On-board back-up positioning system active resource management method and system for TACS

Abstract

The application relates to a vehicle-mounted backup positioning system active resource management method and system for TACS, which comprises the following steps: under normal conditions, an ATS sends a running task of a train to a vehicle-mounted CC, the vehicle-mounted CC sends the running task to a backup positioning system after receiving the running task and successfully executing; under the condition that the vehicle-mounted CC is invalid, the ATS completes switching between the vehicle-mounted CC and the backup positioning system, and sends an authorization to the backup positioning system, and the backup positioning system actively applies for and releases a trackside resource. Compared with the prior art, the application has the advantages of reducing the influence range caused by a trackside train manager fault.

Description

TECHNICAL FIELD

[0001] The present application relates to a rail transit signal system, in particular to a method and system for active resource management of a backup positioning system on a train in a TACS. BACKGROUND

[0002] In a train autonomous operation system (TACS), the application and release of trackside resources are initiated by the on-board system. In the event of a failure of the on-board system, the on-board system cannot actively initiate the application and release of trackside resources to the trackside resource manager. To this end, there is an architecture in which, in a TACS system without a train position secondary detection system, a backup positioning system is added to the train. The backup positioning system is independent and only has a vehicle processing unit for processing track beacon information and a beacon antenna. The backup positioning system has no interface with the main on-board CC. In the event of a failure of the main on-board controller, the system can be degraded to the backup positioning system. The backup positioning system sends the beacon ID to the trackside device (trackside train manager) by reading the track beacon. The application and release of trackside resources are implemented by the trackside train manager instead of the train to initiate the resource application and release command to the trackside resource manager. At the same time, the calculation of the train position is also implemented by the trackside train manager, as shown in Figure 1

[0003] This architecture and processing logic has the advantages that the trackside can only deploy one set of trackside train manager device to manage all trains degraded to the backup positioning system. However, it also has certain disadvantages:

[0004] 1) The trackside train manager needs to manage all trains degraded to the backup positioning system in the line. Once the device fails, the management capability for all backup positioning trains will be lost;

[0005] 2) The management of trackside resources is migrated from active train management to trackside device processing, which changes the mode of active train management;

[0006] 3) The principle of interval protection between trains in normal communication is changed to interval protection between normal trains and degraded trains in communication between the train and the trackside device in the degraded condition. SUMMARY

[0007] The present application relates to a rail transit signal system, in particular to a method and system for active resource management of a backup positioning system on a train in a TACS.

[0008] The object of the present application can be achieved by the following technical solutions:

[0009] ​According to a first aspect of the present application, a method for active resource management of a backup positioning system of a train is provided, which comprises: under normal conditions, an ATS sends a running task of a train to a vehicle-mounted CC, and the vehicle-mounted CC sends the running task to the backup positioning system after receiving the running task and successfully executing the running task;

[0010] 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 an authorization to the backup positioning system, and the backup positioning system 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 judges whether the vehicle-mounted CC fails, if yes, step S2 is executed, otherwise, step S1 is continuously executed.

[0013] Step S2: The backup positioning system actively inquires the ATS to determine the correctness of the judgment.

[0014] Step S3: The ATS judges a communication state with the vehicle-mounted CC, if the communication is normal, it is determined that the vehicle-mounted CC works normally, and step S1 is returned; if the ATS also loses the communication with the vehicle-mounted CC, it is determined that the vehicle-mounted CC fails, and step S4 is executed.

[0015] Step S4: The ATS sends an authorization to the backup positioning system.

[0016] Step S5: The ATS sends information to a trackside resource manager to inform the trackside resource manager that the train is degraded to the backup positioning system at this time, and the trackside resource manager accepts a control command of the backup positioning system.

[0017] As a preferred technical solution, the backup positioning system judges whether the vehicle-mounted CC fails in step S1 specifically as follows:

[0018] Whether the backup positioning system loses the communication with the vehicle-mounted CC for more than a set time is judged, if yes, the vehicle-mounted CC fails, otherwise, the vehicle-mounted CC does not fail.

[0019] As a preferred technical solution, the trackside resource manager only accepts a control command of the vehicle-mounted CC or a control command of the backup positioning system.

[0020] As a preferred technical solution, after the train is degraded to the backup positioning system, the backup positioning system communicates with a neighboring vehicle-mounted CC.

[0021] As a preferred technical solution, the backup positioning system judges possible occupation positions of the train on a track specifically as follows:

[0022] The backup positioning system determines the train length as 2*MAX(S1,S2)+S after reading a certain beacon, 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 requests and releases trackside resources specifically as follows:

[0024] After the ATS sends the train operation task, the backup positioning system requests all resources within the task range from the trackside resource manager. After the train passes the relevant resources, it requests the trackside resource manager to release resources that are no longer in use.

[0025] As a preferred technical solution, this method can maintain the interval protection of vehicle-to-vehicle communication, allow direct communication between adjacent trains, send the train position to the train behind, and allow the train behind to autonomously calculate the destination.

