CN117818709A

CN117818709A - Full-automatic operation system and method based on centralized communication

Info

Publication number: CN117818709A
Application number: CN202311766526.6A
Authority: CN
Inventors: 吴正中; 张辉; 马泉华; 郝耕华; 邓能文; 王晓东; 武涛
Original assignee: Beijing Urban Construction Intelligent Control Technology Co ltd
Current assignee: Beijing Urban Construction Intelligent Control Technology Co ltd
Priority date: 2023-12-20
Filing date: 2023-12-20
Publication date: 2024-04-05

Abstract

The invention provides a full-automatic operation system and method based on centralized communication. Belongs to the technical field of rail transit. The system comprises: the integrated line controller is respectively in communication connection with the driving and mining unit and the lightweight vehicle-mounted controller, and is used for sending train control instructions to the lightweight vehicle-mounted controller and/or trackside control instructions to the driving and mining unit based on control information sent by the central train automatic monitoring system; the driving and collecting unit is connected with the track side equipment and is used for collecting state information of the track side equipment based on the track side control instruction and/or controlling the track side equipment based on the track side control instruction, and the driving and collecting unit is also used for feeding back the state information of the track side equipment to the integrated circuit controller; the lightweight vehicle-mounted controller is used for controlling a train based on a train control instruction, and is also used for feeding back train state information to the integrated line controller. The system has more free debugging time and is convenient to debug.

Description

Full-automatic operation system and method based on centralized communication

Technical Field

The invention relates to the technical field of rail transit, in particular to a full-automatic operation system and method based on centralized communication.

Background

Full automatic operation (Fully Automatic Operation, FAO) system: the system is a fully-automatic and highly-centralized control train operation control system, and is a new-generation urban rail transit system for realizing the automation of the train operation process based on the technologies of modern computers, communication, control, comprehensive monitoring, system integration and the like. Compared with the existing train control (Communication Based Train Control, CBTC) system based on communication of urban rail transit, the full-automatic operation system introduces the latest technology in the fields of automatic control, optimal control, artificial engineering and the like, and further improves the degree of automation. The full-automatic operation system has the outstanding advantages of safer, more efficient, more energy-saving, more economical and higher service level, and has become the development direction of urban rail transit technology.

After the traditional CBTC system is upgraded to a fully automatic operation system, although the CBTC function is upgraded, the related functions of the fully automatic operation are increased, and the automation level of the system is improved, the complicated structure of the CBTC system cannot be fundamentally changed after the traditional CBTC system is upgraded to a FAO system. The innovative applications still use traditional design logic, are not broken through in the aspects of specific engineering design, operation and maintenance of equipment composition, network architecture, interfaces and the like, and have the following problems:

Normal operation is ensured as much as possible during the implementation of the reconstruction engineering, and system debugging can only be performed at night debugging points. However, after the routine maintenance fault maintenance and other professional debugging points are removed, the debugging points reserved for the signal system are often limited, and meanwhile, the ground and the vehicle are required to be coordinated for debugging on the same day, so that the overall debugging time is limited on the premise of not affecting the normal operation, and great inconvenience is caused to debugging.

Disclosure of Invention

The invention provides a full-automatic operation system and a method based on centralized communication, which are used for solving the defects that the system debugging time is limited and the debugging is inconvenient in the prior art, and realizing the full-automatic operation system based on the centralized communication.

The invention provides a full-automatic operation system based on centralized communication, which comprises: ground control equipment, lightweight vehicle-mounted controller and track side equipment, ground control equipment is including integration line controller and drive and adopt the unit, wherein:

The integrated circuit controller is respectively in communication connection with the driving and collecting unit and the lightweight vehicle-mounted controller, and is used for sending a train control instruction to the lightweight vehicle-mounted controller and/or a trackside control instruction to the driving and collecting unit based on control information sent by the central train automatic monitoring system;

the driving and collecting unit is connected with the trackside equipment and is used for collecting state information of the trackside equipment based on the trackside control instruction and/or controlling the trackside equipment based on the trackside control instruction, and the driving and collecting unit is also used for feeding back the state information of the trackside equipment to the integrated circuit controller;

the lightweight vehicle-mounted controller is used for controlling the train based on the train control instruction, and is also used for feeding back train state information to the integrated line controller;

the integrated line controller is also used for feeding back the train state information and the state information of the trackside equipment to the central train automatic monitoring system.

