In-vehicle control system

Abstract

The application provides a vehicle-mounted control system, comprising: a first module, used for logical processing of a vehicle-mounted device connected with a train automatic protection system, and logical processing of train control and automatic overspeed prevention algorithms; a second module, used for logical processing of automatic operation control of a train; a third module, having functions of the first module and the second module; and a switching module, connected with the first module, the second module and the third module respectively, used for switching between the first module, the second module and the third module according to configuration requirements, and determining a target module working normally. The vehicle-mounted control system provided by the application realizes flexible configuration of deep fusion and independent deployment of ATP and ATO by deploying the first module integrating the function of ATP, the second module integrating the function of ATO and the third module integrating the functions of ATP and ATO on the same hardware platform, thereby reducing the volume of a vehicle-mounted signal cabinet and improving the availability of the vehicle-mounted control system.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a vehicle-mounted control system. BACKGROUND

[0002] The rail transit signal system is a kind of automatic train control system (ATC) for ensuring train operation safety, commanding and controlling train travel, and realizing efficient operation of rail transit. The mainstream communications-based train control (CBTC) signal system is widely used in urban rail transit transportation, can realize two-way communication between the train and the ground, uses wireless two-way communication to replace the track circuit to realize control of train operation, and can effectively and safely improve the line capacity and shorten the train interval. The CBTC is mainly composed of an automatic train protection system (ATP), an automatic train operation system (ATO), an automatic train supervision system (ATS), a data communication system (DCS), a computer interlocking (CI) and the like.

[0003] The core of the vehicle-mounted system of the CBTC is the ATP and ATO subsystems: the ATP is responsible for train operation interval control, overspeed protection, train door and platform screen door supervision, and realizes safe train operation; the ATO realizes control of train traction and braking by using ground information, so that the train is in the best operating state, improves passenger comfort, improves train punctuality, and ensures efficient train operation.

[0004] Currently, signal manufacturers generally deploy the ATP and ATO on different hardware platforms according to the different safety levels of the ATP and ATO, and constitute an overall vehicle-mounted signal cabinet, wherein the ATP layer occupies 6U of board card space, and the ATO occupies 3U of board card space, as shown in Figure 1 , wherein U represents the unit of the external size of the server, which is the abbreviation of unit.

[0005] The communication between the ATO and the ATP is connected through a controller area network bus (CAN) or a network cable, and uses a CAN communication protocol or a UDP communication protocol for communication.

[0006] The software of the ATP and the ATO is burned respectively, and debugging is performed respectively, so that the volume of the vehicle-mounted signal cabinet is increased, and the installation difficulty and the volume occupation of the vehicle compartment are increased. SUMMARY

[0007] The vehicle-mounted control system provided by the application solves the problem of the volume increase of the vehicle-mounted signal cabinet caused by the deployment of the ATP and the ATO on different hardware platforms in the prior art, and further improves the installation difficulty and the volume occupation of the vehicle compartment.

[0008] The vehicle-mounted control system provided by the application comprises:

[0009] The first module is deployed on a target hardware platform, is responsible for the logical processing of a vehicle-mounted device connected with a train automatic protection system, and is responsible for the logical processing of a train control and automatic overspeed protection algorithm according to the data sent by the vehicle-mounted device, and the first module is obtained by fusing the functions of the train automatic protection system.

[0010] The second module is deployed on the target hardware platform, is responsible for the logical processing of automatic operation control of a train, and the second module is obtained by fusing the functions of the train automatic operation system.

[0011] The third module is deployed on the target hardware platform, has the functions of the first module and the second module, and the third module is obtained by fusing the functions of the train automatic protection system and the train automatic operation system.

[0012] The switching module is deployed on the target hardware platform, is connected with the first module, the second module and the third module respectively, switches between the first module, the second module and the third module according to configuration requirements, and determines a target module working normally.

[0013] According to the vehicle-mounted control system provided by the application, the third module comprises:

[0014] The first submodule has the function of the first module, and the safety level of the first submodule is SIL4.

[0015] The second submodule has the function of the second module, and the safety level of the second submodule is SIL2.

