Active resource management method and system of vehicle-mounted backup positioning system for TACS

Abstract

The invention relates to a vehicle-mounted backup positioning system active resource management method and system for a TACS, and the method comprises the steps: under a normal condition, an ATS sends a running task of a train to a vehicle-mounted CC, and the vehicle-mounted CC sends the running task to a backup positioning system after receiving the running task and successfully executing the running task; and under the condition that the vehicle-mounted CC fails, the ATS completes switching between the vehicle-mounted CC and the backup positioning system and sends authorization to the backup positioning system, and the backup positioning system performs active application and release of trackside resources. Compared with the prior art, the method has the advantages that the influence range caused by the fault of the trackside train manager is reduced, and the like.

Description

Technical Field

[0001] The present invention relates to a rail transit signal system, and in particular to an active resource management method and system for a vehicle-mounted backup positioning system of a TACS. Background Art

[0002] In the Train Autonomous Operation System (TACS), the application and release of trackside resources are actively initiated by the onboard system. In the event of a failure in the onboard system, the onboard system cannot actively initiate the application and release commands of trackside resources to the trackside resource manager. For this reason, there is an architecture: in a TACS system that does not configure a secondary train position detection system, a backup positioning system is added to the train. The backup positioning system is independent and only has an onboard processing unit to process trackside beacon information and beacon antennas. The backup positioning system has no interface with the main onboard CC. In the event of failure of the main onboard controller, the system can be downgraded to a backup positioning system. The backup positioning system sends the beacon ID to the trackside equipment (trackside train manager) by reading the track beacon. At this time, the application and release of trackside resources are initiated by the trackside train manager instead of the train to initiate resource application and release commands to the trackside resource manager. At the same time, the calculation of the train position is also implemented by the trackside train manager, such as Figure 1 shown.

[0003] The advantage of this architecture and processing logic is that only one set of trackside train manager equipment can be arranged on the trackside to manage all trains that are downgraded to the backup positioning system, but it also has certain disadvantages:

[0004] 1) The trackside train manager needs to manage all trains that have been downgraded to the backup positioning system on the line. Once the device fails, it will lose the ability to manage all backup positioning trains;

[0005] 2) The management of trackside resources has been transferred from active management by trains to processing by trackside equipment, changing the mode of active management by trains;

[0006] 3) The principle of direct communication between vehicles under normal circumstances to achieve interval protection is changed to communication between vehicles and trackside equipment under degraded circumstances to achieve interval protection between normal trains and degraded trains. Summary of the invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a method and system for active resource management of a vehicle-mounted backup positioning system for TACS.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to a first aspect of the present invention, there is provided an active resource management method for an on-board backup positioning system of a TACS, the method comprising: under normal circumstances, the ATS sends an operation task of a train to an on-board CC, and the on-board CC sends the operation task to the backup positioning system after receiving the operation task and successfully executing it;

[0010] In the event of failure of the onboard CC, the ATS completes the switch between the onboard CC and the backup positioning system, and sends authorization to the backup positioning system, which actively applies for and releases trackside resources.

[0011] As a preferred technical solution, the method specifically comprises the following steps:

[0012] Step S1, the backup positioning system determines whether the vehicle CC is invalid, if yes, execute step S2, otherwise continue to execute step S1;

[0013] Step S2, the backup positioning system actively inquires the ATS to confirm the correctness of the judgment;

[0014] Step S3, the ATS determines the communication status with the vehicle-mounted CC. If the communication is normal, the vehicle-mounted CC is determined to be working normally, and the process returns to step S1; if the ATS also loses communication with the vehicle-mounted CC, the vehicle-mounted CC is determined to be invalid, and the process goes to step S4;

[0015] Step S4, ATS sends the authorization to the backup positioning system;

[0016] Step S5, the ATS sends information to the trackside resource manager to inform the trackside resource manager that the train is now downgraded to a backup positioning system, and the trackside resource manager accepts control commands from the backup positioning system.

[0017] As a preferred technical solution, in step S1, the backup positioning system determines whether the vehicle-mounted CC is invalid by:

[0018] Determine whether the backup positioning system loses communication with the vehicle CC for more than the set time. If so, it will fail, otherwise it will not fail.

[0019] As a preferred technical solution, the trackside resource manager only accepts control commands from the onboard CC or the backup positioning system.

[0020] As a preferred technical solution, after the train is downgraded to a backup positioning system, the backup positioning system communicates with the adjacent on-board CC.

[0021] As a preferred technical solution, the backup positioning system determines the possible occupied position of the train on the track as follows:

[0022] After reading a beacon, the backup positioning system determines that the train length is 2*MAX(S1, S2)+S, where the distance from the beacon antenna installation position to the front of the train is S2, the distance from the rear of the train is S1, and the distance between two adjacent beacons is S.

