Method, apparatus and medium for station resource deadlock control for TACS system

Abstract

The application relates to a station resource anti-locking control method, equipment and medium for a TACS system, and the method comprises the following steps: S1, after the WRC receives the timetable of the ATS, the train sequence under the corresponding station is calculated according to the timetable information; S2, the WRC calculates the priority train and the non-priority train of the station according to the train sequence; S3, the priority train and the non-priority train respectively send their respective fields of view and positions to the WRC; S4, the WRC reads the system configuration data to determine the extended station protection area; 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 station protection area; and S6, the WRC allocates the station protection area to the priority train, and allows the ATO curve end point of the priority train to reach the station boundary. Compared with the prior art, the application has the advantages of solving the station conflict problem and the parking point cannot stop accurately problem.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a method, device, and medium for preventing platform resource deadlock in TACS systems. Background Technology

[0002] In the TACS signaling system, trains autonomously request track resources. This differs from the traditional CBTC signaling system, where track resources are pre-allocated and occupied by the interlocking subsystem. Therefore, TACS introduces a unique resource allocation method based on deadlock prevention logic. Its purpose is to coordinate the conflicting demands of individual trains for shared track resources during autonomous train-to-train communication. The TACS system prevents deadlocks caused by competition for various resources. Resources that can lead to deadlocks include switches, side-traffic zones, platform movement authorizations, platform screen door opening authorizations, and collision avoidance zone authorizations. Resource deadlock refers to a situation where different trains acquire a portion of track resources, causing mutual obstruction and preventing any train from completing its task.

[0003] Simple deadlock prevention methods can avoid trains blocking each other, but they are insufficient to ensure trains arrive at their destinations sequentially according to the operational plan. Considering the frequent adjustments to trains during operation, including train insertion or return to the depot, as well as potential scenarios such as trains arriving early, late, or being held up, the TACS system employs the most efficient deadlock prevention strategy: trains arriving near resources first are given priority. To ensure trains arrive at their destinations sequentially according to the operational plan, a deadlock prevention resource allocation method based on timetable priority, unique to the TACS system, is introduced.

[0004] The above is the technical background of the TACS signaling system's resource allocation based on deadlock prevention logic and timetable priority-based deadlock prevention resource allocation. In this context, trains enter stations sequentially according to their timetables, traveling towards each other. The occupation of the protected distance area by non-priority trains will prevent priority trains from entering and stopping accurately. For trains entering and stopping at stations, some platforms have a protected distance outside the platform boundary. Although this protected distance is not included in the train's ATO braking curve, it is still within the ATP protection range. If a non-priority train appears in this area, it will occupy some of the safety resources required by the priority train, resulting in insufficient stopping distance margin for the non-priority train and preventing it from stopping accurately.

[0005] A search of Chinese patent CN115743237A reveals a resource allocation method, electronic device, and storage medium for preventing deadlock. This method is used in a train autonomous operation system based on vehicle-to-vehicle communication (ATS). The ATS includes an onboard controller (CC), a trackside train controller (WTC), and a trackside resource controller (WRC). The method uses the CC or WTC to inform the WRC in advance of the track path required to complete the ATS task. Before the train actually needs track resources, the WRC pre-determines which train has priority to occupy the track resources. This existing patent addresses deadlock prevention for track resources but does not cover platform resources. Therefore, resolving platform resource conflicts and thus the problem of inaccurate stopping at designated stops becomes a key technical issue that needs to be addressed. Summary of the Invention

[0006] The purpose of this invention is to overcome the defects of the prior art by providing a platform resource anti-deadlock control method, device and medium for TACS system, which solves the problems of platform conflict and inaccurate stopping at parking points.

[0007] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a platform resource deadlock prevention control method for a TACS system is provided, the TACS system including an onboard train controller (CC), a trackside train controller (WTC), a trackside resource controller (WRC), and a dispatching subsystem (ATS), the control method comprising: 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.

[0008] As a preferred technical solution, in step S1, after receiving the timetable, the WRC first parses the information in the timetable, and then calculates the train sequence under the corresponding platform from all the timetable information.

[0009] As a preferred technical solution, 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 under the corresponding platform as non-priority trains.

[0010] As a preferred technical solution, in step S3, the priority train requests a field of view from the WRC of the area from the priority train's location to the platform; the non-priority train requests a field of view from the WRC of the area from the non-priority train's location to the platform.

[0011] As a preferred technical solution, 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.

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

[0013] As a preferred technical solution, after step S5, the ATP curve that blocks non-priority trains extends into the expanded protection area.

[0014] As a preferred technical solution, the method also includes a resource request and release process for priority trains, and a resource request and release process for non-priority trains.

