A train controller management method and device based on priority queue execution

Abstract

The present invention relates to a train controller management method and device based on priority queue execution, the method comprising the following steps: step S101, generating the maximum number of cycles that priority cars and non-priority cars are expected to be executed; step S102, establishing the rule conditions for upgrading non-priority cars to priority cars; step S103, based on the upgrade rules, classifying and creating priority car execution queues and non-priority car execution queues; step S104, recording the cycle in which the controller is executed, comparing the time difference between the number of cycles that priority cars and non-priority cars are expected to be executed in real time, and calculating the train that best meets the execution expectations. Compared with the prior art, the present invention has the advantages of high execution efficiency, strong practicality, good adaptability, etc.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a train controller management method and device based on priority queue execution. Background Art

[0002] In the field of urban rail transit signaling, the new vehicle-to-vehicle communication train control system TACS includes two vehicle control subsystems, the onboard train controller CC and the trackside train controller WTC, with a safe redundant architecture. When the main onboard control unit CC fails, the system will transfer the control of the vehicle to the trackside control unit WTC to perform the line operation task. In the system design stage, in order to enable the backup subsystem WTC to take over all trains on the line at the same time in abnormal scenarios, it is necessary to independently design a global train operation controller management module for periodic time-sharing management of the controllers of all trains on the line. However, based on this module design, when the number of trains on the line is large and the train dispatcher operates the parking lot train transfer scenario, the probability of the trackside train controller WTC as the main control system will increase accordingly. When a large number of trains are controlled by WTC, for the controller management unit, the traditional time-sharing execution controller mode will cause the waiting period of the trackside train controller WTC with tasks to be executed to be longer because the other trains are controlled by the onboard controller CC and its resources occupy a long time, which affects the execution of dispatching tasks and line operation efficiency. Therefore, when multiple backup system trackside controllers are activated, how to finely shorten the waiting period for the task vehicle to be executed through the train controller management module becomes a technical problem that needs to be solved.

[0003] After searching, Chinese patent publication number CN111776013A discloses a train autonomous control system and method based on vehicle-to-vehicle communication, including a train automatic monitoring system ATS, a target controller OC, a vehicle-mounted subsystem CC, a tag reader subsystem, a query transponder, and a data communication system DCS. The train automatic monitoring system ATS is connected to the vehicle-mounted subsystem CC, and the vehicle-mounted subsystems CC of adjacent trains are connected to each other in communication. The control system also includes a trackside resource manager WRC, and the trackside resource manager WRC is respectively connected to the train automatic monitoring system ATS, the vehicle-mounted subsystem CC, the target controller OC, the tag reader subsystem, and the query transponder. The disclosed content mainly focuses on the management of line resource application and authorized protection area by a single train controller, and has not yet considered the problem of how to execute efficiently and orderly in the case of multiple trains and multiple controllers. Summary of the invention

[0004] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a train controller management method and device based on priority queue execution with high execution efficiency, strong practicality and good adaptability, so as to solve the execution order problem of TACS system in the case of multiple vehicles and multiple train controllers.

[0005] The purpose of the present invention can be achieved by the following technical solutions:

[0006] According to a first aspect of the present invention, a train controller management method based on priority queue execution is provided, the method comprising the following steps:

[0007] Step S101, generating the maximum number of cycles that priority vehicles and non-priority vehicles are expected to execute;

[0008] Step S102, establishing rule conditions for upgrading a non-priority vehicle to a priority vehicle;

[0009] Step S103, based on the upgrade rules, classify and create a priority vehicle execution queue and a non-priority vehicle execution queue;

[0010] Step S104, record the cycle in which the controller is executed, compare the time difference between the number of cycles expected to be executed by priority cars and non-priority cars in real time, and calculate the train that best meets the expected execution.

[0011] As a preferred technical solution, the train controller includes an on-board train controller CC and a trackside train controller WTC.

[0012] As a preferred technical solution, when the upgrading conditions are met, the non-priority trains in the on-board train controller CC and the trackside train controller WTC will be converted into priority trains and inserted into the priority train queue, waiting for execution.

