Platform resource anti-deadlock control method and device for TACS system and medium

Abstract

The invention relates to a platform resource anti-deadlock control method and device for a TACS system and a medium, and the method comprises the steps: S1, after a WRC receives a time table of an ATS, calculating a train sequence under a corresponding platform according to the information of the time table; s2, the WRC calculates a priority train and a non-priority train of the platform according to the train sequence; s3, the preferential train and the non-preferential train respectively send respective visual fields and positions to the WRC; s4, the WRC reads system configuration data to determine an expanded platform protection area; s5, the WRC reduces the visual field of the non-priority train, and retreats the anti-collision authorization of the non-priority train to the boundary of the extended platform protection area; and S6, the WRC allocates the platform protection area to the priority train, and the ATO curve end point of the priority train is allowed to reach the platform boundary. Compared with the prior art, the method has the advantages of solving the problem of platform conflict and the problem that parking cannot be accurately carried out at a parking point and the like.

Description

TECHNICAL FIELD

[0001] The present application relates to rail transit signal systems, and in particular to a platform resource anti-lock control method, device and medium for a TACS system. BACKGROUND

[0002] In the context of a TACS signal system, trains freely apply for line resources in an autonomous manner. Unlike in a traditional CBTC signal system, line resources are pre-allocated and occupied by an interlocking subsystem. This introduces a resource allocation method based on anti-lock logic specific to the TACS system, which aims to coordinate the conflicts between the demands of various trains for public line resources when trains communicate autonomously. Deadlocks are prevented in the TACS system in the context of competition for various resources. Resources that can cause deadlocks include turnouts, side collision areas, platform movement authorizations, screen door opening authorizations, and anti-collision area authorizations. A deadlock of resources refers to a situation in which different trains each acquire a part of a line resource, thereby blocking each other and preventing the trains from continuing their tasks.

[0003] A simple anti-lock method can prevent trains from blocking each other, but it is not sufficient to allow trains to arrive at their destinations in the order specified in the operation plan. Considering that there are often adjustments to trains in operation, including inserting cars or returning to the depot, as well as possible early or late arrival of trains, and other operation scenarios such as train delays, the anti-lock strategy in the TACS system is the most efficient one, i.e., the train that arrives first near a resource has priority. In order for trains to arrive at their destinations in the order specified in the operation plan, an anti-lock resource allocation method based on timetable priority specific to the TACS system is introduced.

[0004] The above is the technical background of the resource allocation based on anti-lock logic and the anti-lock resource allocation based on timetable priority in the TACS signal system. In this context, trains enter stations according to timetables, two trains move towards each other, and the occupation of the area within the protection distance by a non-priority train according to the timetable will prevent the priority train from entering the station and stopping in place. For train entry and stopping, some platforms have a protection distance outside the platform boundary. This protection distance is not included in the ATO braking curve of the train, but it is still within the protection range of the ATP. If a non-priority train according to the timetable is present in this area, it will occupy part of the safety resource required by the priority train according to the timetable, thereby causing the non-priority train according to the timetable to have insufficient stopping distance margin and be unable to stop in place.

[0005] CN115743237A discloses a deadlock prevention resource allocation method, electronic equipment and storage medium, which is used in a train autonomous operation system based on vehicle-to-vehicle communication. The train autonomous operation system includes a vehicle-mounted controller CC, a trackside train controller WTC and a trackside resource controller WRC. The method informs the WRC of the track path required to complete the ATS task in advance through the CC or WTC. The WRC judges in advance which train has priority to occupy the track resource before the train actually needs the track resource. The existing patent is for deadlock prevention of track resources and does not involve platform resources. Therefore, how to solve the platform conflict problem and the problem of not stopping at the stopping point becomes a technical problem to be solved. SUMMARY

[0006] The purpose of the present application is to overcome the defects of the prior art and provide a platform resource deadlock prevention control method, equipment and medium for a TACS system, which solves the platform conflict problem and the problem of not stopping at the stopping point.

