CBTC (Communication Based Train Control) vehicle-mounted backup system and switching method, equipment and medium thereof

Abstract

The invention relates to a CBTC (Communication Based Train Control) vehicle-mounted backup system and a switching method, equipment and medium thereof, the backup system is respectively connected with vehicle-mounted controllers VOBCs at two ends of a train and comprises a vehicle-mounted safety enhancement subsystem OBS, a beacon antenna and a speedometer, and the vehicle-mounted safety enhancement subsystem OBS is respectively connected with the vehicle-mounted controllers VOBCs at two ends of the train, the beacon antenna and the speedometer; when the vehicle-mounted controller VOBC at one end breaks down or breaks down seriously, the vehicle-mounted safety enhancement subsystem OBS takes over the VOBC at the fault end, and supports an opposite end to automatically drive and control a vehicle through CBTC dual redundancy; when the VOBCs at the two ends break down or break down seriously, the OBS participates in controlling the train and assists a driver in manually driving and controlling the train. Compared with the prior art, the method has the advantages that the robustness and safety of the system are enhanced, the compatibility is good, the installation is simple and convenient, and the cost is low.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and more particularly to a CBTC on-vehicle backup system, a switching method, a device and a medium thereof. Background Art

[0002] In a communication-based train control system (CBTC), as a SIL4-level safety device, the vehicle on-board controller (VOBC) realizes real-time and accurate control of train operation through a dual-channel redundant architecture. In the current system, the VOBC communicates with the wayside controller (ZC) through a safety protocol to send real-time positioning and obtain a movement authority (MA), and combines on-vehicle sensors (such as beacon antennas and odometers) to achieve accurate positioning and speed-distance protection curve calculation. However, there are some technical problems to be solved urgently in the current architecture:

[0003] Redundancy performance degradation after a single-end failure: Once a single-end VOBC fails, the other end VOBC will lose a reference speed and positioning information, which will lead to a decrease in on-vehicle system positioning redundancy. At this time, some faults of the single-end VOBC (such as single-end out-of-position, odometer failure, beacon antenna failure) are likely to trigger an EB. This affects the robustness of the single-vehicle on-vehicle system. At the same time, the positioning fusion of ATO lacks information sources, affecting the accuracy of automatic driving and the positioning synchronization when correctly docking at the platform, and further affecting the running efficiency of a single train.

[0004] Insufficient emergency response to double-end failures: When both ends of the VOBC have serious failures (such as ATP module failure) or fail, the train will trigger an emergency brake (EB). At this time, the driver needs to intervene manually, cut off the on-vehicle computer and drive manually at low speed with visual operation. At the same time, this vehicle will become a non-communicating vehicle, and the ZC and ATS cannot obtain its accurate positioning, and can only rely on axle counters and track circuits to judge the approximate position of the train. For safety considerations, the protected interval will be expanded and the train running interval will be increased, which will greatly reduce the line operation efficiency, especially during peak periods.

[0005] After retrieval, Chinese Patent Publication No. CN119705565A discloses an active resource management method and system for an on-vehicle backup positioning system for TACS, specifically discloses that under normal circumstances, the ATS sends the train operation task to the on-vehicle CC, and after receiving and successfully executing the operation task, the on-vehicle CC sends the operation task to the backup positioning system; in the case of on-vehicle CC failure, the ATS completes the switching between the on-vehicle CC and the backup positioning system, and sends the authorization to the backup positioning system, and the backup positioning system performs active application and release of wayside resources. However, this existing patent is not applicable to the CBTC system, and at the same time, it cannot improve the operation efficiency on the basis of ensuring safety.

[0006] Therefore, how to provide a backup system for the CBTC system to improve the operation efficiency on the basis of ensuring safety. Summary of the Invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned existing technologies and provide a CBTC vehicle-mounted backup system, its switching method, device and medium.