[0013] As a preferred technical solution, the maximum cycle period S that the priority car expects to be executed in step S101 represents the over-estimated execution cycle amount. The slots with the maximum number of priority cars that can be executed are removed, and the remaining cycle slots are reserved for non-priority cars to execute.

[0014] As a preferred technical solution, the specific process of generating the maximum number of cycle cycles that priority vehicles and non-priority vehicles are expected to execute in step S101 is as follows:

[0015] Step S1011, calculating the maximum total number of execution cycles M available in the system;

[0016] Step S1012, using the maximum total number of execution cycles M available in the system and the configuration parameter N of the maximum priority vehicle input externally, calculate the maximum cycle S that the priority vehicle is expected to execute;

[0017] Step S1013, calculating the maximum cycle period R that the non-priority vehicle expects to execute based on the maximum cycle period S that the priority vehicle expects to execute obtained in step S1012.

[0018] As a preferred technical solution, the maximum total number of available execution cycles M is calculated as follows:

[0019] M = L / C;

[0020] Where L is the maximum delay between the system and the external system, and C is the execution cycle length of the system.

[0021] As a preferred technical solution, the maximum cycle period S that the priority vehicle is expected to execute is calculated as follows:

[0022] S=Ceil(M / Floor((M-(XN)) / N))

[0023] Where X is the number of all vehicles on the line, Ceil(·) indicates the operation of rounding up the value, and Floor(·) indicates the operation of rounding down the value.

[0024] As a preferred technical solution, the maximum cycle period R that the non-priority vehicle is expected to execute is calculated as follows:

[0025] R = S * Ceil ((XN) / (SN))

[0026] Where X is the number of all vehicles on the line, and Ceil(·) represents the rounding up operation.

[0027] As a preferred technical solution, in step S102: rule conditions for upgrading a non-priority vehicle to a priority vehicle are established by different functional tasks.

[0028] As a preferred technical solution, the rule conditions for establishing the upgrade of a non-priority vehicle to a priority vehicle in step S102 are specifically:

[0029] (1) Perform driving tasks;

[0030] (2) Execute dispatch safety commands;

[0031] (3) Controller switching occurs;

[0032] If any one of the above three conditions is met, a non-priority car can be upgraded to a priority car.

[0033] As a preferred technical solution, in step S104, the inspection is performed in the order of "the continuous priority car is higher than the first priority car, and the first priority car is higher than the non-priority car".

[0034] As a preferred technical solution, the specific process of actually executing the priority vehicle queue in step S104 is as follows:

[0035] For all cars in the priority car queue, the difference between the current cycle and the cycle execution cycle of each priority car is traversed and calculated and compared with S. When the cycle difference is greater than S, it means that the priority car is eligible for execution, otherwise it means that the priority car still needs to wait.

[0036] As a preferred technical solution, the non-priority vehicle queue in step S104 is actually executed in the following specific process:

[0037] After traversing all the cars in the priority car queue, if no priority car meets the cycle time difference condition, that is, it lacks the execution qualification and still needs to wait for execution, then start traversing the non-priority car queue, and calculate the difference between the current cycle and the cycle execution cycle of each non-priority car in turn and compare them with R. When the cycle difference is greater than R, it means that the non-priority car can obtain the execution qualification, otherwise it means that the non-priority car still needs to wait.

[0038] According to a second aspect of the present invention, there is provided a train controller management device based on priority queue execution, the device comprising:

[0039] A cycle number generation module is used to generate the maximum cycle number that priority vehicles and non-priority vehicles are expected to execute;

[0040] An upgrade rule building module is used to establish the rule conditions for upgrading a non-priority vehicle to a priority vehicle;

[0041] A queue creation module is used to create priority vehicle execution queues and non-priority vehicle execution queues based on upgrade rule classification;

[0042] The calculation module for the train that best meets the expected execution is used to record the cycle in which the controller is executed, compare the time difference between the number of cycles expected to be executed by priority cars and non-priority cars in real time, and calculate the train that best meets the expected execution.

[0043] According to a third aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0044] According to a fourth aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described when executed by a processor.