[0007] The purpose of the present application can be achieved by the following technical solutions: According to a first aspect of the present application, a platform resource deadlock prevention control method for a TACS system is provided, the TACS system including a vehicle-mounted train controller CC, a trackside train controller WTC, a trackside resource controller WRC and a dispatching subsystem ATS. The control method includes: Step S1, after the WRC receives the timetable of the ATS, the train sequence under the corresponding platform is calculated according to the timetable information; Step S2, the WRC calculates the priority train and non-priority train of the platform according to the train sequence; Step S3, the priority train and non-priority train respectively send their respective fields of view and positioning to the WRC; Step S4, the WRC reads the system configuration data to determine the extended platform protection area; Step S5, the WRC reduces the field of view of the non-priority train and retreats the anti-collision authorization of the non-priority train to the boundary of the extended platform protection area; Step S6, the WRC allocates the platform protection area to the priority train and allows the ATO curve endpoint of the priority train to reach the platform boundary.

[0008] As a preferred technical solution, in step S1, after the WRC receives the timetable, the information in the timetable is first analyzed, and then the train sequence under the corresponding platform is calculated in all the timetable information.

[0009] As a preferred technical solution, in the step S2, the WRC selects the first train appearing in the train sequence at each time as the priority train of the corresponding platform, and the rest of the trains under the corresponding platform as non-priority trains.

[0010] As a preferred technical solution, in the step S3, the priority train requests the WRC for a field of view range from the positioning position of the priority train to the platform, and the non-priority train requests the WRC for a field of view range from the positioning position of the non-priority train to the platform.

[0011] As a preferred technical solution, in the step S4, if the platform is configured with a platform protection distance, the platform protection distance is extended outward from the boundary of the original platform protection area to form a new platform protection area.

[0012] As a preferred technical solution, in the step S5, the WRC narrows the field of view of the non-priority train to the boundary of the extended platform protection area.

[0013] As a preferred technical solution, after the step S5, the ATP curve of the non-priority train is blocked from extending into the extended protection area.

[0014] As a preferred technical solution, the method further includes a resource request and release process of the priority train and a resource request and release process of the non-priority train.

[0015] As a preferred technical solution, the resource request and release process of the priority train specifically includes: The priority train sends a platform resource request to the WRC; The WRC authorizes the priority train to obtain an entry authorization and an anti-collision authorization within the range of the platform protection area; The priority train performs curve calculation of ATP and ATO by using the authorized resources; The priority train stops at the platform stopping point after parking, turns back, and releases the platform resources after turning back.

[0016] As a preferred technical solution, the resource request and release process of the non-priority train specifically includes: After the priority train releases the platform resources, the non-priority train sends a platform resource request to the WRC; The WRC authorizes the non-priority train to obtain an entry authorization and an anti-collision authorization within the range of the platform protection area; The non-priority train performs curve calculation of ATP and ATO by using the authorized resources; The non-priority train stops at the platform stopping point.

[0017] According to a second aspect of the present application, there is provided an electronic device comprising a memory having a computer program stored thereon and a processor which, when executing the program, implements the method.

[0018] According to a third aspect of the present application, there is provided a computer readable storage medium having a computer program stored thereon, the program, when executed by a processor, implementing the method.

[0019] Compared with the prior art, the present application has the following advantages: 1) The present application solves the platform conflict problem while still maximizing train efficiency through free competition between trains; 2) The present application can ensure that the stopping point stopping problem is solved when train object conflicts occur; 3) After solving the platform conflict problem, the present application still follows the operation plan, greatly reducing the impact on operation; 4) The present application can be parameterized defined through self-selection configuration, and has better flexibility; 5) The present application has high automation, and is a method for solving problems for signal system automation without manual intervention. BRIEF DESCRIPTION OF DRAWINGS

[0020] Figure 1 is a schematic diagram of a typical problem scenario in the embodiment of the present application; Figure 2 is a schematic diagram of a problem solving scenario in the embodiment of the present application; Figure 3 is a specific flowchart of the method of the present application. DETAILED DESCRIPTION

[0021] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor should fall within the scope of protection of the present application.

[0022] The present application is a platform resource anti-lock control method for a TACS system, the TACS system comprising a vehicle-mounted train controller CC, a trackside train controller WTC, a trackside resource controller WRC and a dispatching subsystem ATS, an operation timetable is formulated by the ATS, the timetable is issued to the WRC, and a task is issued to the train controller; the vehicle-mounted train controller CC and the WTC apply for and release line resources on behalf of the train; the WRC arbitrates the applications of all trains on the line and allocates line resources; The implementation process of the method of the present application is as follows: The WRC first parses the information in the schedule upon receiving it. Among all the schedule information, the train sequence under the platform is calculated. The WRC selects the first train appearing in each schedule train sequence as the schedule platform priority train, and the rest of the trains under the schedule platform as the non-priority trains of the platform.