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

[0009] According to the first aspect of the present invention, a CBTC vehicle-mounted backup system is provided. This backup system is respectively connected to the vehicle-mounted controllers VOBC at both ends of the train, and includes an on-vehicle safety enhancement subsystem OBS, a beacon antenna and an odometer. The on-vehicle safety enhancement subsystem OBS is respectively connected to the vehicle-mounted controllers VOBC, the beacon antenna and the odometer at both ends of the train;

[0010] When one of the vehicle-mounted controllers VOBC fails or has a serious fault, the on-vehicle safety enhancement subsystem OBS takes over the VOBC at the faulty end and supports the opposite end to control the train in CBTC dual-redundant automatic driving;

[0011] When both ends of the VOBC fail or have serious faults, the on-vehicle safety enhancement subsystem OBS participates in controlling the train and assists the driver in manually controlling the train.

[0012] As a preferred technical solution, the on-vehicle safety enhancement subsystem OBS is provided with two network ports and one MVB interface. Among them, the two network ports are respectively connected to the switch networks at both ends of the train, and one MVB interface is connected to the vehicle MVB bus.

[0013] As a preferred technical solution, the on-vehicle safety enhancement subsystem OBS is respectively connected to the odometer and the beacon antenna through hard wires.

[0014] As a preferred technical solution, after the on-vehicle safety enhancement subsystem OBS takes over the VOBC at the faulty end, the on-vehicle safety enhancement subsystem OBS is respectively connected to the local DMI, the local VIOM and the opposite-end VOBC.

[0015] As a preferred technical solution, when both ends of the VOBC fail or have serious faults, the driver selects the backup mode through the key, and the on-vehicle safety enhancement subsystem OBS communicates with the DMI and VIOM at the head of the vehicle where the driver is located, and communicates with the ZC and ATS respectively.

[0016] According to the second aspect of the present invention, a switching method for the CBTC vehicle-mounted backup system is provided, including:

[0017] When both ends of the VOBC are working properly, the on-vehicle safety enhancement subsystem OBS monitors the communication information on the VOBC;

[0018] When one end of the VOBC crashes or has a serious fault, the on-vehicle safety enhancement subsystem OBS switches the VOBC network communication mode of that end and takes over the VOBC of that end;

[0019] When both ends of the VOBC crash or have a serious fault, the train triggers an emergency brake EB, and the driver inserts the key to switch the mode to manually take over the vehicle control.

[0020] As a preferred technical solution, when both ends of the VOBC are working properly, the on-vehicle safety enhancement subsystem OBS is in a silent running state and only receives data.

[0021] As a preferred technical solution, the on-vehicle safety enhancement subsystem OBS switches the VOBC network communication mode of that end, and the specific process is as follows:

[0022] Step S1, when one end of the VOBC crashes or has a serious fault, the opposite end VOBC judges the health status of that end;

[0023] Step S2, the on-vehicle safety enhancement subsystem OBS obtains the VOBC status information of the crashed or seriously faulty end by monitoring whether various network communications are interrupted;

[0024] Step S3, the on-vehicle safety enhancement subsystem OBS loads the same communication data as the VOBC of the crashed or seriously faulty end;

[0025] Step S4, after the on-vehicle safety enhancement subsystem OBS finishes loading, it disguises itself as the VOBC in the slave end state and communicates with the master end VOBC to support the master end VOBC in controlling the vehicle;

[0026] Step S5, the on-vehicle safety enhancement subsystem OBS takes over the VOBC of the crashed or seriously faulty end and communicates with the VIOM and DMI of that end.

[0027] As a preferred technical solution, the specific process of the on-vehicle safety enhancement subsystem OBS monitoring network communication in step S2 is as follows:

[0028] Step S201, when the VOBC is running normally, the switch synchronously mirrors the UDP data packets exchanged between the VIOM and the VOBC to the OBS, and the OBS uses the corresponding communication parsing configuration file to parse the corresponding security protocol and application layer messages, and real-time parses the vehicle operation status data and the VOBC vehicle control command;

[0029] Step S202: The OBS monitors the health status of the VOBC through the MVB bus or by listening to the packet transceiver status and adding a heartbeat detection mechanism. When the OBS detects that the VOBC has crashed, it will cut off the power supply of this VOBC and load the communication configuration parameters of this VOBC at the same time.

