CN114604300A - FAO remote driving system based on 5G technology - Google Patents
FAO remote driving system based on 5G technology Download PDFInfo
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Abstract
The invention relates to a FAO remote driving system based on a 5G technology, and belongs to the field of rail transit wayside signal systems. The FAO remote driving system based on the 5G network architecture is subjected to network layered design, is applied to the condition that the FAO system breaks down to cause emergency stop, selects different remote driving modes according to the working states of an ATP (automatic train protection) system and an ATO (automatic train operation) system, and is safe, reliable, intelligent and efficient; the FAO remote driving system based on the 5G technology is designed in a functional mode, different modes such as a standby mode, a remote driving mode and fault guiding safety are supported, and switching is flexible. The invention greatly shortens the time for relieving the fault parking of the FAO system, improves the operation efficiency and avoids the panic of passengers; manual misoperation is prevented; the safety and the reliability of the system are guaranteed; the personal safety of a driver is guaranteed; the availability and reliability of the system can be improved by using the 5G technology.
Description
Technical Field
The invention belongs to the field of trackside signal systems for rail transit, and particularly relates to a FAO remote driving system based on a 5G technology.
Background
With the increasing popularization and continuous improvement of the full-automatic unmanned system in the rail transit signal industry, people practically feel the convenience brought by the automation and the safety of the rail transit signal system. But also gradually exposes new problems during long-term field operations.
When a train operates in a full-automatic unmanned line, once a signal system fault occurs, the train adopts a fault-oriented safety mechanism, namely emergency braking, after the train stops in the emergency braking, the train stops in an area where the train is difficult to get on manually with high probability, the train needs manual rescue, and an automatic driving mode cannot be started. When the train stops in the interval for a long time, the normal operation of the line is affected, and the panic of passengers is seriously caused. At present, the main solution adopted in the industry is to authorize a driver to get on or off a train from an interval through a series of safety processes, and control the train to run to a designated area in a manual driving mode or continue running after the train mode is upgraded. However, the mode is low in efficiency, all safety is charged by a driver in a manual driving mode, and drivers and passengers have personal safety risks.
Disclosure of Invention
Technical problem to be solved
The invention aims to solve the technical problem of how to provide an FAO remote driving system based on a 5G technology so as to solve the problem that after a signal fault occurs in the FAO system, a train needs to be manually driven out of a fault area to an adjacent platform or other safe areas by getting on the train.
(II) technical scheme
In order to solve the technical problem, the invention provides a FAO remote driving system based on 5G technology, which comprises a central layer, a station layer, a trackside layer and a vehicle-mounted layer, wherein,
a central layer: a remote driving system arranged in an authorization center of an ATS dispatching workstation is used for remotely controlling the train; the remote driving system can remotely activate the vehicle-mounted video monitoring equipment and the traction controller; the method comprises the steps that high-definition video information in front of a train uploaded in real time is displayed through a cloud server and is checked by a dispatcher; meanwhile, a dispatcher issues a remote driving command through a remote driving system to control the train to slowly run at an allowable speed;
a station layer: the station layer is mainly provided with backbone network transmission equipment and 5G bearing network equipment, and the acquired vehicle-ground wireless data is sent to a related server of the central layer through a transmission network to carry out data distribution and processing;
trackside layer: deploying 5G base station equipment and leaky cables for receiving and transmitting wireless data of a vehicle and the ground;
a vehicle-mounted layer: the head and tail ends of the train are respectively provided with a 5G vehicle-mounted terminal, 2 high-definition cameras and a traction controller; the 5G vehicle-mounted terminal is used for accessing a 5G wireless network, and the 2 high-definition cameras are used for monitoring running environment information in front of and behind the train in real time; the traction controller is connected with the 5G vehicle-mounted terminal, receives train control information issued by the central layer, and forwards the control instruction to the vehicle traction/braking module, so that remote driving of the vehicle is realized.
Further, the central layer comprises an OCC dispatching workstation, signal system ATS equipment, a remote control console, cloud computing equipment, a subway self-building 5G core network and MEC edge computing equipment; the station layer comprises signal system ground transmission network equipment, 5G bearing network equipment, 5G BBU equipment and 5G platform room branch equipment; the trackside layer comprises 5G trackside RRU equipment, a combiner and a leaky cable antenna; the vehicle-mounted layer comprises a vehicle-mounted antenna, a 5G vehicle-mounted terminal, a vehicle-mounted switch, a high-definition industrial camera, a high-definition camera, rail surface obstacle detection equipment, a traction controller, a vehicle traction/braking module and a vehicle-mounted ATP.
Further, when the ATP system and the ATO system both operate normally, after the FAO remote driving system passes the safe driving inspection, a remote driving request is initiated to the train; and after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, and the FAO remote driving system sends a train running command under the supervision of the ATP system, activates and starts the ATO system and controls the train to run.