[0023] Then, the WRC finds the schedule platform in the train's view. The WRC extends the platform protection area according to the configuration of the system data schedule platform. If the schedule platform is configured with a platform protection distance, the original platform protection area boundary is taken as the starting point to extend the protection distance outward to form a new platform protection area; if the schedule platform is not configured with a platform protection distance, the original platform protection area boundary is taken as the boundary of the extended protection area.

[0024] The WRC then reduces the view of the non-priority train of the schedule platform to the boundary of the extended platform protection area. The anti-collision authorization of the non-priority train of the schedule platform is withdrawn to the boundary of the extended platform protection area to block the ATP curve of the non-priority train of the schedule platform from extending into the extended protection area.

[0025] The platform protection area is allocated to the priority train of the schedule by the anti-lock arbitration logic, thereby allowing the end point of the ATO curve of the priority train of the schedule to reach the boundary of the platform. The non-priority train of the schedule cannot enter the extended protection area of the schedule platform due to ATP blocking. The priority train of the schedule is allocated with the extended protection area, and both ATP and ATO allow the train to stop at the boundary of the platform after braking, thereby achieving the purpose of stopping the priority train of the schedule at the conflict platform.

[0026] In order to specifically introduce the details of the method, some concepts created and used in the embodiment are explained and defined as follows: The schedule platform is configured with ScheduleInPriority The platform protection distance is configured with NotAllowedApproachingDistance, which is abbreviated as D A .

[0027] The schedule is TimeSchedule The schedule platform is ScheduledPlatform, which is abbreviated as P S .

[0028] The platform protection area is PlatformExchangeZone, which is abbreviated as Z P .

[0029] The platform extension area is ExtendedPez, which is abbreviated as Z EP.

[0030] Priority Train, in short T p .

[0031] Non Priority Train, in short T n .

[0032] Platform Movement Permissivity, in short A M .

[0033] PSD Opening Permissivity, in short A O .

[0034] Non Collision Z, in short Z NC .

[0035] ADL Horizon, in short H adl .

[0036] Reduced Horizon, in short H r .

[0037] P S ={platform| platform.ScheduleInPriority = True} Z P ={zone|zone.StartAbs = P S .StartAbs, zone.EndAbs = P S .EndAbs} Z EP ={zone|zone.StartAbs = Z P - D A , zone.EndAbs = Z P + D A} T p ={(platform,train)| train TimeSchedule, rank(train) = 1,platform TimeSchedule, platform PS} T n ={(platform,train)| train TimeSchedule, rank(train) > 1,platform TimeSchedule, platform P S} A M ={autho|autho.type = MovementPermissivity, autho.platform P S ,autho.train T n}=False A O =autho|autho.type = PSDOpeningPermissivity, autho.platform P S ,autho.train T n}=False H r ={maximum(zone)| zone H adl , zone Z EP = Ø} Z NC ={maximum(zone)| zone H adl , zone H r} In the above formulas, platform represents a station defined in the system data, train represents a train, zone represents an area, autho represents an authorization, rank represents a rank, maximum represents a maximum, StartAbs represents a start coordinate, and EndAbs represents an end coordinate.

[0038] A typical problem scenario and a case of solving the problem by using the method of the present application are given below.

[0039] Typical problem scenario: This scenario contains two trains, train A and train B, both plan to arrive at the platform (as shown in Figure 1 ). According to the order of operation plan, train A arrives at the platform before train B. Actually, due to train B is closer to the platform (or also due to train B has a faster speed than train A), in the vehicle-vehicle communication system, train B applies for the platform resource to the wayside resource controller WRC before train A. Although train B will not obtain the platform movement authority, naturally, the platform extended protection area resource will be allocated to the train B which applies first, since the wayside resource controller WRC has not received the application for the platform protection area from train A. Finally, train B arrives at the platform protection area before train A (but not across the platform area). Train A can obtain the authorization to arrive at the platform 1, but due to the lack of complete protection area behind the platform, the curve end of ATP is more forward than the required part, which also leads to the final end of the ATO parking curve that can be reached is more forward than the required parking point, so train A can arrive at the station, but cannot accurately park at the parking point and cause under-parking.