[0030] Step S203: After the OBS finishes loading, it binds the IP address of its own network interface to the IP address of the crashed VOBC, disguises itself as the crashed VOBC, re - establishes secure communication with the VIOM, and sends compatible application - layer messages.

[0031] As a preferred technical solution, the communication data in step S3 includes the secure communication parameters of RSSP1 or SACEM, and the non - secure communication parameters of IP and Port.

[0032] According to the third aspect of the present invention, there is provided an electronic device, including a memory and a processor. A computer program is stored on the memory, and when the processor executes the program, the method described above is implemented.

[0033] According to the fourth aspect of the present invention, there is provided a computer - readable storage medium, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0034] Compared with the prior art, the present invention has the following advantages:

[0035] 1) The present invention enhances the robustness and security of the system: when one VOBC crashes, the OBS can take over the communication between the faulty - end VOBC and the other end VOBC; this will enable the master - end VOBC to still have two reference speeds and positions, making the on - vehicle computer more accurate and the automatic driving control more precise. At the same time, it can also prevent the EB from being triggered when the master - end VOBC loses its position in this situation, which will greatly improve the safety and operation efficiency of a single train.

[0036] 2) The present invention improves the availability of the system: when both VOBCs crash or have serious failures, the original system can only cut off the ATC and let the driver take full control of the low - speed visual driving (below 25 km / h). After switching to the backup mode, the OBS can obtain the MA from the ZC communication and provide overspeed protection for the vehicle. The driver can manually drive the train according to the DMI prompt, that is, while increasing the vehicle speed (speed limit about 80 km / h), it reduces the driver's burden. In addition, the OBS can send positioning information to the ZC to prevent the faulty train from becoming a "non - communicating vehicle" and ensure that the vehicle running interval is not affected too much, greatly improving the line operation efficiency and the passenger riding experience.

[0037] 3) The present invention has the advantages of good compatibility, simple installation and low cost: there is no need to modify the original vehicle-mounted network system and equipment. Only by adding a network connection to the original train switch, the OBS can be accessed and compatible with the old system. In terms of the OBS software, there are only basic ATP functions such as ATS / ZC / VOBC communication, beacon antenna reading, odometer reading, speed measurement and positioning, super energy protection, DMI communication, etc., and the development cost is low; in terms of hardware, it only includes an ATP board, an odometer, and a beacon antenna, while the DMI, VIOM, and wireless communication modules share the original system, and the hardware cost is low. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is the network connection diagram of the vehicle-mounted system (including OBS) of the present invention;

[0039] Figure 2 is the network structure diagram of the OBS listening to the dual-end VOBC of the present invention;

[0040] Figure 3 is the network structure diagram of the OBS taking over the single-end faulty VOBC of the present invention;

[0041] Figure 4 is the flow chart of the OBS taking over the single-end faulty VOBC of the present invention;

[0042] Figure 5 is the network structure diagram of the OBS controlling the vehicle in the backup mode of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0043] Next, the technical solutions in the embodiments of the present invention will be clearly and completely described in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative work shall fall within the protection scope of the present invention.

[0044] The present invention upgrades the dual redundancy of the vehicle-mounted control system to triple redundancy in a low-cost and highly compatible manner by introducing a third safety data channel, significantly improving the safety and reliability of train operation.

[0045] First, refer to Figure 1 , and introduce the network communication method of the present invention.

[0046] The backup system of the present invention includes an OBS cabinet, a beacon antenna, and an odometer. Among them, the OBS is connected to the odometer and the beacon antenna by hard wires, and has two network ports and one MVB interface. The software and hardware running in the OBS cabinet can support basic ATP functions such as ATS / ZC / VOBC communication, beacon antenna reading, odometer reading, speed measurement and positioning, super energy protection, DMI communication, etc.