Further, when the ATP system normally operates but the ATO system is down, after the safety driving inspection of the FAO remote driving system is passed, a remote driving request is sent to the train; after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, the FAO remote driving system can send out a train running command under the supervision of the ATP system, and at the moment, the train cannot be controlled by the ATO system, so the FAO remote driving system needs to continuously send out a train control command to control the train to run.
Furthermore, when the ATP system is down, no matter whether the ATO system is normal or down, the ATO system cannot continuously control the train, and after the FAO remote driving system passes the safe driving inspection, a remote driving request is sent to the train; the FAO remote driving system sends a train control command in real time, a driver remotely and manually controls the train to run, the system can strictly control the train to run at the lowest speed limit when the train runs, and once the train exceeds the speed limit value, the system sends the emergency braking command to the train.
Further, the working mode of the FAO remote driving system includes a standby mode, and after the FAO remote driving system is powered on, the power-on self-test needs to be completed first, including: checking that the vehicle-ground communication link of the 5G communication is normal; checking that the working state of the vehicle-mounted rail transit remote driving intelligent protection system is normal; checking that the state of each vehicle control button of the remote driving platform is on the safe side, and polling each operation button and a gear lever to be normally connected with the system; checking that all trains running in the line have configuration in static data in an FAO remote driving system, and checking the data to be abnormal; after the self-checking content is completed, the system automatically enters a standby mode, if equipment abnormality is checked, alarm information is sent out to prompt maintenance personnel that the system self-checking fails, and the failure reason is displayed; the video signal that appointed train binocular camera was gathered can be obtained to the on-vehicle serial number of accessible input under the standby mode, does not possess the function of remote control train under the standby mode.
Further, the working mode of the FAO remote driving system comprises a remote driving mode, the remote driving mode is that the train is emergently braked after the FAO system has a signal fault, at the moment, the remote driving condition is met, the FAO remote driving system is switched to the remote driving mode, the FAO remote driving system continuously keeps a communication state with a controlled train, a video signal of a designated train is obtained, a remote control application is sent to the train, and the train starts to remotely drive the train according to a real-time train video signal and an operation prompt after the train replies and receives remote control.
Further, the remote driving mode can be entered after the controlled train is requested for the control right, which includes the following steps:
s101, determining that each system check item in the standby mode passes;
s102, selecting a train to be controlled, determining that the train is in a stable stop state, and sending a remote train control request to the train;
s103, after the vehicle-mounted rail transit remote driving intelligent protection system replies a command of allowing remote vehicle control, acquiring real-time video acquisition images of the train and feedback information of the obstacle detection system;
s104, acquiring the running states of ATP and ATO of the train, displaying the running states on a screen, and automatically selecting a train control mode according to the actual conditions of ATP and ATO;
s105, after the steps are completed, a maintenance worker carries out a remote driving confirmation instruction, the system enters a remote driving mode, the system sends an emergency braking relieving command to the train, and the uninterrupted communication of the train control state is maintained;
s106, operating the train to a specified position through a remote driving platform by a maintainer, or finishing train upgrading;
s107, if the train is remotely driven to a designated position and then stops, after receiving the information of train stable stop and accurate stop, sending a braking and stopping command to the train, and after manual confirmation, the system can exit the remote driving mode. If the train finishes upgrading and restores the full-automatic running state in the remote driving process, the system can automatically exit the remote driving mode;
s108, if the obstacle detection system reports that an obstacle exists in front in the process of remotely driving the train, sending an emergency braking command to the train, and keeping communication with the train and the obstacle detection system until the train continues to operate after the fault is eliminated;
s109, the system is recovered to a standby mode after normally exiting the remote driving mode;
and S110, when communication timeout is caused by communication interruption or excessive video signal delay in the process of remotely driving the train, the system automatically enters a fault-oriented safety mode.
Further, the working mode of the FAO remote driving system comprises a fault-oriented safety mode, and in the process of running in the remote driving mode, once a video signal is interrupted or the vehicle control delay exceeds the maximum allowable time, the FAO remote driving system immediately enters the fault-oriented safety mode and sends an emergency braking command to the train.
Further, the fail-safe mode is entered when a failure occurs during a remote driving mode of the system or when a power-on check fails before a standby mode, and specifically includes the following cases: checking 5G communication line faults, and interrupting communication signals; on the premise that 5G signal communication is normal, the vehicle-mounted camera equipment fails, and a video acquisition signal is abnormal; the remote driving equipment has abnormal self-checking, and has data checking problems or equipment faults; if the system enters a fault-oriented safety mode from a remote driving mode, the system continuously sends an emergency braking command to a controlled train to wait for a worker to remove the fault; if the system enters a fault-oriented safety mode from a standby mode, the system does not send messages to the outside, and only sends out an alarm through a display screen and displays the fault reason.