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

[0027] As a preferred technical solution, the onboard CC (Carrier Control System) in a normally functioning TACS (Train Tracking System) tracks a train that has been downgraded to a backup positioning system train ahead. The specific process is as follows:

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

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

[0030] c) The backup positioning system releases resources that are no longer in use behind the train based on the determined train position;

[0031] d) The TACS train with the onboard CC working normally ahead requests location information from the backup positioning system train ahead;

[0032] e) TACS trains with normal onboard CC at the rear autonomously calculate the authorized destination.

[0033] According to a second aspect of the present invention, a system is provided for the active resource management method of the onboard backup positioning system for TACS, the system comprising an ATS, an onboard CC, a backup positioning system and a trackside resource manager, wherein 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 either the onboard CC or the backup positioning system.

[0034] As a preferred technical solution, the on-board CC is equipped with an interface with a backup positioning system for backup of train operation tasks.

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

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

[0037] If the onboard CC loses communication with the backup positioning system for more than a set time, the backup positioning system sends a request to the ATS. If the ATS also loses communication with the onboard CC for more than a set time, the onboard CC is deemed to have failed. At this time, the ATS authorizes the backup positioning system and notifies the trackside resource manager to complete the switch between the onboard CC and the backup positioning system.

[0038] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0039] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

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

[0041] 1) The architecture of this invention is simpler, eliminating the logic of the trackside train manager requesting and releasing resources from the trackside for degraded trains, thus reducing the scope of impact caused by trackside train manager failures;

[0042] 2) This invention unifies the principle of onboard equipment autonomously requesting and releasing resources from the trackside resource manager, resulting in higher security and more convenient operation;

[0043] 3) This invention enables direct communication between the onboard CC normal train and the train downgraded to the backup positioning system under the TACS system, thereby achieving active train spacing protection. Attached Figure Description

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

[0045] Figure 2 This is a schematic diagram of the trackside resource application and release process of the TACS in this invention;

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

[0047] Figure 4This is a schematic diagram illustrating the determination of the backup train length according to the present invention.

[0048] Figure 5 This is a schematic diagram of the trackside resource application of the present invention;

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

[0050] Figure 7 This is a schematic diagram illustrating the tracking between the normal TACS and the backup positioning system train according to the present invention. Detailed Implementation

[0051] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0052] like Figure 2 As shown, this invention adds an interface between the backup positioning system and the onboard CC system for backup of train operation tasks. Under normal circumstances, the central ATS sends the train operation task to the onboard primary CC. After the onboard CC receives the operation task and executes it successfully, it sends the operation task to the backup positioning system so that the backup positioning system can inherit the original task in the event of failure of the onboard primary CC.

[0053] The handover between the primary onboard CC and the backup positioning system is arbitrated by a third-party device, ATS. If the primary onboard CC and the backup positioning system lose communication for a certain period of time, the backup positioning system will send a request to the ATS. If the ATS also loses communication with the primary onboard CC for a certain period of time, it will determine that the primary onboard CC has failed. At this time, it can authorize the backup positioning system and notify the trackside resource manager to complete the handover between the primary onboard 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: If the backup positioning system loses communication with the vehicle's onboard CC for more than a specified period of time, the backup positioning system determines that the onboard CC has failed.

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

[0057] Step 3: The ATS determines the communication status with the vehicle-mounted CC. If communication is normal, the primary CC is deemed to be working properly, and control of the backup positioning system is not authorized. If the ATS also loses communication with the vehicle-mounted CC, the vehicle-mounted CC is deemed to be malfunctioning, and its authorization is revoked. Authorization is unique and can only be granted to one party at a time. After the vehicle-mounted CC is initialized, it also needs to obtain authorization from the ATS to perform normal control.

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

[0059] Step 5: The ATS sends communication (authorization information) to the trackside resource manager. At this point, the train is downgraded to a backup positioning system, and the trackside resource manager only accepts a single control command, namely, control commands from the onboard CC or the backup positioning system. This completes the switchover of control between the onboard CC and the backup positioning system.

[0060] After the switch between the primary vehicle-mounted CC and the backup positioning system is completed, the backup positioning system takes over the application and release of trackside resources. The ATS issues operation tasks from the CC under normal circumstances to the backup positioning system under degraded circumstances.

[0061] The trackside resource manager of this invention subsequently accepts resource requests and release commands from the backup positioning system.

[0062] The communication between the vehicle and adjacent trains in this invention is changed from the original communication between the vehicle-mounted CC and the adjacent vehicle-mounted CC to the communication between the adjacent vehicle-mounted CC and the train backup positioning system, thereby realizing the separation protection between trains and maintaining the direct communication mode between trains in the TACS system unchanged.

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

[0064] like Figure 5 and 6As shown, the application and release of trackside resources in this invention is 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 that the beacon antenna failure 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 range. After the rear of the train passes the relevant resources, it applies to the trackside resource manager to release the resources that are no longer in use.

