Train VATC master-slave switching control system and method

Abstract

The invention discloses a train VATC master-slave switching control system, the control system comprises a VATC system, and the VATC system comprises an active VATC and a standby VATC; the active VATC is connected with the standby VATC through a local area network; the active VATC and the standby VATC output the same control signal to an emergency braking train line at the same time; when any one of the active VATC and the standby VATC breaks down, the other normal VATC controls the emergency braking train line. The method has the advantages that when main and standby switching is achieved, switching is reliable, power jerking and convulsion of the vehicle during switching are reduced, and the user experience is improved while the safety of the vehicle is improved.

Description

Technical Field

[0001] The present invention relates to the field of electrical safety control of APM vehicles, and in particular to a train VATC master-slave switching control system and method. Background Art

[0002] Hot standby means that the redundant VATC system on the train can seamlessly switch from the active system to the healthy backup system in the event of a train failure, without stopping the train or causing severe turbulence during the train's journey, to prevent passengers from falling or bumping into others. In monorail trains and subways, hot standby is a must-have function, such as the main control hot standby method of the subway on-board broadcasting system with patent application number 201710280988.5, which realizes automatic switching of working modes and improves the system's automation level. At the same time, the two controllers can synchronize data to avoid the problem of broadcast information misreporting after the switch.

[0003] For monorail trains or APM trains, in the network system of all vehicles, when the main control equipment of the automatic control system fails, the train must stop and complete the redundant switch to the backup equipment before it can continue to move. Moreover, when a failure occurs in the redundant VATC system and the backup VATC system does not respond in time, the vehicle speed will be significantly jerked during the main-backup switch. Summary of the invention

[0004] The purpose of the present invention is to overcome the shortcomings of the prior art and provide a train VATC master-slave switching control system and method, which is used to achieve master-slave switching, reduce the safety risk of power failure of emergency parking train lines, and reduce the power setback and twitching of the vehicle during switching, thereby improving vehicle safety and user experience.

[0005] In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is: a train VATC master-slave switching control system, the control system includes a VATC system, the VATC includes an active VATC and a backup VATC; the active VATC and the backup VATC are connected via a local area network; the active VATC and the backup VATC simultaneously output the same control signal to the emergency braking train line; when either the active VATC or the backup VATC fails, the other normal VATC realizes control of the emergency braking train line.

[0006] The active VATC and the backup VATC are both connected to the vehicle TCMS system through a multicast network; the TCMS system controls the traction braking rate according to the traction braking rate requests sent by the active VATC and the backup VATC; when one of the VATCs fails and switches to another VATC, the TCMS system loses the traction braking rate signal. At this time, the TCMS system executes the traction braking rate request signal before the signal is lost for a set time, and executes the received signal after recovering to receive the traction braking rate request signal within the set time.

[0007] The active VATC and the standby VATC are connected to the TCMS system via a multicast pool.

[0008] The TCMS system includes two VCUs arranged in each train: a main VCU and a backup VCU, in a main-backup working mode;

[0009] In the train automatic mode, VATC sends messages to TCMS via multicast IP. The main VCU receives the information sent by VATC and processes it. The standby VCU accepts the data but does not process it. When the main VCU fails and switches to the standby VCU, the standby VCU receives and processes the data.

[0010] After receiving the information sent by the VATC, the VCU in working state among the two VCUs feeds back its own ID to the VATC to realize the feedback receiving state.

[0011] In the UTO mode of the train, the two VATCs perform self-inspection to determine their own health status. If both VATCs are in a healthy state, the VATCs switch between the active VATC and the standby VATC in an alternating manner on odd and even days to put them in working order.

[0012] In the manual mode of the train, VATC will send or receive messages from the VCU in the working state of TCMS through the multicast pool. At this time, the traction request of VATC is ignored by TCMS.

[0013] All TCMS units can send and receive messages from the multicast pool, but only the main VCU unit receives the relevant control requests, and all standby VCU units can receive but will not process any data from the VATC; the VCUs of the TCMS units are all configured with corresponding ID information.