[0016] According to the vehicle-mounted control system provided by the application, the first submodule and the second submodule perform data interaction by calling the interface of the software layer deployed in the third module.

[0017] According to the vehicle-mounted control system provided by the application, the first module and the second module interact with each other through the interface deployed in the physical layer.

[0018] According to the vehicle-mounted control system provided by the application, the first sub-module is further configured to:

[0019] verify the received data sent by the second sub-module.

[0020] According to the vehicle-mounted control system provided by the application, the second sub-module is further configured to:

[0021] verify the received data sent by the first sub-module.

[0022] According to the vehicle-mounted control system provided by the application, the third module is further configured to:

[0023] invoke the input and output function to fuse the input and output of the first sub-module and the second sub-module into the same array.

[0024] According to the vehicle-mounted control system provided by the application, the interaction data of the first sub-module and the second sub-module comprises at least one of the following:

[0025] train position data, train speed data, train line data, train speed limit data and train list, wherein the train list stores basic parameters of the train.

[0026] According to the vehicle-mounted control system provided by the application, the third module is further configured to:

[0027] analyze the target data by invoking the speed and distance measurement processing module deployed in the target hardware platform, wherein the target data comprises data collected by a train speed sensor, data collected by a train radar and train idling and slipping data.

[0028] According to the vehicle-mounted control system provided by the application, the vehicle-mounted control system further comprises:

[0029] a communication module configured to provide a secure channel for the first module, the second module and the third module to communicate with ground equipment.

[0030] The vehicle-mounted control system provided by the application, by deploying a first module integrating ATP functions, a second module integrating ATO functions and a third module integrating ATP and ATO functions on the same hardware platform, and by switching among the three modules through a switching module deployed on the hardware platform, the normally working module (i.e. the target module) is determined, thereby realizing flexible configuration of deep integration and independent deployment of ATP and ATO, reducing the volume of the vehicle-mounted signal cabinet, and improving the installation difficulty and the volume occupation of the car body. BRIEF DESCRIPTION OF DRAWINGS

[0031] In order to more clearly illustrate the technical solutions in the application or the prior art, the following will briefly introduce the drawings needed to be used in the embodiments or the prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without creative labor.

[0032] Figure 1 is a structural schematic diagram of a vehicle-mounted signal cabinet provided by the prior art;

[0033] Figure 2 is a structural schematic diagram of a vehicle-mounted control system provided by the application;

[0034] Figure 3 is a schematic diagram of an external interface of the third module provided by the application;

[0035] Figure 4 is a schematic diagram of software partition design of the third module provided by the application;

[0036] Figure 5 is a structural schematic diagram of the third module provided by the application. DETAILED DESCRIPTION

[0037] In order to make the objects, technical solutions and advantages of the application clearer, the technical solutions in the application will be described clearly and completely below with reference to the drawings in the application. Obviously, the described embodiments are some embodiments of the application, rather than all the embodiments. Based on the embodiments in the application, all other embodiments obtained by those skilled in the art without creative labor fall within the protection scope of the application.

[0038] Figure 2 is a structural schematic diagram of a vehicle-mounted control system provided by the application, as shown in Figure 2 , comprising:

[0039] The first module is deployed on the target hardware platform, and is used for logical processing of a vehicle-mounted device connected with a train automatic protection system, and logical processing of a train speed control algorithm and an automatic overspeed prevention algorithm according to data sent by the vehicle-mounted device.

[0040] The second module is deployed on the target hardware platform, and is used for logical processing of automatic operation control of a train.

[0041] The third module is deployed on the target hardware platform, and has functions of the first module and the second module.

[0042] The switching module is deployed on the target hardware platform, and is connected with the first module, the second module and the third module, respectively.

[0043] Optionally, the application aims to provide a flexible configuration vehicle-mounted control system deeply fusing ATP and ATO functions, fuse functions of an ATP system and an ATO system deeply, and run on a unique master unit of one hardware platform, so as to reduce the size of a vehicle-mounted signal cabinet, reduce a development cycle, improve the availability of the vehicle-mounted control system, and reduce the labor input.

[0044] 1. The function modules (i.e. the third module) of the fused ATO and ATP run in the same hardware platform, and are distinguished by memory isolation and task scheduling.