According to the full-automatic operation system based on centralized communication, the integrated line controller comprises safety functions in train operation, and the safety functions comprise the following functions: the system comprises a train dormancy awakening function, a train speed-distance curve control function, a train recommended speed curve control function, a train entering stop control function, a train communication supervision function, a train leaving/entering warehouse control function, a train auxiliary driving control function, a train jump stop/buckle control function, a train turning back and changing end control function, a train running control function, a platform departure control function, a track section control function, a protection section control function, a track approach control function, a turnout control function, a signal control function, a train remote emergency braking function, a train snow and rain mode switching function, a train temporary speed limit management function, a train occupation judging function, a section permanent report occupation (Always Report Block, ARB) judging function and a safety protocol function.

According to the full-automatic operation system based on centralized communication, the dormancy wakeup function of the train is realized by the following method:

the integrated line controller sends a train dormancy instruction to a lightweight vehicle-mounted controller positioned on a train on a dormant track, and the train dormancy instruction is used for instructing the lightweight vehicle-mounted controller to send a train power-down instruction to the train so as to enable the train to enter a power-down mode;

when the integrated line controller determines that the train needs to be awakened based on control information sent by the central train automatic monitoring system, the integrated line controller sends a train awakening instruction to a lightweight vehicle-mounted controller on the train on the dormant track, and the train awakening instruction is used for indicating the lightweight vehicle-mounted controller to send a train power-on instruction to the train so as to enable the train to enter a power-on mode.

According to the full-automatic operation system based on centralized communication provided by the invention, the full-automatic operation system further comprises: the vehicle-mounted control device comprises a transponder transmission unit and a vehicle-mounted access unit, wherein the transponder transmission unit, the vehicle-mounted access unit and the lightweight vehicle-mounted controller form the vehicle-mounted control device, and the vehicle-mounted control device comprises the following components:

The transponder transmission unit is used for interacting with a ground transponder;

the vehicle-mounted access unit is used for communication interaction with the integrated circuit controller.

According to the full-automatic operation system based on centralized communication, the lightweight vehicle-mounted controller comprises the following functions: the system comprises a train speed measuring and ranging function, a train position management function, a train overspeed protection function, a train integrity supervision function, a train speed-distance curve execution function, a train zero speed judgment function, a train degeneration protection function, a train control command execution/supervision function, a train man-machine interaction function, a train power-on self-checking and initializing function, a train daily check function and a train registration/cancellation function.

According to the full-automatic operation system based on centralized communication, the train overspeed protection function is realized by the following method:

the lightweight vehicle-mounted controller receives target speed or target distance sent by the transponder transmission unit, wherein the target speed or the target distance is obtained by the transponder transmission unit through interaction with the ground transponder;

the lightweight vehicle-mounted controller performs overspeed protection control on the train according to current running information of the train based on the target speed or the target distance, wherein the current running information comprises the current running speed, the braking rate and wheel abrasion compensation of the train.

The full-automatic running system based on centralized communication, provided by the invention, further comprises a central train automatic monitoring system, wherein the central train automatic monitoring system is used for sending control information to the integrated line controller.

According to the full-automatic operation system based on centralized communication, a set of integrated circuit controllers is respectively arranged on each positive line of a railway line, a set of driving and collecting units is respectively and correspondingly arranged at each stage of centralized station of the railway line, a set of integrated circuit controllers and a set of driving and collecting units are respectively arranged on each field section part line of the railway line, and a set of central train automatic monitoring system is respectively arranged at a dispatching center corresponding to each railway line.

The invention also provides a full-automatic operation method based on centralized communication, which is applied to the integrated circuit controller, and comprises the following steps:

receiving control information sent by a central train automatic monitoring system;

transmitting a train control instruction to the lightweight vehicle-mounted controller based on the control information and/or transmitting a trackside control instruction to the drive-mining unit, wherein the train control instruction is used for controlling a train, and the trackside control instruction is used for acquiring state information of trackside equipment and/or controlling the trackside equipment;

And receiving train state information fed back by the lightweight vehicle-mounted controller and/or state information of the trackside equipment fed back by the driving and mining unit.

The invention also provides a full-automatic operation device based on centralized communication, which is applied to an integrated circuit controller and comprises:

the first receiving module is used for receiving control information sent by the central train automatic monitoring system;

the transmission module is used for transmitting a train control instruction to the lightweight vehicle-mounted controller based on the control information and/or transmitting a trackside control instruction to the driving unit, wherein the train control instruction is used for controlling a train, and the trackside control instruction is used for acquiring equipment information of trackside equipment and/or controlling the trackside equipment;

and the second receiving module is used for receiving train state information fed back by the lightweight vehicle-mounted controller and/or state information of the trackside equipment fed back by the drive unit.

The invention also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor realizes the full-automatic running method based on centralized communication when executing the program.

The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a fully automatic operation method based on centralized communication as described in any of the above.

The invention also provides a computer program product comprising a computer program which when executed by a processor implements a fully automatic method of operation based on centralized communication as described in any one of the above.