[0014] A control method for a train VATC master-slave switching control system, wherein an active VATC and a standby VATC simultaneously output the same control signal to an emergency brake train line, and when the active VATC fails to work, the standby VATC outputs a control signal to drive and maintain the normal operation of the emergency brake train line.

[0015] The TCMS system controls the traction braking rate according to the traction braking rate requests sent by the active VATC and the standby VATC; when one of the VATCs fails and switches to another VATC, the TCMS system loses the traction braking rate signal. At this time, the TCMS system executes the traction braking rate request signal before the signal is lost for a set time, and executes the received signal after receiving the traction braking rate request signal within the set time.

[0016] The advantages of the present invention are that when the active-standby switching is realized, the active-standby switching is reliable, the safety risk of power failure of the emergency stopping train line is reduced, and the power setback and twitching of the vehicle during switching are reduced, thereby improving the vehicle safety and the user experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The following is a brief description of the contents expressed in the drawings of the present invention and the symbols in the drawings:

[0018] Figure 1 This is a signal interaction diagram of the VATC of the present invention actively controlling the main VCU in automatic mode;

[0019] Figure 2 This is an example diagram of the VCU ID of the present invention;

[0020] Figure 3 It is a signal interaction diagram of the present invention in manual mode on an odd-numbered day when VATC A1 active VCU ID 01 is the master VCU;

[0021] Figure 4 Connection diagram of VATC A1 active VCU ID 04 as the master VCU on odd days;

[0022] Figure 5 The schematic diagram is a principle diagram of adding a diode terminal block in a VATC according to the present invention. DETAILED DESCRIPTION

[0023] The specific implementation of the present invention will be further explained in detail below by describing the optimal embodiment with reference to the accompanying drawings.

[0024] This solution implements a train VATC master-slave switching control solution, in which the professional and technical names involved are explained as follows:

[0025] VATC system: On-board signal system used to control the operation, parking, and communication of trains.

[0026] TCMS system: Train network control system, which connects the various subsystem equipment on the high-speed train through the network to achieve communication and information sharing. Driver driving, train broadcasting, door opening and closing, video playback, air conditioning, vehicle sealing, etc. are all under the responsibility of TCMS. Train-level control can be achieved based on the TCMS system.

[0027] like Figure 1-5 As shown, a train VATC master-slave switching control system, the control system includes a VATC system, the VATC includes an active VATC and a backup VATC; the active VATC and the backup VATC are connected via a local area network; the active VATC and the backup VATC simultaneously output the same control signal to the emergency brake train line; when either the active VATC or the backup VATC fails, the other normal VATC realizes control of the emergency brake train line. The emergency brake train line must be controlled by two VATC systems at the same time, so that when the active VATC gives up control and its emergency brake release output loses power during train travel (due to a failure), the backup VATC unit is required to energize its emergency brake release output at the same time, which will prevent the emergency brake release train line from losing power at any time. The emergency brake train line must adapt to this design and will not cause short circuits or erroneous feedback due to the simultaneous output of two units.

[0028] Both the active VATC and the backup VATC are connected to the vehicle TCMS system through a multicast network; the TCMS system controls the traction braking rate according to the traction braking rate request sent by the active VATC and the backup VATC; when one of the VATCs fails and switches to another VATC, the TCMS system loses the traction braking rate signal. At this time, the TCMS system executes the traction braking rate request signal before the signal is lost for a set time, and executes the received signal after the traction braking rate request signal is received again within the set time. After the set time, if there is no response to the traction braking rate request signal, the vehicle will coast or brake according to the set rules. The vehicle's TCMS network must adapt to the switching of the traction braking rate request from the main control VATC to the backup VATC, and no major changes can be made to the traction braking rate during the switching process. If there is a loss of the traction braking rate signal during the transmission period in the TCMS logic, and an operation such as switching to coasting or applying full normal braking is taken, the vehicle will twitch significantly in some cases, and the VATC may apply emergency braking because the safe braking distance is exceeded.