[0045] 2. The functions of the ATO and the ATP in the third module run independently and do not interfere with each other, and the coupling is reduced.

[0046] 3. The configuration items are flexibly configured, and in the case of the same hardware platform, the configuration items are divided into the following configurations according to the configuration items.

[0047] 1. A vehicle-mounted control system (VOBC) with ATO and ATP functions.

[0048] 2. A VOBC with only ATO function.

[0049] 3. A VOBC with only ATP function.

[0050] Through the above configuration, the ATO and ATP functions can be deeply fused in the case of small installation space, and in the case of rich installation space and considering the requirement of physical isolation between systems, independent systems with ATP and ATO functions are respectively configured on the same hardware platform, so as to realize the deep fusion and flexible configuration of the independent deployment of ATP and ATO.

[0051] Optionally, the vehicle-mounted control system provided by the application can specifically include a first module, a second module, a third module and a switching module deployed on the same target hardware platform.

[0052] The target safety hardware platform is specifically a hardware platform with safety level requirements, such as a hardware platform with safety level SIL4, which has certain limitations on safety input and output and is higher in safety, and can meet the safety operation requirements of the subway.

[0053] The first module can be specifically obtained by fusing the functions of ATP, and the first module has all the functions of ATP, and can be specifically used for core logic processing of vehicle-mounted equipment connected with ATP, and processing core logic of train control and automatic overspeed protection algorithm according to various external data collected by the vehicle-mounted equipment.

[0054] The second module can be specifically obtained by fusing the functions of ATO, and the second module has all the functions of ATO, and can be specifically used for core logic processing of automatic operation control of the train.

[0055] In order to realize the deep fusion of ATO and ATP functions, the hardware interface, software interface, internal interface (i.e. interface for internal interaction between ATP and ATO) and external interface (i.e. interface for external interaction between ATP and ATO) of ATO and ATP are integrated, and after the fusion of ATO and ATP, the VOBC software, i.e. the third module, is formed, and the external interface design of the third module is as shown in Figure 3 .

[0056] The third module has all the functions of the first module and the second module, i.e. the third module has all the functions of ATP and ATO. After the deep fusion of ATO and ATP, the hardware platform is shared by both, and the software partition design is performed, so that the functions of ATP and ATO are maximized.

[0057] Optionally, the switching module is configured through the task layer of the embedded operating system, and the switching module can be specifically used for switching between the first module and the third module through flexible three configurations, selecting the normally working module as the target module, so as to realize the fusion configuration with ATO and ATP functions, the configuration with only ATO function and the configuration with only ATP function.

[0058] The vehicle-mounted control system provided by the application realizes flexible configuration of deep fusion and independent deployment of ATP and ATO, reduces the volume of the vehicle-mounted signal cabinet, and improves the installation difficulty and the volume occupation of the car body.

[0059] Further, in an embodiment, the third module can specifically include:

[0060] The first submodule has the function of the first module, and the safety level of the first submodule is SIL4.

[0061] The second submodule has the function of the second module, and the safety level of the second submodule is SIL2.

[0062] Optionally, the VOBC software (i.e., the third module) is designed in a modular manner according to the function allocation. In order to maintain high cohesion and low coupling between modules, the related function functions are designed as a separate module, mainly including the following modules: 1, an ATP application layer function module (i.e., the first submodule); 2, an ATO application layer function module (i.e., the second submodule); and 3, a common module.

[0063] 1. The ATP application layer function module: has all the functions of ATP, and the vehicle-mounted ATP application layer function software is divided into an electronic map module, a curve calculation module, a positioning and route search module, a transponder communication analysis module, a ZC communication analysis module, a CI communication analysis module, an ATS communication analysis module, a speed limit calculation and monitoring module, an ATP software main loop module, an ATP software output module, an ATP software input module, and an ATP software gate control module.

[0064] 2. The ATO application layer function module: has all the functions of ATO, and the vehicle-mounted ATO function software is divided into a line data calculation module, a ground element processing module, a fault processing module, an input / output module, a dynamics model module, a slope processing module, a gate control logic module, a jump stop processing module, a gate control processing module, a station processing module, a self-checking and self-diagnosis module, a departure monitoring processing module, a stopping point adaptation processing module, an ATO main framework, a car control strategy processing module, a time division processing module, an impact control and gear smooth processing module, a car control level calculation module, and a TMS communication module.