(III) advantageous effects
The invention provides a FAO remote driving system based on a 5G technology, which comprises a network layered design of the FAO remote driving system based on a 5G network architecture, wherein the FAO remote driving system is applied to the condition that the FAO system breaks down to cause emergency stop, and the FAO remote driving system selects different remote driving modes according to the working states of an ATP (automatic train protection) system and an ATO (automatic train operation) system, so that the FAO remote driving system is safe, reliable, intelligent and efficient; the FAO remote driving system based on the 5G technology is designed in a functional mode, different modes such as a standby mode, a remote driving mode and fault guiding safety are supported, and switching is flexible. The advantages of the invention include:
the time for relieving the fault parking of the FAO system is greatly shortened, the operation efficiency is improved, and passengers are prevented from panic;
the invention combines the self-checking algorithm and automatically selects the driving mode according to the working conditions of ATP and ATO, thus preventing manual misoperation;
three operation modes are designed, the design principle of fault guiding safety is met in the working process of the system, and the safety and the reliability of the system are guaranteed;
the invention can realize that a driver remotely drives a fault train in a dispatching center, avoid the condition that the driver walks to the train when an FAO system is emergently braked and stops in an interstation tunnel or viaduct, and ensure the personal safety of the driver;
the invention uses the 5G network as a vehicle-ground communication channel, the 5G network is characterized by large bandwidth, low time delay, ultra-large connection number and the like, and the availability and reliability of the system can be improved by utilizing the 5G technology.
Drawings
FIG. 1 is a schematic diagram of a FAO remote driving system network architecture according to the present invention;
FIG. 2 is a flow chart of the FAO remote driving mode of the present invention;
FIG. 3 is a logic flow diagram of a standby mode system according to the present invention;
FIG. 4 is a logic flow diagram of a remote driving mode system of the present invention;
FIG. 5 is a logic flow diagram of a fail-over safe mode system of the present invention.
Detailed Description
In order to make the objects, contents and advantages of the present invention clearer, the following detailed description of the embodiments of the present invention will be made in conjunction with the accompanying drawings and examples.
Interpretation of terms
Full Automatic Operation (FAO)
Compared with a CBTC (communication based train control) system, the FAO system is a product of a rail transit signal system, and has the main advantages of realizing high automation level of operation, improving the safety and reliability of the system and improving the efficiency and flexibility of operation organization.
Automatic train monitoring Automatic Train Supervision (ATS)
The general names of technologies such as automatically setting a route for train operation, commanding the train to run, implementing train operation management and the like are obtained according to a train schedule.
Automatic Train Protection (ATP)
The automatic train protection system is an important component of a signal system, provides safety guarantee for a train, effectively reduces the labor intensity of a train driver, and improves the running operation efficiency.
Automatic Train Operation (ATO)
The automatic train operation system can complete the automatic train operation, select the optimal operation condition according to the set operation curve and the command of the ATS system, and complete the automatic safe train operation together with the ATP system. The ATO is part of the onboard control system.
Remote Radio frequency module Remote Radio Unit (RRU)
The remote radio frequency module is a core subsystem in the wireless base station and mainly completes functions of processing a transmitting signal, processing a receiving signal and the like from a baseband to an air interface.
Indoor baseband processing Unit Building Base Band Unit (BBU)
The indoor baseband processing unit is an important unit for completing the baseband signal processing function of the base station, and one BBU can support a plurality of RRUs. By adopting a BBU + RRU multichannel scheme, the indoor coverage of a large venue can be well solved.
Communication Based Train Control (CBTC)
The speed control of the train is realized based on the large-capacity continuous train-ground information two-way communication and train positioning and control technology. The train active positioning technology and the continuous train-ground two-way data communication technology which do not depend on the trackside train occupation detection equipment are adopted, and the continuous train automatic control system is constructed through a vehicle-mounted processor and a ground processor which can execute a safety function.
Switch
A switch is a line connection device that allows rolling stock to be transferred from one track to another and is one of the weak links of a track, usually laid in large numbers between stations and in sections of stock.
Signal machine
The signal machine is a railway side basic device of railway and urban rail transit, and a railway signal system using a ground signal as a main signal requires that a driver operates according to the display of the signal machine.
Route of travel
The route is a route for driving in a station or in an interval, which is handled by a computer in an interlocking way for ensuring the driving safety. The route mostly starts from the starting signal and ends at the terminal signal. A route may include one or more sections.
Screening
The train screening function is to judge whether hidden trains exist in a section, and is a necessary condition for automatic operation of the trains, and the trains after being screened are lost cannot automatically operate efficiently and safely.
The invention adopts the 5G network communication technology, can transmit the video signal back to the ground system in real time by utilizing the characteristics of high bandwidth and low time delay, and does not influence the interaction of the vehicle-ground control command. At present, the rail transit signals are communicated by an LTE-M network, and a 5G network and the LTE-M network are arranged in parallel, so that the remote driving function can be realized by the 5G communication technology under the condition that the train has a fault due to the LTE-M network. The 5G network technology is applied to the rail transit signal industry for the first time, timeliness and reliability of system operation can be effectively improved by applying the technology, a 5G-based FAO remote driving system is designed aiming at practical application of the 5G network communication technology, transportation accidents caused by irregular operations such as manual misoperation, fatigue driving and illegal operation can be effectively avoided by the system, unified scheduling of transportation vehicles, routes and time can be realized, and transportation efficiency is improved in a multiplied manner.