[0029] A communication network and two discrete interface circuits are required between the redundant VATC units. If the redundant VATC units are not in the same car of a fixed multi-car train, the vehicle needs to provide additional train-level lines.

[0030] The active VATC and the standby VATC are connected to the TCMS system through a multicast pool. The TCMS system includes two VCUs set in each train: the main VCU and the standby VCU, which work in a master-slave mode;

[0031] In the train automatic mode, VATC sends messages to TCMS via multicast IP. The main VCU receives the information sent by VATC and processes it. The standby VCU receives the data but does not process it. When the main VCU fails and switches to the standby VCU, the standby VCU receives and processes the data. After receiving the information sent by VATC, the working VCU of the two VCUs feeds back its own ID to VATC to feedback the receiving status. In this way, both VCUs of TCMS can monitor the data in real time. When switching between the main and standby, the standby VCU has data, so the switching can be performed more quickly and reliably.

[0032] In the UTO mode of the train, the two VATCs perform self-inspection to determine their own health status. If both VATCs are in a healthy state, the VATC switches the active VATC or the standby VATC to work in an alternating manner on odd and even days. When both are in a healthy state, in order to improve the reliability of the system operation and extend the life of both, the life of the VATC can be extended by alternating the working mode.

[0033] In the manual mode of the train, VATC will send or receive messages from the VCU in the working state of TCMS through the multicast pool. At this time, the traction request of VATC is ignored by TCMS. All TCMS units can send and receive messages from the multicast pool, but only the main VCU unit receives the relevant control request. All standby VCU units can receive but will not process any data from VATC; the VCU of the TCMS unit is configured with corresponding ID information.

[0034] The advantages of adopting the above solution include:

[0035] 1. VATC can establish a connection to a VCU in a different vehicle;

[0036] 2. Ability to achieve cross-vehicle control without switching VCUs based on active VATC;

[0037] 3. In manual or limited manual mode, VATC can send or receive data directly to VCU in other vehicles without going through the original WTB network.

[0038] 4. In VATC-TCMS, only one multicast pool can be used.

[0039] like Figure 1 , 2As shown, when the train is in automatic mode:

[0040] In VATC-TCMS, both parties send messages via multicast IP. Using ATC control request as a sign, VATC sends data to VCU, the main VCU receives and processes the data, and the standby VCU receives the data but does not process it. The main VCU sends the VCU ID to VATC, indicating that the main VCU has received and processed the data.

[0041] In UTO mode, if both VATC units are healthy, VATC will switch according to odd and even days. VCU follows ATC control request and manages the data of the train. Example: On odd days, VATC A1 is active and VCU ID 01 is primary, which means VATC will control the train through VCU ID 01 all day.

[0042] like Figure 3 , 4 As shown, when the train is in manual mode:

[0043] The communication architecture is the same as in automatic mode. VATC will send or receive messages from VCU via the multicast pool, but VATC's traction request will be ignored by TCMS.

[0044] like Figure 5 As shown, in order to achieve the hot standby function, the traction train line needs to be cut off from both VATCs at the same time. This will cause the low-voltage power distribution of the two cars to be mixed, and the low-voltage monitoring function will not work properly. The diode terminal block needs to prevent this from happening.

[0045] To implement active / standby switching, the VATC and TCMS network interfaces are changed to merge the original multiple multicast pools into a single multicast pool and mark it as VLAN 153, allowing messages to pass through the VCU at the other end.

[0046] With the change of VATC application, VATC needs to implement a method to communicate with TCMS and add new messages to the active bearer. In order not to change the communication method between VATC and TCMS, multicast IP will still be used so that all VATC units can send and receive messages from the multicast pool, and the concept of hot standby switching must be handled.