[0065] 3, common module (first and second sub-modules are used together): speed and distance measurement processing module (used for speed transmission data analysis, radar data analysis and idling slip processing), platform adaptation layer software is divided into task scheduling, configuration, general function and other modules.

[0066] Figure 4 is the schematic diagram of the software partition design of the third module provided by the application, as shown in Figure 4 the ATP application layer function module (i.e. the first sub-module) software development uses SIL4 safety level development in the third module, and the ATO application layer function module (i.e. the second sub-module) software development uses SIL2 safety level development in the third module, both of which are developed in the same target hardware platform, wherein, in addition to the development of the second sub-module according to the high safety level development process, the time and space influence of the second sub-module are also specially designed, for example, the ATP application layer function module and the ATO application layer function module do not affect each other, the IO and data storage space are independent; the ATP application layer function module and the ATO application layer function module only use the shared processor resources within the allocated time (through the task scheduling of the embedded operating system, the tasks of the ATP application layer function module or the ATO application layer function module are only executed within the corresponding tasks allocated).

[0067] The vehicle-mounted control system provided by the application, compared with the conventional ATP application layer function module and ATO application layer function module which need to be developed and designed on two hardware platforms at the same time, the ATP application layer function module and the ATO application layer function module are developed and designed on the same hardware platform, which reduces the difficulty of development, and at the same time solves the problem that the delay of the related data (such as emergency braking speed and current train speed data) needs to be considered by the ATO control vehicle due to the separate deployment of the ATP application layer function module and the ATO application layer function module, thereby increasing the delay of the control vehicle, the application fuses the ATP application layer function module and the ATO application layer function module into one module, without considering the delay of the related data from the ATP to the ATO, thereby improving the control precision and control efficiency of the control vehicle.

[0068] Further, in one embodiment, the first sub-module and the second sub-module interact with each other by calling the interface of the software layer deployed in the third module.

[0069] Optionally, the first sub-module and the second sub-module communicate with each other by calling the interface of the software layer deployed in the third module, and specifically, data interaction can be realized by calling the variable assignment of the interface of the software layer.

[0070] Further, in one embodiment, the interaction data of the first sub-module and the second sub-module includes at least one of the following:

[0071] Train position data, train speed data, line data of train operation, train speed limit data and train list in which basic parameters of the train are stored.

[0072] Optionally, in order to guarantee the independence of the internal software logic of the original ATO and ATP, and at the same time can be flexibly configured, the train position data, train speed data, line data of train operation, train speed limit data and train list are designed to communicate through the interface of the software layer, so as to guarantee the independence of the ATP software area and the ATO software area.

[0073] In the configuration of the third module of the deep integration of ATO and ATP, the above four data can be called through the software layer, that is, the ATO application layer function module and the ATP application layer function module interact data by calling variable assignment of the application layer interface.

[0074] Specifically, the train position data and the train speed data are interacted through calling the position and speed data interface, wherein the data types of the train position data and the train speed data are as shown in Table 1:

[0075] Table 1

[0076]

[0077] The line data of train operation is interacted through calling the line data interface, wherein the data types of the line data of train operation are as shown in Table 2:

[0078] Table 2

[0079]

[0080] The train speed limit data is interacted through calling the speed limit data interface, wherein the data types of the train speed limit data are as shown in Table 3:

[0081] Table 3

[0082]

[0083] The train list is interacted through calling the train list interface, wherein the train list stores basic parameters of the train, and the data types are as shown in Table 4:

[0084] Table 4

[0085]

[0086]

[0087] The vehicle-mounted control system provided by the application can be flexibly configured while ensuring the internal software logic independence of the original ATP and ATO, compared with the existing hardware platform which needs to be respectively deployed for on-site debugging and testing of ATP and ATO, the application can realize the debugging and testing of ATP and ATO on the same hardware platform, saves the input of human cost, realizes the communication between ATP and ATO in the same module, cancels the physical interface between ATP and ATO, and reduces the failure rate.