Compared with a CBTC (communication based train control) system, the FAO system has a high automation level, and can improve the safety and reliability of a signal system and improve the efficiency and flexibility of an operation organization. The FAO system is more stringent to manage fail-over security mechanisms. The system has higher-level safety and reliability, the types of the checking conditions of the system are richer, once a certain checking condition is not in accordance with the automatic running condition, the system adopts a safety protection mechanism (emergency brake stopping) for the train, and the system provides a more efficient and safe solution after the FAO system fails.
In a full-automatic unmanned operation line, once a special condition causes the train to be emergently braked and stopped in an interval, the FAO remote driving system plays a great role. After the train is emergently braked, the FAO remote driving system can acquire the working states of the vehicle-mounted ATP and ATO systems in real time and acquire real-time images of the front end of the train through the vehicle-mounted binocular camera. When the train is switched to a remote driving mode, the FAO remote driving system can control the train based on the 5G communication network, and the real-time performance of control signals and video transmission signals during remote driving of the train is guaranteed by utilizing the characteristics of high bandwidth and low time delay of the 5G communication network.
The implementation of the 5G network communication technology in the field of rail transit is the first time, the 5G communication network and the LTE-M network of the existing rail transit are arranged in parallel, the vehicle control function is still realized under the condition that the LTE-M network is broken down, the real-time performance of video signals and the reliability of control information in the driving process can be guaranteed by utilizing the characteristics of high bandwidth and low time delay of the 5G network, and the safety performance of the system is guaranteed.
The system designed by the invention can be operated in the scene that the train needs to be manually loaded for processing, such as the situation that the train stops on a viaduct, stops between tunnel stations and is far away from the station platform due to the fault of an FAO system, or the fire dangerous situation appears in front of a line. At present, the function technology of the FAO system is complete, but a large gap still exists in an auxiliary system of the FAO system, and the system is a supplementary optimization for the FAO system.
The invention provides a remote driving solution for the problem that the FAO system fails to stop and cannot continue to operate in the industry at present, and the current FAO signal system fails to work, so that a train is manually loaded to a designated area, and a similar or similar implementation scheme is not found.
Under the background of the prior art, once a signal fault occurs in an FAO system, a train needs to be manually driven out of a fault area to an adjacent platform or other safe areas. Firstly, a dispatching center initiates a series of safety confirmation, after the condition that a train and a station have manual boarding conditions is ensured, a driver and operation maintenance personnel walk to the position of an emergency stop vehicle near the station, and the train is manually driven to a designated area after boarding. The existing technical scheme is complex to operate, more application flows need to be handled in the aspect of operation, and a driver and operation maintenance personnel walk to a train on a tunnel or a viaduct to have many unsafe factors and consume a large amount of time.
The FAO remote driving system scheme based on the 5G technology can greatly reduce the complexity of the work and shorten the maintenance time. The safety inspection related to the application of the remote takeover control of the train is completed through the communication interactive data between the system and the FAO system, after the inspection is completed, a driver can control the train on a remote driving platform of a dispatching center in real time, and the train is driven into a designated area by combining the supervision and protection of the obstacle detection system, or the upgrading and the recovery of the normal operation of the FAO system are completed.
Aiming at the imperfect state of the prior art, the invention aims to solve the technical problems that: a FAO remote driving system scheme based on the 5G technology is provided. The method is mainly applied to the FAO system line, the condition that the train needs to be manually loaded to relieve after degradation parking is carried out, and the main operation scenes comprise disaster road sections with emergency situations, such as the train is parked in an interstation tunnel, the train is parked on an interstation viaduct, the train is parked in fire flood and the like. The system can realize that a driver remotely controls the train to run to a specified position or finishes upgrading and continues operating.
The technical method adopted by the invention is as follows: by using a 5G communication technology, video signals are collected by a vehicle-mounted binocular camera, and are fed back to an operation interface of a remote control console of a dispatching center through operation processing, and then a driver operates a vehicle. According to the functional requirements of the FAO system for relieving the processing after the vehicle stops due to faults and the existing solution of manual boarding, the FAO remote driving system scheme based on the 5G technology is discussed in detail:
firstly, the design of a 5G communication module is adopted, the system adopts a 5G communication technology, the characteristics of high bandwidth and low time delay are mainly considered, the video signal can be transmitted back to a ground system in real time, and the interaction of vehicle-ground control commands is not influenced. At present, the rail transit signals are communicated by an LTE-M network, and a 5G network and the LTE-M network are arranged in parallel, so that the remote driving function can be realized by the 5G communication technology under the condition that the train has a fault due to the LTE-M network.