[0047] Changes to the TCMS application: TCMS needs to implement a method to communicate with VATC and add new messages to the active bearer. In order not to change the communication method between VATC and TCMS, multicast IP will still be used. All TCMS units can send and receive messages from the multicast pool, but only the primary VCU unit will receive the relevant control requests. All standby VCU units can receive but will not process any data from VATC. VCUs need to add VCU IDs so that VATC can identify which VCU is the primary VCU, and the concept of hot standby switching must be handled.

[0048] Obviously, the specific implementation of the present invention is not limited to the above-mentioned methods. As long as various non-substantial improvements are made using the method concept and technical solution of the present invention, they are all within the protection scope of the present invention.

Claims

1. A train VATC master-slave switching control system, characterized in that: The control system includes a VATC system, wherein the VATC includes an active VATC and a backup VATC; the active VATC and the backup VATC are connected via a local area network; the active VATC and the backup VATC simultaneously output the same control signal to the emergency braking train line; when either the active VATC or the backup VATC fails, the other normal VATC controls the emergency braking train line.

2. A train VATC master-slave switching control system as claimed in claim 1, characterized in that: The active VATC and the backup VATC are both connected to the vehicle TCMS system through a multicast network; the TCMS system controls the traction braking rate according to the traction braking rate requests sent by the active VATC and the backup VATC; when one of the VATCs fails and switches to another VATC, the TCMS system loses the traction braking rate signal. At this time, the TCMS system executes the traction braking rate request signal before the signal is lost for a set time, and executes the received signal after recovering to receive the traction braking rate request signal within the set time.

3. A train VATC master-slave switching control system as claimed in claim 1 or 2, characterized in that: The active VATC and the standby VATC are connected to the TCMS system via a multicast pool.

4. A train VATC master-slave switching control system as claimed in claim 1 or 2, characterized in that: The TCMS system includes two VCUs arranged in each train: a main VCU and a backup VCU, in a main-backup working mode; In the train automatic mode, VATC sends messages to TCMS via multicast IP. The main VCU receives the information sent by VATC and processes it. The standby VCU accepts the data but does not process it. When the main VCU fails and switches to the standby VCU, the standby VCU receives and processes the data.

5. A train VATC master-slave switching control system as claimed in claim 4, characterized in that: After receiving the information sent by the VATC, the VCU in working state among the two VCUs feeds back its own ID to the VATC to realize the feedback receiving state.

6. A train VATC master-slave switching control system as described in any one of claims 1 to 5, characterized in that: In the UTO mode of the train, the two VATCs perform self-inspection to determine their own health status. If both VATCs are in a healthy state, the VATCs switch between the active VATC and the standby VATC in an alternating manner on odd and even days to put them in working order.

7. A train VATC master-slave switching control system as described in any one of claims 1 to 5, characterized in that: In the manual mode of the train, VATC will send or receive messages from the VCU in the working state of TCMS through the multicast pool. At this time, the traction request of VATC is ignored by TCMS.

8. A train VATC master-slave switching control system as claimed in claim 7, characterized in that: All TCMS units can send and receive messages from the multicast pool, but only the main VCU unit receives the relevant control requests, and all standby VCU units can receive but will not process any data from the VATC; the VCUs of the TCMS units are all configured with corresponding ID information.

9. A control method for a train VATC master-slave switching control system according to any one of claims 1 to 8, characterized in that: The active VATC and the backup VATC simultaneously output the same control signal to the emergency brake train line. When the active VATC fails and does not work, the control signal output by the backup VATC drives and maintains the normal operation of the emergency brake train line.

10. The control method of the train VATC master-slave switching control system according to claim 9, characterized in that: The TCMS system controls the traction braking rate according to the traction braking rate requests sent by the active VATC and the standby VATC; when one of the VATCs fails and switches to another VATC, the TCMS system loses the traction braking rate signal. At this time, the TCMS system executes the traction braking rate request signal before the signal is lost for a set time, and executes the received signal after receiving the traction braking rate request signal within the set time.

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