[0088] Further, in an embodiment, the first module and the second module interact with each other through a physical layer interface deployed in the first module and the second module.

[0089] Optionally, in the configuration of the first module with only ATO function or the second module with only ATP function, the first module and the second module respectively interact with each other through a physical layer interface, which can be specifically deployed in the first module and the second module.

[0090] For example, the data assignment is transmitted through User Datagram Protocol (UDP) or CAN communication protocol.

[0091] The vehicle-mounted control system provided by the application can be flexibly configured while ensuring the internal software logic independence of the original ATP and ATO, compared with the existing hardware platform which needs to be respectively deployed for on-site debugging and testing of ATP and ATO, the application can realize the debugging and testing of ATP and ATO on the same hardware platform, saves the input of human cost, realizes the communication between ATP and ATO in the same module, cancels the physical interface between ATP and ATO, and reduces the failure rate.

[0092] Further, in an embodiment, the first sub-module can be specifically used for:

[0093] checking the received data sent by the second sub-module.

[0094] Further, in an embodiment, the second sub-module can be specifically used for:

[0095] checking the received data sent by the first sub-module.

[0096] Optionally, the first sub-module can also be specifically used for checking the received data (for example, train position data, train speed data, train running line data, train speed limit data and train list) sent by the second sub-module, and specifically, the first sub-module performs CRC check on the received data according to the CRC check code in the data type of the received data.

[0097] The second submodule can also be specifically used for checking the received data (for example, train position data, train speed data, train running line data, train speed limit data and train list) sent by the first submodule. Specifically, the second submodule performs CRC check on the received data according to the CRC check code in the data type of the received data.

[0098] The vehicle-mounted control system provided by the application verifies the data exchanged by the first submodule and the second submodule to ensure the consistency and safety of data transmission.

[0099] Further, in one embodiment, the third module can also be specifically used for:

[0100] The input and output functions are called to fuse the input and output quantities of the first submodule and the second submodule into the same array.

[0101] Optionally, the third module can also be specifically used for calling input and output functions to fuse the input and output IO quantities of the first submodule and the second submodule into the same array.

[0102] In order to ensure that the input and output IO interfaces of the ATP application layer function module and the ATO application layer function module are independent, so as to adapt to the deep integration case and the independent use mode, the IO interfaces of the ATO application layer function module and the ATP application layer function module are divided as follows.

[0103] In the deep integration case of the ATP application layer function module and the ATO application layer function module, the IO quantities of the ATP application layer function module and the ATO application layer function module are fused into an array, which is constrained based on task calling period and read-write lock, so as to unify the output of the IO quantities, realize independent running and separate control of the ATP and ATO functions in the same hardware platform, and realize decoupling.

[0104] Task calling: input and output are two tasks considering the task period of external output, such as 200ms external output once.

[0105] Read-write lock: when the application tasks of ATP and ATO call the array corresponding to the IO quantity, read-write lock needs to be added, and if ATP assigns values to the array corresponding to the IO quantity, ATO needs to wait.

[0106] The third module calls the same input and output function in the input and output process, and the output variable and the input variable are also the same, only the calling of the task is different, and according to the mechanism of the read-write lock, the contents of ATO and ATP in the input and output variables are distinguished and limited, so that the functions of ATO and ATP are independently operated and do not interfere with each other, and the coupling effect is reduced.

[0107] The following is an array for setting the IO amount of ATO:

[0108] The input basic configuration (array name: ato_input_table) is as follows:

[0109] The ATO input amount is specifically shown in Table 5: ATO button start 1, button start 2, automatic switch (AA), automatic opening, manual switch (AM), manual opening, door control mode (5).

[0110] Table 5

[0111]

[0112]

[0113] The output basic configuration (array name: ato_input_table) is as follows:

[0114] The ATO output amount is specifically shown in Table 6: including 7 digital amounts and 1 analog amount, which are ATO mode, holding brake, switch left door, switch right door, ATO departure indication, traction, brake and current loop, wherein the current loop is an analog amount.