Compared with a 4G network, the 5G network has the advantages that the bandwidth, the time delay and the connection number are greatly improved. The 5G network bandwidth will be 20 times that of the 4G network, the end-to-end delay can be up to 1ms, the 4G network is 30ms, and the fastest human response is also only 100 ms. The 5G has large bandwidth, low time delay and high reliability, and has very large application prospect in various safety fields.
The FAO remote driving technology based on 5G is that a 5G network constructed on urban rails is utilized, high-definition cameras and barrier detection systems installed on trains are used for acquiring video image information in front of the trains in real time, and the information is uploaded to a subway dispatching center through the 5G network to assist dispatching personnel in carrying out train dispatching operation. The system network architecture is shown in fig. 2:
as known from fig. 1, the entire network architecture consists of four levels; the system comprises a central layer, a station layer, a trackside layer and a vehicle-mounted layer. The equipment contained in each level is as follows:
a central layer: the system comprises an OCC dispatching workstation, signal system ATS equipment, a remote control console, cloud computing equipment, a subway self-built 5G core network and MEC edge computing equipment;
a station layer: the system comprises signal system ground transmission network equipment, 5G bearing network equipment, 5G BBU equipment and 5G platform room branch equipment;
trackside layer: 5G rail side RRU equipment, a combiner and a leaky cable antenna;
a vehicle-mounted layer: the system comprises a vehicle-mounted antenna, a 5G vehicle-mounted terminal, a vehicle-mounted switch, a high-definition industrial camera, a high-definition camera, rail surface obstacle detection equipment, a traction controller, a vehicle traction/braking module and a vehicle-mounted ATP.
The function of each level is as follows:
a central layer: and a remote driving system arranged in an authorization center of the ATS dispatching workstation is used for remotely controlling the train. The remote driving system can remotely activate the vehicle-mounted video monitoring equipment and the traction controller. And displaying the real-time uploaded high-definition video information in front of the train through the cloud server for a dispatcher to check. Meanwhile, the dispatcher issues a remote driving command through a remote driving system to control the train to slowly run at an allowable speed.
A station layer: the station layer is mainly provided with backbone network transmission equipment and 5G bearing network equipment, and the acquired vehicle-ground wireless data is sent to a related server of the central layer through a transmission network to perform data distribution and processing.
Trackside layer: the 5G base station equipment and leaky cables are mainly deployed and used for receiving and transmitting wireless data of a vehicle and the ground.
A vehicle-mounted layer: the head and the tail of the train are respectively provided with a 5G vehicle-mounted terminal, 2 high-definition cameras and a traction controller. The 5G vehicle-mounted terminal is used for accessing a 5G wireless network, and the 2 high-definition cameras are used for monitoring running environment information in front of and behind the train in real time. The traction controller is connected with the 5G vehicle-mounted terminal, receives train control information issued by the central layer, and forwards the control instruction to the vehicle traction/braking module, so that remote driving of the vehicle is realized.
Secondly, the system is designed for the vehicle control scheme under different operation scenes, and the fault condition of the FAO system needs to be determined according to the part of design content, namely whether the ATP and the ATO system are normal or not is determined to determine the final vehicle control scheme. The ATP system is responsible for monitoring vehicle-mounted safe operation, and the ATO system is responsible for automatically controlling vehicle operation under the supervision of the ATP system. The two subsystems coordinate and cooperate to control the train, so that the full-automatic running of the train is realized, when the train is positioned and lost, screened and lost or degraded due to other reasons and is stopped by emergency braking, the working states of the two subsystems are determined to formulate a reasonable train control scheme:
it should be specially described that after the train is emergently braked, the FAO remote driving system needs to check the braking reason of the train before taking over the train, after the fault is relieved, the interlocking system carries out one-by-one safety check on the states of the equipment such as the route, the turnout, the front-end signal machine, the section and the like where the train is located, and after all the checks are passed, the FAO remote driving system initiates a remote driving request to the train through the vehicle-mounted special interface, so as to relieve the emergency braking and start the remote driving work.
1. When the ATP system and the ATO system both operate normally, after the FAO remote driving system passes the safe driving inspection, a remote driving request is initiated to the train. After receiving the request, the train relieves the emergency braking and switches to a remote driving mode, and the FAO remote driving system can send out a train running command under the supervision of the ATP system, activate and start the ATO system and control the train to run.
2. And when the ATP system normally operates but the ATO system is down, the FAO remote driving system initiates a remote driving request to the train after passing the safe driving check. After receiving the request, the train relieves the emergency braking and switches to a remote driving mode, the FAO remote driving system can send out a train running command under the supervision of the ATP system, and at the moment, the train cannot be controlled by the ATO system, so the FAO remote driving system needs to continuously send out a train control command to control the train to run.
3. When the ATP system is down, no matter the ATO system is normal or down, the train can not be continuously controlled by the ATO system, and after the FAO remote driving system passes the safe driving inspection, a remote driving request is sent to the train. The FAO remote driving system sends a train control command in real time, a driver remotely and manually controls the train to run, the system can strictly control the train to run at the lowest speed limit when the train runs, and once the train exceeds the speed limit value, the system sends the emergency braking command to the train.