[0040] The scenario solved by the method of the present application: This scenario contains two trains, train A and train B, both plan to arrive at the platform (as shown in Figure 2 ). According to the order of operation plan, train A arrives at the platform before train B. Actually, due to train B is closer to the platform (or also due to train B has a faster speed than train A), in the vehicle-vehicle communication system, train B applies for the platform resource to the wayside resource controller WRC before train A, the application range includes the platform protection area. The wayside resource controller WRC detects that the view of train B contains the timetable platform and the platform is configured with a protection area in the data, the wayside resource controller WRC will not authorize train B to obtain the platform movement authority, nor will it authorize train B to obtain the protection area movement authority. The wayside resource controller WRC will further reduce the view of train B, and the anti-collision authorization area of train B will be rolled back to outside the protection area of the timetable platform. Whether or not to receive the application for the platform protection area from train A, the platform extended protection area resource will not be allocated to the train B which applies first until train A which is in the timetable priority position uses the related resource. Thus, train A can arrive at the platform and use the platform protection area, train A can fully utilize the area for ATP and ATO curve calculation and achieve accurate parking at the platform parking point.

[0041] As shown in Figure 3 , the present application is further described in combination with Figure 2 . Step S101, the ATS issues a task to train A and train B. Train B starts to execute the task before train A; Step S102, ATS sends a timetable to the wayside resource controller WRC, and the timetable information indicates that the train sequence {train A, train B} arrives at the Platform 1 station; Step S103, the wayside resource controller WRC parses the timetable information; Step S104, the wayside resource controller WRC calculates the train sequence at the timetable-related station as train A priority to arrive at the station, and train B as the non-priority train at the station; Step S105, the train-mounted controller of train A and the train-mounted controller of train B respectively send their respective fields of view and respective positions to the wayside resource controller WRC; The train-mounted controller of train B sends a request field of view range to the wayside resource controller WRC, which is the area from the position of train B to the station; The train-mounted controller of train A sends a request field of view range to the wayside resource controller WRC, which is the area from the position of train A to the station; Step S106, the wayside resource controller WRC reads the system configuration data and checks whether there is a protection area at the timetable-related station; Step S107, the wayside resource controller WRC extends the station protection area according to the configuration; Step S108, the train-mounted controller of train B sends a station-related resource request to the wayside resource controller WRC; Step S109, the wayside resource controller WRC checks whether the non-priority train B resource intersects with the extended protection area; Step S110, the wayside resource controller WRC reduces the non-priority train B anti-lock field of view to outside the station protection area; Step S111, the wayside resource controller WRC returns the anti-collision authorization of the non-priority train B within the station protection area to the non-priority train B; Step S112, the train-mounted controller of train A sends a station-related resource request to the wayside resource controller WRC; Step S113, the wayside resource controller WRC authorizes the priority train A to obtain the station entry authorization and the anti-collision authorization within the station protection area; Step S114, the train-mounted controller of train A performs curve calculation for ATP and ATO by using the authorized resources; Step S115, train A stops at the station stopping point and then reverses; Step S116, the train-mounted controller of train A releases the station-related resources after reversing; Step S117, the train-mounted controller of train B sends a station-related resource request to the wayside resource controller WRC; Step S118, the wayside resource controller WRC grants the train B an entry authorization and an anti-collision authorization within the platform protection area range; Step S119, the on-board controller of the train B performs curve calculation for ATP and ATO by using the authorized resources; Step S120, the train B stops at the platform stopping point.

[0042] The above is the introduction of the method embodiment, and the following further describes the scheme of the present application through the electronic device and storage medium embodiments.