[0115] Table 6

[0116]

[0117]

[0118] The vehicle-mounted control system provided by the application can adapt to the deep fusion case and the independent use mode by independently applying the input and output IO interfaces of the ATP application layer function module and the ATO application layer function module, so that the ATP and ATO functions can be independently operated and controlled in the same hardware platform, and decoupling is realized.

[0119] Further, in an embodiment, the vehicle-mounted control system can further specifically include:

[0120] The communication module is configured to provide a safety channel for the first module, the second module and the third module to communicate with ground equipment.

[0121] Optionally,Figure 5 is a structural schematic diagram of the third module provided by the present application, as shown in Figure 5 The host of the third module adopts a safety signal hardware platform, i.e., a target hardware platform, and the communication module adopts a railway signal safety protocol, such as RSSP-I / RSSP-II safety protocol, to provide a safety channel for the third module to communicate with ground equipment, such as a zone controller (ZC), a CI, and an ATS, and the third module processes the transponder message received by the transponder transmission module (BTM) through the RSSP-I / RSSP-II safety protocol.

[0122] It should be noted that the third module is also configured with a recording unit to record the data interaction record between each module in the third module.

[0123] Further, in an embodiment, the third module can be specifically used for:

[0124] The target data includes the data collected by the train speed data sensor, the data collected by the train radar, and the train idling and skidding data.

[0125] Optionally, the third module can be specifically used for analyzing the target data through the speed and distance measurement processing module deployed on the target hardware platform, and the target data can specifically include the data collected by the train speed data sensor, the data collected by the train radar, and the train idling and skidding data.

[0126] The vehicle-mounted control system provided by the present application can realize the analysis of the data collected by the train speed data sensor, the data collected by the train radar, and the train idling and skidding data by calling the speed and distance measurement processing module.

[0127] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. An in-vehicle control system characterized by comprising: The application relates to a train control system, which comprises the following modules: a first module arranged on a target hardware platform, which is responsible for logical processing of a train automatic protection system connected with a vehicle-mounted device and logical processing of a train speed control and automatic overspeed prevention algorithm according to data transmitted by the vehicle-mounted device; the first module is obtained by fusing functions of the train automatic protection system; a second module arranged on the target hardware platform, which is responsible for logical processing of automatic operation control of a train; the second module is obtained by fusing functions of a train automatic operation system; a third module arranged on the target hardware platform, which has functions of the first module and the second module; the third module is obtained by fusing functions of the train automatic protection system and the train automatic operation system, and comprises a first sub-module having the function of the first module, a second sub-module having the function of the second module, and an interface of a software layer arranged in the third module, wherein the first sub-module has a safety level of SIL4, the second sub-module has a safety level of SIL2, the first sub-module and the second sub-module have independent input and output and data storage spaces, and the first sub-module and the second sub-module exchange data by calling the interface of the software layer arranged in the third module; a switching module arranged on the target hardware platform, which is connected with the first module, the second module and the third module, and is used for switching among the first module, the second module and the third module according to configuration requirements to determine a target module in normal work.

2. The in-vehicle control system according to claim 1, characterized by, The first module and the second module exchange data by calling an interface of a physical layer arranged in the first module and the second module.

3. The in-vehicle control system according to claim 1, characterized by, The first sub-module is further used for: checking data transmitted by the second sub-module.

4. The in-vehicle control system according to claim 1, characterized by, The second sub-module is further used for: checking data transmitted by the first sub-module.

5. The in-vehicle control system according to claim 1, characterized by, The third module is further used for: calling an input and output function to fuse input and output of the first sub-module and the second sub-module into an array.

6. The in-vehicle control system according to claim 1, characterized by, Interaction data of the first sub-module and the second sub-module comprises at least one of the following: train position data, train speed data, train running line data, train speed limit data and a train list, wherein the train list stores basic parameters of a train.

7. The in-vehicle control system according to claim 1, characterized by, The third module is further used for: analyzing target data by calling a speed and distance measurement processing module arranged on the target hardware platform, wherein the target data comprises data collected by a train speed data sensor, data collected by a train radar and train idling and slipping data.

8. The in-vehicle control system according to any one of claims 1 to 7, characterized by, The application further comprises: a communication module, which is used for providing a safety channel for the first module, the second module and the third module to communicate with ground equipment.

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