[0023] As a preferred technical solution, the backup positioning system actively applies for and releases trackside resources as follows:

[0024] After the ATS sends the train operation task, the backup positioning system applies to the trackside resource manager for all resources within the task scope, and after the tail of the train passes the relevant resources, it applies to the trackside resource manager for releasing the resources that are no longer in use.

[0025] As an optimal technical solution, this method can keep the interval protection of vehicle-to-vehicle communication unchanged, and two adjacent trains communicate directly. The front train sends the train position to the rear train, and the rear train autonomously calculates the running end point.

[0026] As a preferred technical solution, the method can realize mixed operation, including tracking between a TACS train with normal onboard CC operation and a backup positioning system train, and tracking between backup positioning system trains.

[0027] As a preferred technical solution, the TACS train with normal CC operation in the vehicle is downgraded to a backup positioning system train in front of the tracking, and the specific process is as follows:

[0028] a) ATS sends the backup positioning system train an operation task between signal S1 and signal S2;

[0029] b) After the signal S1 opens the permission signal, the driver drives according to the signal display;

[0030] c) The backup positioning system train releases the resources that are no longer in use at the rear according to the determined train position;

[0031] d) The TACS train with normal CC operation at the rear requests location information from the backup positioning system train at the front;

[0032] e) The TACS train with normal operation of the CC on the rear vehicle autonomously calculates the mobile authorization terminal.

[0033] According to a second aspect of the present invention, there is provided a system for the active resource management method of the on-board backup positioning system for TACS, the system comprising an ATS, an on-board CC, a backup positioning system and a trackside resource manager, the ATS being communicatively connected to the on-board CC, the on-board CC being communicatively connected to the backup positioning system, and the trackside resource manager being communicatively connected to the on-board CC or the backup positioning system.

[0034] As a preferred technical solution, the onboard CC is provided with an interface with a backup positioning system for backing up train operation tasks.

[0035] As a preferred technical solution, the switching between the vehicle-mounted CC and the backup positioning system is arbitrated by ATS.

[0036] As a preferred technical solution, the arbitration process is specifically as follows:

[0037] If the on-board CC loses communication with the backup positioning system for more than the set time, the backup positioning system will initiate an application to the ATS. If the ATS also loses communication with the on-board CC for more than the set time, it is determined that the on-board CC has failed. At this time, the backup positioning system is authorized and the trackside resource manager is notified to complete the switching between the on-board CC and the backup positioning system.

[0038] 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.

[0039] 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.

[0040] Compared with the prior art, the present invention has the following advantages:

[0041] 1) The architecture of the present invention is simpler, and the logic of the trackside train manager applying for and releasing resources from the trackside for downgraded trains is eliminated, thereby reducing the scope of impact caused by the failure of the trackside train manager;

[0042] 2) The present invention unifies the principle of the on-board equipment autonomously applying for and releasing resources from the trackside resource manager, which is safer and more convenient to operate;

[0043] 3) The present invention realizes active train interval protection under the TACS system, in which a normal train with onboard CC directly communicates with a train that has been downgraded to a backup positioning system. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] Figure 1 A schematic diagram of the application and release of trackside resources for the existing TACS;

[0045] Figure 2 A schematic diagram of trackside resource application and release of the TACS of the present invention;

[0046] Figure 3 It is a data flow diagram between the modules of the present invention;

[0047] Figure 4It is a schematic diagram for determining the length of a reserve train of the present invention;

[0048] Figure 5 A schematic diagram of the trackside resource application of the present invention;

[0049] Figure 6 A schematic diagram of trackside resource release according to the present invention;

[0050] Figure 7 It is a schematic diagram of tracking between the normal TACS and the backup positioning system train of the present invention. DETAILED DESCRIPTION

[0051] 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.

[0052] like Figure 2 As shown, the present invention adds an interface between the backup positioning system and the on-board CC system for backing up the train operation tasks. Under normal circumstances, the central ATS sends the train operation tasks to the on-board main CC. After receiving the operation tasks and successfully executing them, the on-board CC sends the operation tasks to the backup positioning system. In the event that the on-board main CC fails, the backup positioning system can inherit the original tasks.

[0053] The switching between the main on-board CC and the backup positioning system is arbitrated by the third-party device ATS. If the main on-board CC loses communication with the backup positioning system for more than a certain period of time, the backup positioning system initiates an application to ATS. If ATS also loses communication with the main on-board CC for more than a certain period of time, it is judged that the main on-board CC has failed. At this time, the backup positioning system can be authorized and the trackside resource manager can be notified to complete the switching between the main on-board CC and the backup positioning system.