[0043] The electronic device provided by the embodiment of the present application comprises a central processing unit (CPU) which can execute 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). Various programs and data required for device operation can also be stored in the RAM. The CPU, the ROM and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0044] A plurality of components in the device are connected to the I / O interface, including: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, a loudspeaker, etc.; a storage unit such as a magnetic disk, an optical disk, etc.; and a communication unit such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0045] The processing unit executes various methods and processes described above, such as the method of the present application. For example, in some embodiments, the method of the present application can be implemented as a computer software program which is tangibly embodied in a machine-readable medium, such as the storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via the ROM and / or the communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of the method of the present application described above can be executed. Alternatively, in other embodiments, the CPU can be configured to execute the method of the present application by any other appropriate means (for example, by means of firmware).

[0046] The functions described above in the specification can be implemented at least partially by one or more hardware logic components. For example, and without limitation, non-limiting examples of hardware logic components that can be used include field-programmable gate arrays (FPGAs), application-specific integrated circuits (ASICs), application-specific standard products (ASSPs), system-on-a-chip (SOCs), complex programmable logic devices (CPLDs), etc.

[0047] Program code for carrying out methods of the present application 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 apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / operations specified in the flowchart diagrams and / or block diagrams. The program code can be executed entirely on a machine, partially on a machine, partially on a machine as a stand-alone software package, or entirely on a remote machine or server.

[0048] In the context of the present application, a machine-readable medium can be a tangible medium that can contain or store program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable storage medium can include, without limitation, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of electrical connections, portable computer disks, hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or Flash memory), optical fibers, portable compact disc read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination of the foregoing.

[0049] The above description is only specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any person skilled in the art can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present application, and these modifications or replacements should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A platform resource deadlock prevention control method for a TACS system, wherein the TACS system includes an onboard train controller (CC), a trackside train controller (WTC), a trackside resource controller (WRC), and a dispatching subsystem (ATS), characterized in that, The control method includes: Step S1: After receiving the timetable from the ATS, the WRC calculates the train sequence under the corresponding platform based on the timetable information. Step S2: The WRC calculates the priority trains and non-priority trains at the platform based on the train sequence. Step S3: The priority train and the non-priority train respectively send their respective field of view and location to the WRC; Step S4: The WRC reads system configuration data to determine the expanded station protection area; Step S5, the WRC reduces the field of vision of non-priority trains and reverses the collision avoidance authorization of non-priority trains to the boundary of the expanded platform protection area. In step S6, the WRC allocates the platform protection area to priority trains, allowing the priority trains to reach the platform boundary at the end of their ATO curve.

2. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, In step S1, after receiving the timetable, WRC first parses the information in the timetable and then calculates the train sequence under the corresponding platform from all the timetable information.

3. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, In step S2, WRC selects the first train to appear in each timetable train sequence as the priority train for the corresponding platform, and the remaining trains at the corresponding platform as non-priority trains.

4. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, In step S3, the priority train requests a field of view from the WRC, which is the area from the priority train's location to the platform; the non-priority train requests a field of view from the WRC, which is the area from the non-priority train's location to the platform.

5. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, In step S4, if the platform is configured with a platform protection distance, the protection distance is extended outward from the boundary of the original platform protection zone to form a new platform protection area.

6. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, In step S5, WRC reduces the line of sight of non-priority trains to the boundary of the extended platform protection area.

7. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, After step S5, the ATP curve that blocks non-priority trains extends into the expanded protection area.

8. The method for preventing deadlock of station resources in a TACS system according to claim 1, characterized in that, The method also includes resource request and release procedures for priority trains, as well as resource request and release procedures for non-priority trains.

9. The method for preventing deadlock of station resources in a TACS system according to claim 8, characterized in that, The resource request and release process for the priority train is as follows: Priority trains send platform resource requests to the WRC; WRC-authorized priority trains receive authorization to enter the station and to avoid collisions within the platform protection area; Priority trains utilize authorized resources to perform curve calculations for ATP and ATO; Priority trains will stop precisely at the platform stopping point and then turn back, releasing platform resources upon their return.

10. The method for preventing deadlock of station resources in a TACS system according to claim 8, characterized in that, The resource request and release process for non-priority trains is as follows: After priority trains release platform resources, non-priority trains send platform resource requests to the WRC. WRC authorizes non-priority trains to obtain entry authorization and collision avoidance authorization within the platform protection area; Non-priority trains utilize authorized resources to perform ATP and ATO curve calculations; Non-priority trains must stop precisely at the designated platform stopping point.

11. 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 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 as described in any one of claims 1 to 10.

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