[0045] Compared with the prior art, the present invention has the following advantages:

[0046] 1) The present invention is designed to allow external input of the maximum number of priority vehicles and the delay of inter-system communication terminals, which greatly improves the adaptability of the system to meet customer needs and engineering implementation;

[0047] 2) The present invention designs rules for upgrading non-priority trains to priority trains, and the rule set can be expanded and developed according to different execution functions, thereby enhancing the scalability of the system;

[0048] 3) The present invention designs a priority queue-based execution processing mechanism, which can flexibly and accurately calculate the most expected train to be executed, and effectively shorten the waiting time for the priority train to be executed, thereby greatly improving the availability and timeliness of the system. BRIEF DESCRIPTION OF THE DRAWINGS

[0049] Figure 1 A schematic diagram of a signal system used by the method of the present invention;

[0050] Figure 2 A schematic diagram of a maximum cycle period S expected to be executed by a priority vehicle and a maximum cycle execution period R expected to be executed by a non-priority vehicle according to the present invention;

[0051] Figure 3 To generate Figure 2 Flowchart of the number of cycles in the two categories;

[0052] Figure 4 is a timing diagram of the actual execution of the priority vehicle queue of the present invention;

[0053] Figure 5 is a timing diagram of the actual execution of the non-priority vehicle queue of the present invention;

[0054] Figure 6 It is the workflow diagram of the method of the present invention;

[0055] Figure 7 It is a schematic diagram of the structure of the device of the present invention. DETAILED DESCRIPTION

[0056] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0057] like Figure 6 As shown, the train controller management method based on the priority queue execution of the present invention comprises the following steps:

[0058] Step S101, generating the maximum number of cycles that priority vehicles and non-priority vehicles are expected to execute;

[0059] Step S102, establishing rule conditions for upgrading a non-priority vehicle to a priority vehicle based on different functional tasks;

[0060] Step S103, based on the upgrade rules, classify and create a priority vehicle execution queue and a non-priority vehicle execution queue;

[0061] Step S104, record the cycle in which the controller is executed, compare in real time the time difference between the number of cycles expected to be executed by the priority car and the non-priority car, and continuously check in the order of priority car>first priority car>non-priority car to calculate the train that best meets the execution expectations.

[0062] like Figure 1 The overall structure diagram of the module involved in the present invention is shown, which includes two types: the on-board train controller CC set and the trackside train controller WTC set. When the upgrade conditions are met, the non-priority trains in the two sets of on-board controllers and trackside controllers will be converted to priority trains and inserted into the priority train queue, waiting for execution.

[0063] like Figure 2 The figure shows a schematic diagram of the maximum cycle period S that a priority car is expected to execute and the maximum cycle execution period R that a non-priority car is expected to execute. The former represents an over-estimated amount of execution cycles. The slots for the maximum number of priority cars that can be executed are removed, and the remaining cycle slots are reserved for non-priority cars to execute.

[0064] like Figure 3 The following is used to generate Figure 2 The algorithm flow chart for calculating the number of cycles in the two categories includes the following steps:

[0065] (1) First, based on the maximum delay L of the communication between the system and the external system and the execution cycle length C of the system, the maximum total number of execution cycles available for the system is calculated as M = L / C;

[0066] (2) Secondly, the maximum number of available execution cycles M of the system and the configuration parameter N of the maximum priority car input externally are used to calculate the maximum cycle S that the priority car is expected to execute. Assuming the number of all cars on the line is X, the calculation formula is as follows:

[0067] S=Ceil(M / Floor((M-(XN)) / N))

[0068] (3) Finally, the maximum cycle period S that the priority vehicle is expected to execute obtained in step 2 is used to calculate the maximum cycle period R that the non-priority vehicle is expected to execute. The number of all vehicles on the line is set to X, and the calculation formula is as follows:

[0069] R = S * Ceil ((XN) / (SN))

[0070] like Figure 4 The following is a timing diagram of the actual execution of the priority car queue. The analysis process is as follows:

[0071] Prerequisites:

[0072] (1) The number of all vehicles on the line is X = 6;

[0073] (2) Maximum number of priority vehicles configured N = 4;

[0074] (3) The execution cycle of this system is C = 500ms;

[0075] (4) The communication time between this system and the external system ATS is L = 130s;

[0076] Output:

[0077] (1) The maximum cycle period that the priority vehicle is expected to execute is S = 5;

[0078] (2) The maximum cycle period that non-priority vehicles are expected to execute is R=10.