[0047] In the original architecture, a set of on-vehicle controllers is equipped at both ends of each train. The VOBC (on-vehicle computer) at each end will communicate with the VIOM (on-vehicle system input / output unit) and DMI (on-vehicle display) at its own end through the local switch, and also communicate with the VOBC at the opposite end. The backup system of the above solution will be connected to the switch networks at both ends of the train through network cables. Optionally, the system can be connected to the vehicle bus through the MVB interface.

[0048] When the VOBCs at both ends are working properly: OBS monitors all communications on the diagram, including VIOM_TC1 and VOBC_TC1, VIOM_TC2 and VOBC_TC2, DMI_TC1 and VOBC_TC1, DMI_TC2 and VOBC_TC2, VOBC_TC1 and VOBC_TC2. The network architecture of OBS accessing the internal network is as Figure 2 shown. At this time, OBS is in a silent running state, only receiving data and not sending data, and will not affect the operation of the original system.

[0049] When a VOBC at one end fails: The network communication method will switch. Taking the failure of VOBC_TC1 as an example, OBS will take over the communications between VOBC_TC1 of TC1 and VIOM_TC1, DMI_TC1, VOBC_TC2, as Figure 3 shown.

[0050] The switching process is described in combination with Figure 4 as follows:

[0051] Step S1, when VOBC_TC1 fails, VOBC_TC2 will judge the health status of the opposite end. If VOBC_TC2 is the slave end, VOBC_TC2 will be promoted to the master end to be responsible for controlling the train. If VOBC_TC2 is the master end, VOBC_TC2 will remain the master end to be responsible for controlling the train.

[0052] Step S2, OBS will obtain the status of VOBC_TC1 failure by monitoring whether the MVB bus or various network communications are interrupted.

[0053] Step S3, OBS will load the same communication data as VOBC_TC1. The communication data includes security communication parameters of RSSP1 or SACEM, and non-security communication parameters such as IP and Port.

[0054] After OBS finishes loading, it will disguise itself as VOBC_TC1 in the slave end state and communicate with the master end VOBC_TC2. Synchronize the speed and positioning information with each other to support the master end VOBC_TC2 to control the train in multiple driving modes.

[0055] Step S5: OBS takes over from VOBC_TC1 and communicates with VIOM_TC1 and DMI_TC1. It participates in vehicle position acquisition and EB control, and interacts with the driver through the human-machine interface to display information such as the vehicle operation mode, speed, and faults.

[0056] When both ends of the VOBC crash or have serious faults: The train will trigger EB. At this time, the driver can insert the key to switch the mode to manually take over vehicle control. Taking the driver using the key to switch to the backup mode at the TC1 end as an example, the network communication method is switched as Figure 5 shown. At this time, OBS participates in vehicle control, and the faulty VOBCs at both ends are temporarily removed. OBS will load the communication configuration of VOB_TC1 to establish secure / non-secure communication with the internal network VIOM and DMI, and the external network ZC and ATS. In the current mode, the driver can manually control the vehicle. OBS sends positioning information to ZC and ATS and receives MA (Movement Authority) messages. OBS displays the movement authority distance and speed prompt on the DMI, and at the same time provides overspeed protection for the driver's manual driving.

[0057] The OBS network communication monitoring logic in step S2 above is implemented in the following way. Taking the example of OBS monitoring the communication between VIOM_TC1 and VOBC_TC1 in the on-vehicle system internal network of TC1. The IP of VOBC is 192.100.200.1. The IP of VIOM is 192.100.200.11. The IP of OBS is 192.100.200.201. The following process functions can be achieved by modifying the switch configuration (modifying the NAT configuration, modifying the ACL rules, adding mirror ports), or by modifying the on-vehicle module code that executes the switch function:

[0058] Step T1: When VOBC is running normally, the switch will synchronously mirror the UDP data packets exchanged between VIOM (192.100.200.11) and VOBC (192.100.200.1) to OBS. OBS uses the corresponding communication parsing configuration file to parse the corresponding security protocols and application layer messages, and real-time parses the vehicle operation status data and VOBC vehicle control commands.