[0054] like Figure 3 As shown, the specific process of the method of the present invention is as follows:

[0055] Step 1: The backup positioning system loses communication with the vehicle CC for more than a specified time. At this time, the backup positioning system determines that the vehicle CC is invalid;

[0056] Step 2: The backup positioning system actively asks the ATS to confirm the correctness of the judgment;

[0057] Step 3: ATS determines the communication status with the vehicle CC. If the communication is normal, it is determined that the main CC is working normally and the backup positioning system is not authorized to control. If ATS loses communication with the vehicle CC, it is determined that the vehicle CC is invalid and the CC authorization is revoked. Authorization is unique and can only be given to one party. After the vehicle CC is initialized, it also needs to obtain authorization from ATS to perform normal control.

[0058] Step 4: ATS sends authorization to the backup positioning system;

[0059] Step 5: ATS sends communication (authorization information) to the trackside resource manager. The train is downgraded to the backup positioning system. The trackside resource manager also only receives the only control command, that is, the control command of the onboard CC or the control command of the backup positioning system. At this time, the control right switch between the onboard CC and the backup positioning system is completed.

[0060] After the switching between the main vehicle-mounted CC and the backup positioning system is completed, the backup positioning system is responsible for applying for and releasing the trackside resources, and the ATS sends the operation task from the CC in normal situations to the backup positioning system in degraded situations.

[0061] The trackside resource manager of the present invention then accepts resource application and release commands from the backup positioning system.

[0062] The communication between the vehicle and the adjacent train of the present invention is changed from the communication between the original vehicle CC and the adjacent vehicle CC to the communication between the adjacent vehicle CC and the train backup positioning system, so as to realize the interval protection between trains and maintain the mode of direct communication between vehicles of the TACS system unchanged.

[0063] like Figure 4 As shown, for the determination of the backup train length, assuming that the beacon antenna installation position of the backup positioning system is S2 away from the front of the train (taking the running direction specified in the figure as an example), the distance from the rear of the train is S1, and the distance between the two beacons is S, then the possible length of the train judged by the backup positioning system after reading a certain beacon is 2*MAX(S1,S2)+S. In this way, the possible occupied position of the train on the track can be determined.

[0064] like Figure 5 and 6As shown, the application and release of trackside resources in the present invention are similar to the resource management method of a TACS train with normal onboard CC operation. Since the backup positioning train is manually driven by the driver, considering the failure of the beacon antenna, which may cause the beacon to be missed, after the ATS sends the train operation task, the backup positioning system applies to the trackside resource manager for all resources within the task scope, and after the train tail passes the relevant resources, it applies to the trackside resource manager to release the resources that are no longer in use.

[0065] By adopting the above method, the interval protection principle of vehicle-to-vehicle communication can be maintained unchanged, and two adjacent trains can communicate directly, the front train sends the train position to the rear train, and the rear train calculates the operation end point autonomously. Mixed operation can be achieved, including tracking between normal TACS and backup positioning system trains, and tracking between backup positioning system trains and backup positioning system trains.

[0066] For backup positioning system trains, the mission range is generally between signals. This is mainly because the backup positioning system trains are manually driven by drivers, who need to drive according to the signal displays on the trackside.

[0067] like Figure 7 As shown, a TACS train with normal CC operation is tracking the train ahead that has been downgraded to a backup positioning system.

[0068] a) ATS sends the operation task between S1 and S2 to the backup positioning system train;

[0069] b) After S1 opens the permission signal, the driver drives according to the signal display;

[0070] c) The backup positioning system train releases the resources that are no longer in use at the rear according to the determined train position;

[0071] d) The normal TACS train behind requests location information from the backup positioning system train ahead;

[0072] e) The rear TACS normal train autonomously calculates the mobile authorization terminal.

[0073] 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.

[0074] like Figure 2 As shown, an on-board backup positioning system active resource management system for TACS includes an ATS, an on-board CC, a backup positioning system and a trackside resource manager. The ATS is communicatively connected to the on-board CC, the on-board CC is communicatively connected to the backup positioning system, and the trackside resource manager is communicatively connected to the on-board CC or the backup positioning system.

[0075] The onboard CC is provided with an interface with the backup positioning system for backing up the train operation tasks. The switching between the onboard CC and the backup positioning system is arbitrated by ATS. The arbitration process is specifically as follows: if the onboard CC loses communication with the backup positioning system for more than a set time, the backup positioning system initiates an application to ATS. If the ATS also loses communication with the onboard CC for more than a set time, it is determined that the onboard CC is invalid. At this time, the backup positioning system is authorized and the trackside resource manager is notified to complete the switching between the onboard CC and the backup positioning system.

[0076] 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.

[0077] The embodiment of the present invention also provides an electronic device including 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 computer program instructions 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.

[0078] 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.