[0079] Execution process: Combine Figure 4 The timing diagram analyzes the execution order of priority cars. Trains T1, T2, T3, and T4 are priority cars, and T5 and T6 are non-priority cars. For all cars in the priority car queue, the difference between the current cycle and the cycle execution cycle of each priority car is traversed and calculated and compared with S. When the cycle difference is greater than S, it means that the priority car can obtain the execution qualification, otherwise it means that the priority car still needs to wait. Figure 4 It can be seen that the cycle difference t1 of the T1 train is greater than 0, so the T1 priority train is executed in the current cycle.

[0080] like Figure 5 The following is a timing diagram of the actual execution of the non-priority vehicle queue. The analysis process is as follows:

[0081] Preconditions and output results S and R are the same as Figure 4 The analysis process is consistent.

[0082] Execution process: Combine Figure 5The timing diagram analyzes the execution order of non-priority cars. Trains T1, T2, T3, and T4 are priority cars, and T5 and T6 are non-priority cars. After traversing all the cars in the priority car queue, if no priority car meets the cycle time difference condition, that is, it lacks the execution qualification and still needs to wait for execution, then the non-priority car queue will be traversed, and the difference between the current cycle and the cycle execution cycle of each non-priority car will be calculated and compared with R. When the cycle difference is greater than R, it means that the non-priority car can obtain the execution qualification, otherwise it means that the non-priority car still needs to wait. Figure 5 It can be seen that the cycle time difference of priority trains T1, T2, T3, and T4 does not meet the execution conditions, and the cycle difference t5 of train T5 is greater than 0. Therefore, the T5 non-priority train is executed in the current cycle.

[0083] The above is an introduction to a method embodiment. The following is a further explanation of the solution of the present invention through an apparatus embodiment.

[0084] like Figure 7 As shown, a train controller management device based on priority queue execution includes:

[0085] A cycle number generating module 1 is used to generate the maximum cycle number that the priority vehicle and the non-priority vehicle are expected to execute;

[0086] An upgrade rule building module 2 is used to establish rule conditions for upgrading a non-priority vehicle to a priority vehicle;

[0087] A queue creation module 3, used to create a priority vehicle execution queue and a non-priority vehicle execution queue based on the upgrade rule classification;

[0088] The calculation module 4 for the train that best meets the expected execution is used to record the cycle in which the controller is executed, compare the time difference between the number of cycles expected to be executed by the priority car and the non-priority car in real time, and calculate the train that best meets the expected execution.

[0089] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described module can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0090] 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.

[0091] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0092] The processing unit performs the various methods and processes described above, such as methods S101 to S104. For example, in some embodiments, methods S101 to S104 may 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 may 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 S101 to S104 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S101 to S104 in any other appropriate manner (e.g., by means of firmware).

[0093] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, 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 chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0094] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes 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 the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0095] 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 equipment. 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, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, 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), an 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.