[0059] Step T2: OBS monitors the health status of VOBC through the MVB bus, or by monitoring the packet sending and receiving situation plus a heartbeat detection mechanism. When OBS detects that VOBC has crashed, it will cut off the power supply of this VOBC, and at the same time load the VOBC communication configuration parameters, including RSSP-I security parameters, IP address, port number, etc.

[0060] Step T3: After the OBS loading is completed, bind the IP of its own network interface to 192.100.200.1 to disguise as a crashed VOBC, re - establish secure communication with the VIOM (192.100.200.11), and send compatible application - layer messages.

[0061] Similarly, the OBS also listens to the communication between VIOM_TC2 and VOBC_TC2, DMI_TC1 and VOBC_TC1, DMI_TC2 and VOBC_TC2, VOBC_TC1 and VOBC_TC2.

[0062] It should be understood that the present invention describes a new device that is compatible with the communication architecture of the original on - vehicle system. Those skilled in the art can modify the triggering method and operation strategy according to project requirements. This device can modify the code according to the VOBC - VOBC interface, VOBC - DMI interface, and VOBC - VIOM interface of different projects, so as to adapt to its communication protocols (such as RSSP1, SACME, VSL) and application - layer messages. This device can also load the CFG file in the device storage unit to obtain the attributes of the train (vehicle length, slip parameters, antenna position, etc.), line electronic map data (switch position, beacon position, track - side data, etc.) and security / non - security communication configuration parameters (RSSP1 parameters, IP, gateway, etc.), so as to achieve compatibility with the original on - vehicle system.

[0063] The embodiment of the present invention also provides an electronic device including a central processing unit (CPU), which can execute various appropriate actions and processes according to the computer program instructions stored in the read - only memory (ROM) or the computer program instructions loaded from the storage unit into the 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 through a bus. The input / output (I / O) interface is also connected to the bus.

[0064] It should be understood that the functions described above in the present invention can be at least partially executed by one or more hardware logic components. For example, without limitation, the exemplary types of hardware logic components that can be used include: field - programmable gate arrays (FPGA), application - specific integrated circuits (ASIC), application - specific standard products (ASSP), system - on - a - chip (SOC), complex programmable logic devices (CPLD), etc. 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 the processor or controller of a general - purpose computer, a special - purpose computer, or other programmable data - processing devices, so that when the program codes are executed by the processor or controller, the functions / operations specified in the flowchart and / or block diagram are implemented.

[0065] As described above, it is only the specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present invention can easily think of various equivalent modifications or substitutions, and these modifications or substitutions should all be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. A CBTC on-vehicle backup system, which is respectively connected to the on-vehicle controllers VOBC at both ends of the train, is characterized in that, It includes an on-vehicle safety enhancement subsystem OBS, a beacon antenna, and an odometer. The on-vehicle safety enhancement subsystem OBS is respectively connected to the on-vehicle controllers VOBC at both ends of the train, the beacon antenna, and the odometer; When the on-vehicle controller VOBC at one end malfunctions or has a serious fault, the on-vehicle safety enhancement subsystem OBS takes over the VOBC at the faulty end and supports the other end to control the train in CBTC dual-redundant automatic driving mode; When the VOBCs at both ends malfunction or have serious faults, the on-vehicle safety enhancement subsystem OBS participates in controlling the train and assists the driver in manually controlling the train.

2. The CBTC on-vehicle backup system according to claim 1, wherein The on-vehicle safety enhancement subsystem OBS is provided with two network ports and one MVB interface. Among them, the two network ports are respectively connected to the switch networks at both ends of the train, and one MVB interface is connected to the vehicle MVB bus.