[0079] The processing unit performs the various methods and processes described above, such as the method of the present invention. For example, in some embodiments, the method of the present invention 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 RAM and executed by the CPU, one or more steps of the method of the present invention described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the method of the present invention by any other appropriate means (e.g., by means of firmware).

[0080] 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.

[0081] 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.

[0082] 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.

[0083] 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 method for active resource management of a vehicle-mounted backup positioning system for TACS, characterized in that: The method comprises: under normal circumstances, the ATS sends the running task of the train to the onboard CC, and the onboard CC sends the running task to the backup positioning system after receiving and successfully executing the running task; In the event of failure of the onboard CC, the ATS completes the switch between the onboard CC and the backup positioning system, and sends authorization to the backup positioning system, which actively applies for and releases trackside resources.

2. According to claim 1, a vehicle-mounted backup positioning system active resource management method for TACS is characterized in that: The method specifically comprises the following steps: Step S1, the backup positioning system determines whether the vehicle CC is invalid, if yes, execute step S2, otherwise continue to execute step S1; Step S2, the backup positioning system actively inquires the ATS to confirm the correctness of the judgment; Step S3, the ATS determines the communication status with the vehicle-mounted CC. If the communication is normal, the vehicle-mounted CC is determined to be working normally, and the process returns to step S1; if the ATS also loses communication with the vehicle-mounted CC, the vehicle-mounted CC is determined to be invalid, and the process goes to step S4; Step S4, ATS sends the authorization to the backup positioning system; Step S5, the ATS sends information to the trackside resource manager to inform the trackside resource manager that the train is now downgraded to a backup positioning system, and the trackside resource manager accepts control commands from the backup positioning system.

3. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 2, characterized in that: In step S1, the backup positioning system determines whether the vehicle-mounted CC is invalid by: Determine whether the backup positioning system loses communication with the vehicle CC for more than the set time. If so, it will fail, otherwise it will not fail.

4. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 2, characterized in that: The trackside resource manager only accepts control commands from the onboard CC or the backup positioning system.

5. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 2, characterized in that: After the train is downgraded to a backup positioning system, the backup positioning system communicates with the adjacent on-board CC.

6. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 1, characterized in that: The backup positioning system determines the possible occupied position of the train on the track as follows: After reading a beacon, the backup positioning system determines that the train length is 2*MAX(S1, S2)+S, where the distance from the beacon antenna installation position to the front of the train is S2, the distance from the rear of the train is S1, and the distance between two adjacent beacons is S.

7. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 1, characterized in that: The backup positioning system actively applies for and releases trackside resources as follows: After the ATS sends the train operation task, the backup positioning system applies to the trackside resource manager for all resources within the task scope, and after the tail of the train passes the relevant resources, it applies to the trackside resource manager for releasing the resources that are no longer in use.

8. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 1, characterized in that: This method can keep the interval protection of vehicle-to-vehicle communication unchanged, and two adjacent trains communicate directly. The front train sends the train position to the rear train, and the rear train independently calculates the running end point.

9. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 8, characterized in that: The method can realize mixed operation, including tracking between a TACS train with normal CC operation and a backup positioning system train, and tracking between backup positioning system trains.

10. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 9, characterized in that: The TACS train with normal CC operation is downgraded to a backup positioning system train in front of the vehicle. The specific process is as follows: a) ATS sends the backup positioning system train an operation task between signal S1 and signal S2; b) After the signal S1 opens the permission signal, the driver drives according to the signal display; c) The backup positioning system train releases the resources that are no longer in use at the rear according to the determined train position; d) The TACS train with normal CC operation at the rear requests location information from the backup positioning system train at the front; e) The TACS train with normal operation of the CC on the rear vehicle autonomously calculates the mobile authorization terminal.

11. A system for the active resource management method of the vehicle-mounted backup positioning system for TACS as claimed in claim 1, characterized in that: The system includes an ATS, an onboard CC, a backup positioning system and a trackside resource manager. The ATS is communicatively connected to the onboard CC, the onboard CC is communicatively connected to the backup positioning system, and the trackside resource manager is communicatively connected to the onboard CC or the backup positioning system.

12. The system according to claim 11, characterized in that: The onboard CC is provided with an interface with a backup positioning system for backing up train operation tasks.

13. The system according to claim 11, characterized in that: The switching between the vehicle-mounted CC and the backup positioning system is arbitrated by the ATS.

14. The system according to claim 13, characterized in that: The arbitration process is specifically as follows: If the on-board CC loses communication with the backup positioning system for more than the set time, the backup positioning system will initiate an application to the ATS. If the ATS also loses communication with the on-board CC for more than the set time, it is determined that the on-board CC has failed. At this time, the backup positioning system is authorized and the trackside resource manager is notified to complete the switching between the on-board CC and the backup positioning system.

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 1 to 10 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 1 to 10 is implemented.

Images