[0096] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A train controller management method based on priority queue execution, characterized in that: The method comprises the following steps: Step S101, generating the maximum number of cycles that priority vehicles and non-priority vehicles are expected to execute; Step S102, establishing rule conditions for upgrading a non-priority vehicle to a priority vehicle; Step S103, based on the upgrade rules, classify and create a priority vehicle execution queue and a non-priority vehicle execution queue; Step S104, recording the cycle in which the controller is executed, comparing the time difference between the number of cycles expected to be executed by priority trains and non-priority trains in real time, and calculating the train that best meets the expected execution; The specific process of generating the maximum number of cycles that priority vehicles and non-priority vehicles expect to execute in step S101 is as follows: Step S1011, calculating the maximum total number of execution cycles M available in the system; Step S1012, using the maximum total number of execution cycles M available in the system and the configuration parameter N of the maximum priority vehicle input externally, calculate the maximum cycle S that the priority vehicle is expected to execute; Step S1013, calculating the maximum cycle period R expected to be executed by the non-priority vehicle based on the maximum cycle period S expected to be executed by the priority vehicle obtained in step S1012; The maximum total number of available execution cycles M is calculated as follows: M = L / C; Where L is the maximum delay of communication between this system and the external system, and C is the execution cycle length of this system; The maximum cycle period S that the priority vehicle is expected to execute is calculated as follows: S=Ceil(M / Floor((M-(XN)) / N)) Where X is the number of all vehicles on the line, Ceil(·) indicates the operation of rounding up the value, and Floor(·) indicates the operation of rounding down the value; The maximum cycle period R that the non-priority vehicle is expected to execute is calculated as follows: R = S * Ceil ((XN) / (SN)) Where X is the number of all vehicles on the line, and Ceil(·) represents the operation of rounding up the value; The rule conditions for establishing the upgrade of a non-priority vehicle to a priority vehicle in step S102 are specifically: (1) Perform driving tasks; (2) Execute dispatch safety commands; (3) Controller switching occurs; If any one of the above three conditions is met, a non-priority car can be upgraded to a priority car.

2. A train controller management method based on priority queue execution according to claim 1, characterized in that: The train controller includes an onboard train controller CC and a trackside train controller WTC.

3. A train controller management method based on priority queue execution according to claim 2, characterized in that: When the upgrading conditions are met, the non-priority trains in the on-board train controller CC and the trackside train controller WTC will be converted into priority trains and inserted into the priority train queue, waiting for execution.

4. A train controller management method based on priority queue execution according to claim 1, characterized in that: The maximum cycle period S that the priority car is expected to be executed in step S101 represents the over-estimated execution cycle amount. The slots with the maximum number of priority cars that can be executed are removed, and the remaining cycle slots are reserved for non-priority cars to execute.

5. A train controller management method based on priority queue execution according to claim 1, characterized in that: In step S102: different functional tasks are used to establish rule conditions for upgrading a non-priority vehicle to a priority vehicle.

6. A train controller management method based on priority queue execution according to claim 1, characterized in that: In step S104, the inspection is performed in the order of "the continuous priority car is higher than the first priority car, and the first priority car is higher than the non-priority car".

7. A train controller management method based on priority queue execution according to claim 1, characterized in that: The specific process of actually executing the priority vehicle queue in step S104 is as follows: For all cars in the priority car queue, the difference between the current cycle and the cycle execution cycle of each priority car is traversed and calculated and compared with S. When the cycle difference is greater than S, it means that the priority car is eligible for execution, otherwise it means that the priority car still needs to wait.

8. A train controller management method based on priority queue execution according to claim 1, characterized in that: The specific process of actually executing the non-priority vehicle queue in step S104 is as follows: After traversing all the cars in the priority car queue, if no priority car meets the cycle time difference condition, that is, it lacks the execution qualification and still needs to wait for execution, then start traversing the non-priority car queue, and calculate the difference between the current cycle and the cycle execution cycle of each non-priority car in turn and compare them with R. When the cycle difference is greater than R, it means that the non-priority car can obtain the execution qualification, otherwise it means that the non-priority car still needs to wait.

9. A device for the train controller management method based on priority queue execution as claimed in claim 1, characterized in that: The device includes: A cycle number generation module is used to generate the maximum cycle number that priority vehicles and non-priority vehicles are expected to execute; An upgrade rule building module is used to establish the rule conditions for upgrading a non-priority vehicle to a priority vehicle; A queue creation module is used to create priority vehicle execution queues and non-priority vehicle execution queues based on upgrade rule classification; The calculation module for the train that best meets the expected execution is used to record the cycle in which the controller is executed, compare the time difference between the number of cycles expected to be executed by priority cars and non-priority cars in real time, and calculate the train that best meets the expected execution.

10. 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 1 to 8 is implemented.

11. 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 1 to 8 is implemented.

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