The flow chart of the FAO remote driving mode in the above three cases is shown in fig. 2.
Finally, for the working mode of the FAO remote driving system based on the 5G technology, the invention designs three modes, which are respectively as follows: standby mode, remote driving mode, fail-over safe mode.
Standby mode:
the FAO remote driving system automatically enters a standby mode after being electrified and self-checked, the system cannot send out a control command in the standby mode, the FAO system is not influenced, and the FAO system is in a normal running state.
Remote driving mode:
the remote driving mode is that the train is emergently braked after the FAO system has signal faults, at the moment, the remote driving condition is met, the FAO remote driving system is switched to the remote driving mode, the communication state with a controlled train is kept continuously (if the communication is interrupted or is overtime, the train immediately recovers the emergency braking state), the video signal of the appointed train is obtained, a remote control application is sent to the train, and the remote driving of the train is started according to the real-time train video signal and the operation prompt after the train replies and receives the remote control.
Fail-over to safe mode:
in the process of the remote driving mode operation, once a video signal interruption occurs or the vehicle control delay exceeds the maximum allowable time (configurable), the FAO remote driving system immediately enters a fault-oriented safety mode and sends an emergency braking command to the train.
The specific functional logic of the above three modes is explained in detail below.
Standby mode:
after a 5G-based FAO remote driving system is powered on, firstly, the power-on self-check is required to be completed, and the method comprises the following steps:
(1) checking that the vehicle-ground communication link of the 5G communication is normal;
(2) checking that the working state of the vehicle-mounted rail transit remote driving intelligent protection system is normal;
(3) checking that the state of each vehicle control button of the remote driving platform is on the safe side, and polling each operation button and a gear lever to be normally connected with the system;
(4) the trains running in the inspection line are all configured in the static data in the FAO remote driving system, and the data is checked to be abnormal.
After the self-checking content is completed, the system automatically enters a standby mode, if equipment abnormality is checked, alarm information is sent out to prompt maintenance personnel that the system self-checking fails, and the failure reason is displayed. The video signal that appointed train binocular camera was gathered can be obtained to the on-vehicle serial number of accessible input under the standby mode, does not possess the function of remote control train under the standby mode. The system logic flow diagram for standby mode is shown in FIG. 3:
remote driving mode:
the remote driving mode can be entered after the controlled train applies the control right, which comprises the following steps:
s101, determining that each system check item in the standby mode passes;
s102, selecting a train to be controlled, determining that the train is in a stable stop state, and sending a remote train control request to the train;
s103, after the vehicle-mounted rail transit remote driving intelligent protection system replies a command of allowing remote vehicle control, acquiring real-time video acquisition images of the train and feedback information of the obstacle detection system;
s104, acquiring the running states of ATP and ATO of the train, displaying the running states on a screen, and automatically selecting a train control mode according to the actual conditions of ATP and ATO; the way of controlling the vehicle is shown in fig. 2.
S105, after the steps are completed, a maintenance worker carries out a remote driving confirmation instruction, the system enters a remote driving mode, the system sends an emergency braking relieving command to the train, and the train control state is kept in uninterrupted communication;
s106, operating the train to a specified position through a remote driving platform by a maintainer, or finishing train upgrading;
s107, if the train is remotely driven to a designated position and then stops, after receiving the train stopping and stabilizing stopping accuracy information, sending a braking and stopping command to the train, and after manual confirmation, the system can exit the remote driving mode. If the train finishes upgrading and restores the full-automatic running state in the remote driving process, the system can automatically exit the remote driving mode;
and S108, if the obstacle detection system reports that an obstacle exists in front in the process of remotely driving the train, sending an emergency braking command to the train, and keeping communication with the train and the obstacle detection system until the train continues to operate after the fault is eliminated.
S109, the system is recovered to a standby mode after normally exiting the remote driving mode;
s110, when communication is overtime due to communication interruption or video signal delay in the process of remotely driving the train, the system automatically enters a fault-oriented safety mode (see below).
The logic flow diagram of the system for remote driving mode is shown in FIG. 4:
fail-over safe mode
The mode is entered when a fault occurs in the process of carrying out a remote driving mode by a system or a power-on check fails before a standby mode, and specifically includes the following conditions:
(1) and 5G communication line faults are checked, and communication signals are interrupted.
(2) On the premise that the 5G signal communication is normal, the vehicle-mounted camera equipment fails, and the video acquisition signal is abnormal.
(3) The remote driving equipment has abnormal self-checking, and has data checking problems or equipment faults.
And if the system enters a fault-oriented safety mode from a remote driving mode, the system continuously sends an emergency braking command to the controlled train to wait for the staff to remove the fault. If the system enters a fault-oriented safety mode from a standby mode, the system does not send messages to the outside, and only sends out an alarm through a display screen and displays the fault reason. A logic flow diagram of a system for fail-over to safe mode is shown in fig. 5.