3. The CBTC on-vehicle backup system according to claim 1, characterized in that, The on-vehicle safety enhancement subsystem OBS is respectively connected to the odometer and the beacon antenna through hard wires.

4. The CBTC on-vehicle backup system according to claim 1, characterized in that, After the on-vehicle safety enhancement subsystem OBS takes over the VOBC at the faulty end, the on-vehicle safety enhancement subsystem OBS is respectively connected to the local DMI, the local VIOM, and the VOBC at the other end.

5. The CBTC on-vehicle backup system according to claim 1, characterized in that, When the VOBCs at both ends malfunction or have serious faults, the driver selects the backup mode through the key. The on-vehicle safety enhancement subsystem OBS communicates with the DMI and VIOM at the driver's end of the train head, and communicates with the ZC and ATS respectively.

6. A switching method for the CBTC on-vehicle fallback system described in claim 1, characterized in that, It includes: When the VOBCs at both ends are working normally, the on-vehicle safety enhancement subsystem OBS monitors the communication information on the VOBC; When the VOBC at one end malfunctions or has a serious fault, the on-vehicle safety enhancement subsystem OBS switches the network communication mode of the VOBC at that end and takes over the VOBC at that end; When the VOBCs at both ends malfunction or have serious faults, the train triggers an emergency brake EB, and the driver inserts the key to switch the mode to manually take over the vehicle control.

7. The switching method according to claim 6, wherein When the VOBCs at both ends are working normally, the on-vehicle safety enhancement subsystem OBS is in a silent running state and only receives data.

8. The switching method according to claim 6, wherein The on-vehicle safety enhancement subsystem OBS switches the network communication mode of the VOBC at that end, and the specific process is as follows: Step S1, when the VOBC at one end malfunctions or has a serious fault, the VOBC at the other end judges the health status of that end; Step S2, the on-vehicle safety enhancement subsystem OBS obtains the VOBC status information of the malfunctioning or seriously faulty end by monitoring whether various network communications are interrupted; Step S3, the on-vehicle safety enhancement subsystem OBS loads the same communication data as the VOBC at the malfunctioning or seriously faulty end; Step S4, after the on-vehicle safety enhancement subsystem OBS finishes loading, it pretends to be the VOBC in the slave state and communicates with the master VOBC to support the master VOBC to control the train; Step S5, the on-vehicle safety enhancement subsystem OBS takes over the VOBC at the malfunctioning or seriously faulty end and communicates with the VIOM and DMI at that end.

9. The switching method according to claim 8, characterized in that, The specific process of the on-vehicle safety enhancement subsystem OBS monitoring network communication in step S2 is as follows: Step S201, when the VOBC is running normally, the switch synchronously mirrors the UDP data packets exchanged between the VIOM and the VOBC to the OBS, and the OBS uses the corresponding communication parsing configuration file to parse the corresponding security protocol and application layer messages, and real-time parses the vehicle operation status data and the VOBC vehicle control commands; Step S202, the OBS monitors the health status of the VOBC through the MVB bus or by listening to the packet sending and receiving situation plus a heartbeat detection mechanism. When the OBS detects that the VOBC has crashed, it will cut off the power supply of this VOBC and at the same time load the communication configuration parameters of this VOBC; Step S203, after the OBS has finished loading, it binds the IP address of its own network interface to the IP address of the crashed VOBC, disguises itself as the crashed VOBC, re-establishes secure communication with the VIOM, and sends compatible application layer messages.

10. The switching method according to claim 6, wherein The communication data in Step S3 includes the security communication parameters of RSSP1 or SACEM, as well as the non-security communication parameters of IP and Port.

11. An electronic device, comprising a memory and a processor, wherein a computer program is stored on the memory, characterized in that, When the processor executes the program, it implements the method described in any one of claims 6 to 10.

12. 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 described in any one of claims 6 to 10.

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