[0015] As a preferred technical solution, the resource request and release process for the priority train is specifically 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.

[0016] As a preferred technical solution, the resource request and release process for non-priority trains is specifically 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.

[0017] According to a second 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.

[0018] According to a third 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.

[0019] Compared with the prior art, the present invention has the following advantages: 1) While solving the platform conflict problem, this invention still maximizes train operation efficiency through free competition between trains; 2) This invention can ensure accurate stopping at the stopping point when there is a conflict between train objects; 3) After resolving the platform conflict issue, this invention still adheres to the operational plan, greatly reducing the impact on operations; 4) This invention can be parameterized through custom configuration, offering greater flexibility; 5) This invention has a high degree of automation and is a method for solving problems in signal systems automatically without the need for manual intervention. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of a typical problem scenario in an embodiment of the present invention; Figure 2 This is a schematic diagram illustrating a problem-solving scenario in an embodiment of the present invention; Figure 3 This is a flowchart illustrating the specific process of the method of the present invention. Detailed Implementation

[0021] 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.

[0022] This invention discloses a platform resource deadlock prevention control method for a TACS system. The TACS system includes an onboard train controller (CC), a trackside train controller (WTC), a trackside resource controller (WRC), and a dispatching subsystem (ATS). The ATS generates operating timetables, sends the timetables to the WRC, and sends tasks to the train controllers. The onboard train controllers (CC and WTC) autonomously apply for and release track resources on behalf of the trains. The WRC arbitrates all applications from trains on the track and allocates track resources. The implementation process of the method of this invention is as follows: After receiving the timetable from the ATS, the Trackside Resource Controller (WRC) first parses the information. It calculates the train sequence for each platform from all the timetable information. Within each timetable train sequence, the WRC selects the first train appearing as the priority train for that platform, and the remaining trains for that platform are designated as non-priority trains.

[0023] Next, the Trackside Resource Controller (WRC) locates the timetable platform within the train's field of vision. Based on the system data regarding the timetable platform's configuration, the WRC expands the platform's protection zone. If the timetable platform has a configured platform protection distance, the protection distance is expanded outwards from the original platform protection zone boundary to form a new platform protection zone. If the timetable platform does not have a configured platform protection distance, the boundary of the expanded protection zone is defined by the original platform protection zone boundary.

[0024] The WRC then reduced the visibility of non-priority trains on the platform to the boundary of the expanded platform protection zone. The collision avoidance authorization for non-priority trains on the platform was reverted to the boundary of the expanded platform protection zone to prevent the ATP curves of non-priority trains from extending into the expanded protection zone.

[0025] The anti-deadlock arbitration logic allocates the platform protection zone to timetable-priority trains, thereby allowing the ATO curve terminus of timetable-priority trains to reach the platform boundary. Non-priority timetable trains, due to ATP obstruction, cannot enter the extended protection zone of the timetable platform. However, because timetable-priority trains receive an extended protection zone allocation, both ATP and ATO allow the train to brake and stop at the platform boundary, thus achieving the goal of ensuring timetable-priority trains stop precisely at conflicting platforms.

[0026] To provide a detailed explanation of this method, the following explains and defines some concepts created and used in this embodiment: ScheduleInPriority configuration for timetable platforms The platform protection distance configuration, NotAllowedApproachingDistance, is abbreviated as D. A .

[0027] Time Schedule Scheduled Platform (abbreviated as P) S .

[0028] Platform Exchange Zone (abbreviated as Z) P .

[0029] The extended platform area (ExtendedPez) is abbreviated as Z. EP.

[0030] Priority Train, abbreviated as T p .

[0031] Non-priority trains, abbreviated as T, are trains that do not meet priority requirements. n .

[0032] PlatformMovementPermissivity, abbreviated as A M .

[0033] Platform screen door opening authorization PSDOpeningPermissivity, abbreviated as A O .

[0034] The collision avoidance zone is authorized by NonCollisionZ, abbreviated as Z. NC .

[0035] ADLHorizon, abbreviated as H, is a vision-preventing technology that prevents deadlock. adl .

[0036] Reduced Horizon, abbreviated as 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 formula, platform represents the station defined in the system data, train represents the train, zone represents the area, authoro represents authorization, rank represents sorting, maximum represents taking the maximum value, StartAbs represents the starting coordinates, and EndAbs represents the ending coordinates.

[0038] The following is a typical problem scenario and an example of a scenario in which the method of this invention is used to solve the problem.

