resource management system based on rail transit automation level according to claim 1, characterized in that: The automation level of the train operation is determined by the interface between the onboard train automatic driving system VATO (3) and the onboard train automatic protection system VATP (7) to determine the train operation mode.

7. A resource management system based on rail transit automation level according to claim 1, characterized in that: The proportion of responsibilities between the manual driving system (5) and the onboard train automatic driving system VATO (3) in the automation level of train operation complies with the provisions of existing standards and systems.

8. A method for using the resource management system based on rail transit automation level according to claim 1, characterized in that: The method specifically comprises the following steps: Step S1, determining the automation level of train operation through the automation level selection subsystem GOS (6), and executing step S2; Step S2, the vehicle RS (4) determines whether the train is controlled by the manual driving system (5) or the onboard train automatic driving system VATO (3) according to the automation level of the train operation, and executes step S3; Step S3, the onboard automatic train protection system VATP (7) collects the automation level of the train operation, and executes step S4; Step S4: The train control system performs corresponding resource management according to the collected automation level of the train operation.

9. The method according to claim 8, characterized in that The train control system includes two types: a system using trackside management resources and a system using onboard management resources.

10. The method according to claim 9, characterized in that The system resource management process using trackside management resources is specifically as follows: Step S101, the onboard automatic train protection system VATP (7) sends the automation level of the train operation to the trackside automatic train protection system WATP (1); Step S102: the trackside automatic train protection system WATP (1) allocates, locks and releases the required resources according to the resource permissions corresponding to the automation level of the train operation.

11. The method according to claim 10, characterized in that The trackside automatic train protection system WATP (1) interacts with trackside equipment via the target controller OC (2).

12. The method according to claim 9, characterized in that The system resource management process using on-board management resources is specifically as follows: the on-board train automatic protection system VATP (7) directly calculates, locks and releases resources corresponding to the level of resource permission according to the automation level of train operation.

13. The method according to claim 12, characterized in that The on-board automatic train protection system VATP (7) interacts with the trackside equipment through the target controller OC (2).

14. The method according to claim 8, characterized in that When the onboard automatic train protection system VATP (7) fails, the trackside automatic train protection system WATP (1) allocates, locks and releases the required resources according to the lowest automation level resource permission and informs the train through the signal.

15. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 8 to 14 is implemented.

16. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 8 to 14 is implemented.

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