[0065] Using the above methods, the interval protection principle of vehicle-to-vehicle communication remains unchanged, allowing direct communication between adjacent trains. The preceding train sends its position to the following train, which then autonomously calculates its destination. Mixed operation can be achieved, including tracking between trains using the normal TACS and those using the backup positioning system, as well as tracking between trains using the backup positioning system.

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

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

[0068] a) The 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 proceeds according to the signal display;

[0070] c) The backup positioning system releases resources that are no longer in use behind the train based on the determined train position;

[0071] d) Trains with normal TACS following ahead request location information from trains with backup positioning systems ahead;

[0072] e) The TACS train behind autonomously calculates the authorized destination for movement.

[0073] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0074] like Figure 2 As shown, an onboard backup positioning system active resource management system for TACS is provided. 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 either the onboard CC or the backup positioning system.

[0075] The onboard control center (CC) is equipped with an interface with a backup positioning system for backup of train operation tasks. The handover between the onboard CC and the backup positioning system is arbitrated by the ATS (Automatic Train Protection System). The arbitration process is as follows: if the onboard CC loses communication with the backup positioning system for more than a set time, the backup positioning system sends a request to the ATS. If the ATS also loses communication with the onboard CC for more than a set time, the onboard CC is deemed to have failed. In this case, authorization is granted to the backup positioning system, and a notification is sent to the trackside resource manager, completing the handover between the onboard CC and the backup positioning system.

[0076] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0077] This 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 loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0078] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0079] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs 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 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 methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0080] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0081] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0082] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0083] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for active resource management in a vehicle-mounted backup positioning system for TACS, characterized in that, The method includes: under normal circumstances, the ATS sends the train's operation task to the onboard CC, and after receiving and successfully executing the operation task, the onboard CC sends the operation task to the backup positioning system; In the event of a 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 then actively requests and releases trackside resources. This method can maintain the interval protection of vehicle-to-vehicle communication, and allow direct communication between two adjacent trains. The preceding train sends its position to the following train, and the following train calculates its destination autonomously. The method enables hybrid operation, including tracking between TACS trains with normal onboard CC operation and backup positioning system trains, and tracking between backup positioning system trains. The TACS train tracking the train ahead, which is downgraded to a backup positioning system train and is operating normally via the onboard CC, follows the specific process as follows: a) The ATS sends the operation task between signal S1 and signal S2 to the backup positioning system train; b) After signal S1 gives the permission signal, the driver proceeds according to the signal display; c) The backup positioning system releases resources that are no longer in use behind the train based on the determined train position; d) The TACS train with the rear onboard CC working normally requests location information from the backup positioning system train ahead; e) TACS trains with normal onboard CC at the rear autonomously calculate the authorized destination.

2. The active resource management method for a vehicle-mounted backup positioning system for TACS according to claim 1, characterized in that, The method specifically includes the following steps: Step S1: The backup positioning system determines whether the vehicle-mounted CC is malfunctioning. If yes, proceed to step S2; otherwise, continue to step S1. Step S2: The backup positioning system actively queries the ATS to confirm the correctness of the judgment; Step S3: The ATS determines the communication status with the vehicle CC. If the communication is normal, the vehicle CC is determined to be working normally, and the process returns to step S1. If the ATS also loses communication with the vehicle CC, the vehicle CC is determined to be faulty, and step S4 is executed. In step S4, the ATS sends authorization to the backup positioning system; In step S5, the ATS sends a message to the trackside resource manager, notifying the trackside resource manager that the train is now downgraded to a backup positioning system, and the trackside resource manager accepts the 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 has failed as follows: Determine whether the backup positioning system has lost communication with the vehicle's CC for more than a 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 onboard control (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 location of the train on the track as follows: The backup positioning system determines the train length as 2*MAX(S1,S2)+S after reading a certain beacon, 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 requests and releases trackside resources in the following ways: After the ATS sends the train operation task, the backup positioning system requests all resources within the task range from the trackside resource manager. After the train passes the relevant resources, it requests the trackside resource manager to release resources that are no longer in use.

8. A system for the active resource management method of the on-board backup positioning system for TACS as described 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 either the onboard CC or the backup positioning system.

9. The system according to claim 8, characterized in that, The onboard CC is equipped with an interface with a backup positioning system for backup of train operation tasks.

10. The system according to claim 8, characterized in that, The switching between the vehicle-mounted CC and the backup positioning system is arbitrated through ATS.

11. The system according to claim 10, characterized in that, The arbitration process is as follows: If the onboard CC loses communication with the backup positioning system for more than a set time, the backup positioning system sends a request to the ATS. If the ATS also loses communication with the onboard CC for more than a set time, the onboard CC is deemed to have failed. At this time, the ATS authorizes the backup positioning system and notifies the trackside resource manager to complete the switch between the onboard CC and the backup positioning system.

12. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 7.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 7.

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