[0039] Typical problem scenarios: This scenario involves two trains, Train A and Train B, both of which are scheduled to arrive at the platform (e.g., ...). Figure 1 (As shown). According to the operational plan, train A arrives at the platform before train B. However, due to train B's closer proximity to the platform (or perhaps due to train B's higher speed), in the train-to-train communication system, train B requests platform resources from the trackside resource controller (WRC) before train A. Although train B does not receive authorization to move to the platform, since the WRC has not yet received train A's request for a protected area, the platform extension protected area resources are naturally allocated to train B, which requested it first. Ultimately, train B arrives at the platform protected area before train A (but does not cross the platform area). Train A can obtain authorization to reach platform 1, but due to the lack of a complete protected area behind the platform, the endpoint of the ATP curve is further ahead than required. This also results in the final endpoint of the ATO stopping curve being further ahead than the required stopping point. Therefore, although train A can reach the station, it cannot stop accurately at the stopping point, resulting in an under-stop.

[0040] Scenarios where the method of this invention is used to solve problems: This scenario involves two trains, Train A and Train B, both of which are scheduled to arrive at the platform (e.g., ...). Figure 2 (As shown). According to the operational plan, train A stops at the platform before train B. However, due to train B's closer proximity to the platform (or possibly due to train B's higher speed), in the vehicle-to-vehicle communication system, train B requests platform resources from the trackside resource controller (WRC) before train A. This request includes the platform's protected area. The WRC detects that train B's field of view includes the timetable platform and that the platform is configured with a protected area. Therefore, the WRC will not authorize train B to move to the platform or the protected area. The WRC will further reduce train B's field of view, pushing its collision avoidance authorization area back outside the timetable platform's protected area. Regardless of whether a request for a platform protected area is received from train A, the extended protected area resources will not be allocated to the first-applying train B until train A, which has timetable priority, has used up the relevant resources. Thus, train A can reach the platform and use the platform protection area. Train A can make full use of this area to perform ATP and ATO curve calculations and stop accurately at the platform stopping point.

[0041] like Figure 3 As shown, combined with Figure 2 The present invention will be further described in detail below: In step S101, the ATS issues tasks to train A and train B. Train B begins executing the task before train A. Step S102, ATS sends a timetable to the trackside resource controller WRC. The timetable information indicates the sequence of trains arriving at Platform1: {Train A, Train B}. Step S103: The trackside resource controller (WRC) parses the timetable information; In step S104, the trackside resource controller (WRC) calculates the train sequence on the relevant platforms in the timetable, with train A having priority to arrive at the platform and train B being a non-priority train at the platform. In step S105, the onboard controllers of train A and train B respectively send their respective field of view and their respective locations to the trackside resource controller WRC. The onboard controller of train B requests the field of view from the trackside resource controller (WRC) to the area from the location of train B to the platform. The onboard controller of train A requests the field of view of the trackside resource controller (WRC) from the location of train A to the platform. Step S106: The trackside resource controller (WRC) reads the system configuration data and checks whether there are protected areas at the stations related to the timetable. Step S107: The trackside resource controller (WRC) expands the station protection area according to the configuration. Step S108: The onboard controller of train B sends a platform-related resource request to the trackside resource controller (WRC). Step S109: The trackside resource controller (WRC) checks whether the non-priority car B resource at the station intersects with the extended protection area. Step S110: The trackside resource controller (WRC) reduces the anti-lockdown field of view of the non-priority car B to outside the platform protection area. Step S111: The trackside resource controller (WRC) revoks the collision avoidance authorization for non-priority car B within the protection zone of the station. Step S112: Train A's onboard controller sends a platform-related resource request to the trackside resource controller (WRC). In step S113, the trackside resource controller (WRC) authorizes priority train A to obtain entry authorization and anti-collision authorization within the platform protection area; Step S114: Train A's onboard controller uses authorized resources to calculate the curves for ATP and ATO. Step S115: Train A stops precisely at the platform stopping point and then turns back; Step S116: After turning back, the on-board controller of train A releases the relevant platform resources; Step S117: Train B's onboard controller sends a platform-related resource request to the trackside resource controller (WRC). In step S118, the trackside resource controller (WRC) grants train B permission to enter the station and to avoid collisions within the platform protection area. Step S119: Train B's onboard controller uses authorized resources to perform curve calculations for ATP and ATO. Step S120: Train B stops precisely at the platform stopping point.

[0042] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0043] 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.

[0044] 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.

[0045] 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).

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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 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. Step S6: The WRC allocates the platform protection area to priority trains, allowing the ATO curve endpoint of the priority trains to reach the platform boundary. 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 under the corresponding platform as non-priority trains. 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. 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. In step S5, WRC reduces the line of sight of non-priority trains to the boundary of the extended platform protection area. After step S5, the ATP curve that blocks non-priority trains extends into the expanded protection area. The method also includes resource request and release procedures for priority trains, as well as resource request and release procedures for non-priority trains; 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.

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, 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.

4. 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 3.

5. 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 3.

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