The FAO remote driving system based on the 5G technology is a function supplement to the FAO system, when the train of the FAO system is subjected to emergency braking, the emergency braking cannot be relieved, the train needs to be manually embarked from an interval, and the train is driven to a specified area or the upgrade is completed. Under the condition, remote driving can be performed by an FAO remote control system, so that the operation efficiency is effectively improved, and the safety of personnel is guaranteed. By means of the assistance of the obstacle detection system and the communication guarantee of the 5G technology, the safety and the reliability of the FAO remote driving system are greatly improved, meanwhile, the working mode of the system is elaborated, the function verification of the system is completed in the standby mode, the function of remote driving is completed in the remote driving mode, if the system fault occurs in the standby verification and remote driving processes, the system enters the fault guiding safety mode immediately, the safe and stable operation of the system is ensured, and the FAO remote driving system is a powerful candidate system of the FAO system
The key points of the invention comprise:
1. the FAO remote driving system based on the 5G network architecture is designed in a layered mode.
And 2, the FAO remote driving system is applied to the condition that the FAO system breaks down to cause emergency stop, and the FAO remote driving system selects different remote driving modes according to the working states of the ATP and the ATO system, so that the FAO remote driving system is safe, reliable, intelligent and efficient.
3. The FAO remote driving system based on the 5G technology is designed in a functional mode, different modes such as a standby mode, a remote driving mode and fault guiding safety are supported, and switching is flexible.
The advantages of the invention include:
1. the time for relieving the fault parking of the FAO system is greatly shortened, the operation efficiency is improved, and passengers are prevented from panic;
2. the invention combines the self-checking algorithm and automatically selects the driving mode according to the working conditions of ATP and ATO, thus preventing manual misoperation;
3. three operation modes are designed, the design principle of fault guiding safety is met in the working process of the system, and the safety and the reliability of the system are guaranteed;
4. the invention can realize that a driver remotely drives a fault train in a dispatching center, avoid the condition that the driver walks to the train when an FAO system is emergently braked and stops in an interstation tunnel or viaduct, and ensure the personal safety of the driver;
5. the invention uses the 5G network as a vehicle-ground communication channel, the 5G network is characterized by large bandwidth, low time delay, ultra-large connection number and the like, and the availability and reliability of the system can be improved by utilizing the 5G technology.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A FAO remote driving system based on 5G technology is characterized by comprising a central layer, a station layer, a trackside layer and a vehicle-mounted layer, wherein,
a central layer: a remote driving system arranged in an authorization center of an ATS dispatching workstation is used for remotely controlling the train; the remote driving system can remotely activate the vehicle-mounted video monitoring equipment and the traction controller; the method comprises the steps that high-definition video information in front of a train uploaded in real time is displayed through a cloud server and is viewed by a dispatcher; meanwhile, a dispatcher issues a remote driving command through a remote driving system to control the train to slowly run at an allowable speed;
a station layer: the station layer is mainly provided with backbone network transmission equipment and 5G bearing network equipment, and the acquired vehicle-ground wireless data is sent to a related server of the central layer through a transmission network to carry out data distribution and processing;
trackside layer: deploying 5G base station equipment and leaky cables for receiving and transmitting wireless data of a vehicle and the ground;
a vehicle-mounted layer: the head and tail ends of the train are respectively provided with a 5G vehicle-mounted terminal, 2 high-definition cameras and a traction controller; the 5G vehicle-mounted terminal is used for accessing a 5G wireless network, and the 2 high-definition cameras are used for monitoring running environment information in front of and behind the train in real time; the traction controller is connected with the 5G vehicle-mounted terminal, receives train control information issued by the central layer, and forwards the control instruction to the vehicle traction/braking module, so that remote driving of the vehicle is realized.
2. A FAO remote driving system based on 5G technology according to claim 1, wherein the central layer comprises an OCC dispatch workstation, a signal system ATS device, a remote control station, a cloud computing device, a subway self-building 5G core network, and an MEC edge computing device; the station layer comprises signal system ground transmission network equipment, 5G bearing network equipment, 5G BBU equipment and 5G platform room branch equipment; the trackside layer comprises 5G trackside RRU equipment, a combiner and a leaky cable antenna; the vehicle-mounted layer comprises a vehicle-mounted antenna, a 5G vehicle-mounted terminal, a vehicle-mounted switch, a high-definition industrial camera, a high-definition camera, rail surface obstacle detection equipment, a traction controller, a vehicle traction/braking module and a vehicle-mounted ATP.
3. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when both the ATP system and the ATO system are in normal operation, after the safety driving inspection of the FAO remote driving system is passed, a remote driving request is initiated to the train; and after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, and the FAO remote driving system sends a train running command under the supervision of the ATP system, activates and starts the ATO system and controls the train to run.
4. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when the ATP system is normally operated but the ATO system is down, the FAO remote driving system initiates a remote driving request to the train after a safe driving check is passed; after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, the FAO remote driving system can send out a train running command under the supervision of the ATP system, and at the moment, the train cannot be controlled by the ATO system, so the FAO remote driving system needs to continuously send out a train control command to control the train to run.
5. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when the ATP system is down, no matter whether the ATO system is normal or down, the ATO system can not continue to control the train, and after the FAO remote driving system passes the safe driving inspection, the FAO remote driving system initiates a remote driving request to the train; the FAO remote driving system sends a train control command in real time, a driver remotely and manually controls the train to run, the system can strictly control the train to run at the lowest speed limit when the train runs, and once the train exceeds the speed limit value, the system sends the emergency braking command to the train.
6. A FAO remote driving system based on 5G technology according to any one of claims 1-5, wherein the working mode of the FAO remote driving system comprises a standby mode, and after the FAO remote driving system is powered on, the FAO remote driving system firstly needs to complete power-on self-test, and the FAO remote driving system comprises: checking that the vehicle-ground communication link of the 5G communication is normal; checking that the working state of the vehicle-mounted rail transit remote driving intelligent protection system is normal; checking that the state of each vehicle control button of the remote driving platform is on the safe side, and polling each operation button and a gear lever to be normally connected with the system; checking that all trains running in the line have configuration in static data in an FAO remote driving system, and checking the data to be abnormal; after the self-checking content is completed, the system automatically enters a standby mode, if equipment abnormality is checked, alarm information is sent out to prompt maintenance personnel that the system self-checking fails, and the failure reason is displayed; the video signal that appointed train binocular camera was gathered can be obtained to the on-vehicle serial number of accessible input under the standby mode, does not possess the function of remote control train under the standby mode.
7. The FAO remote driving system based on the 5G technology as claimed in claim 6, wherein the working modes of the FAO remote driving system include a remote driving mode, the remote driving mode is that when the FAO system has signal failure and the train is emergently braked and the remote driving condition is met, the FAO remote driving system is switched to the remote driving mode, the communication state with the controlled train is continuously kept, the video signal of the designated train is obtained, a remote control application is sent to the train, and the remote driving of the train is started according to the real-time train video signal and the operation prompt after the train returns to receive the remote control.
8. A FAO remote driving system based on 5G technology as claimed in claim 7, wherein the remote driving mode is accessible after applying control right to the controlled train, comprising the steps of:
s101, determining that each system check item in the standby mode passes;
s102, selecting a train to be controlled, determining that the train is in a stable stop state, and sending a remote train control request to the train;
s103, after the vehicle-mounted rail transit remote driving intelligent protection system replies a command of allowing remote vehicle control, acquiring real-time video acquisition images of the train and feedback information of the obstacle detection system;
s104, acquiring the running states of ATP and ATO of the train, displaying the running states on a screen, and automatically selecting a train control mode according to the actual conditions of ATP and ATO;
s105, after the steps are completed, a maintenance worker carries out a remote driving confirmation instruction, the system enters a remote driving mode, the system sends an emergency braking relieving command to the train, and the uninterrupted communication of the train control state is maintained;
s106, operating the train to a specified position through a remote driving platform by a maintainer, or finishing train upgrading;
s107, if the train is remotely driven to a specified position and then stops, after receiving the train stopping and stabilizing stopping accuracy information, sending a braking and stopping command to the train, and after manual confirmation, enabling the system to exit the remote driving mode; if the train finishes upgrading and recovers the full-automatic running state in the remote driving process, the system can automatically exit the remote driving mode;
s108, if the obstacle detection system reports that an obstacle exists in front in the process of remotely driving the train, sending an emergency braking command to the train, and keeping communication with the train and the obstacle detection system until the train continues to operate after the fault is eliminated;
s109, the system is recovered to a standby mode after normally exiting the remote driving mode;
and S110, when communication timeout is caused by communication interruption or excessive video signal delay in the process of remotely driving the train, the system automatically enters a fault-oriented safety mode.
9. A FAO remote driving system based on 5G technology as claimed in claim 8, wherein the operation mode of the FAO remote driving system comprises a fail-safe mode, and during the operation of the remote driving mode, once the video signal is interrupted or the vehicle control delay exceeds the maximum allowable time, the FAO remote driving system immediately enters the fail-safe mode and sends an emergency braking command to the train.
10. A FAO remote driving system based on 5G technology according to claim 9, wherein the fail-safe mode is entered when a failure occurs during the remote driving mode of the system or when the power-on check fails before the standby mode, specifically including the following cases: checking 5G communication line faults, and interrupting communication signals; on the premise that 5G signal communication is normal, the vehicle-mounted camera equipment fails, and a video acquisition signal is abnormal; the remote driving equipment has an abnormal self-checking function, and has a data checking problem or equipment failure; if the system enters a fault-oriented safety mode from a remote driving mode, the system continuously sends an emergency braking command to a controlled train to wait for a worker to remove the fault; if the system enters a fault-oriented safety mode from a standby mode, the system does not send messages to the outside, and only sends out an alarm through a display screen and displays the fault reason.
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