According to the full-automatic running system and method based on centralized communication, the control function and the drive and acquisition function are centralized in the integrated line controller, so that the functions of the vehicle controller are simplified, when the ground equipment is debugged during the implementation of a reconstruction project, the lightweight vehicle-mounted controller is not required to be debugged, the train time is not required to be coordinated, and the debugging time is more free and convenient to debug. And the integrated circuit controller simplifies the structure of ground control equipment, further simplifies the interface level, reduces the number of interfaces and further reduces the communication pressure of the system.

Drawings

In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is a schematic diagram of a fully automatic operation system based on centralized communication according to an embodiment of the present invention;

FIG. 2 is a second schematic structural diagram of a centralized communication-based fully automatic operation system according to an embodiment of the present invention;

fig. 3 is a schematic diagram of a working principle of a driving unit according to an embodiment of the present invention;

fig. 4 is a schematic structural diagram of an integrated circuit controller according to an embodiment of the present invention;

FIG. 5 is a schematic flow chart of a full-automatic operation method based on centralized communication according to an embodiment of the present invention;

fig. 6 is a schematic structural diagram of a fully automatic running device based on centralized communication according to an embodiment of the present invention;

fig. 7 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.

Reference numerals:

110. a central ATS; 120. an integrated line controller; 130. a drive and recovery unit; 140. a trackside apparatus; 150. a lightweight vehicle-mounted controller; 160. and (5) a train.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The full-automatic operation system in the prior art mainly comprises the following equipment: in-vehicle apparatus, ground apparatus, and trackside apparatus, wherein the in-vehicle apparatus (Vehicle on board Control, VOBC) includes: an on-board train automatic protection system (Automatic Train Protection, ATP), an on-board train automatic driving system (Automatic Train Operation, ATO), an on-board auxiliary driving system (Assistant Operation Module, AOM), and the like; the ground equipment includes: a train automatic monitoring system (Automatic Train Supervision, ATS), zone Controllers (ZCs), computer interlocks (Computer Interlocking, CI), and data communication systems (Digtal Communication System, DCS), and the like. The structure of the existing full-automatic operation system is complex, subsystems are multiple, interfaces between the subsystems are numerous, the repeatability of data transmitted in each interface is high, and the waste of communication resources is caused while the information transmission time delay is prolonged. And because of the multiple subsystems, the internal logic of the existing full-automatic operation system is relatively complex, and the fault point is increased while the system construction cost and the maintenance cost are increased. Further, the vehicle-mounted equipment in the existing full-automatic running system comprises a plurality of subsystems such as a vehicle-mounted train automatic protection system (ATP), a vehicle-mounted train automatic driving system (ATO) and a vehicle-mounted auxiliary driving system (AOM), and the ground equipment and the vehicle-mounted equipment are required to be coordinated to be debugged on the same day during the implementation of a reconstruction project, so that the system can only be debugged at night to ensure the normal running of the train as much as possible, but after routine maintenance fault maintenance and other professional debugging points are removed, the debugging points left for the full-automatic running system are extremely limited, so that the debugging time is limited, and the debugging is greatly unchanged.

In order to solve the above-mentioned technical problem of the existing full-automatic operation system, fig. 1 is a schematic structural diagram of the full-automatic operation system based on centralized communication according to an embodiment of the present invention, as shown in fig. 1, the full-automatic operation system based on centralized communication includes: ground control equipment, lightweight vehicle-mounted controller 150 and trackside equipment 140, the ground control equipment includes integrated circuit controller 120 and drive and mining unit 130, wherein:

the integrated line controller 120 is respectively in communication connection with the driving unit 130 and the lightweight vehicle-mounted controller 150, and the integrated line controller 120 is configured to send a train control instruction to the lightweight vehicle-mounted controller 150 and/or send a trackside control instruction to the driving unit 130 based on control information sent by the central train automatic monitoring system 110;

the driving unit 130 is connected to the trackside equipment 140, and is configured to collect status information of the trackside equipment 140 based on the trackside control instruction, and/or control the trackside equipment 140 based on the trackside control instruction, where the driving unit 130 is further configured to feed back the status information of the trackside equipment 140 to the integrated circuit controller 120;

The lightweight in-vehicle controller 150 is configured to control the train 160 based on the train control instruction, and the lightweight in-vehicle controller 150 is further configured to feed back train status information to the integrated line controller 120;

the integrated line controller 120 is further configured to feed back the train status information and the status information of the trackside equipment 140 to the central train automatic monitoring system 110.

Specifically, the fully automatic operation system based on centralized communication in the present embodiment includes a ground control device, which includes an integrated line controller 120 (Integrated line controller, ILC) and a drive unit 130, a lightweight vehicle controller 150 (Lightweight vehicle controller, LVC), and a trackside device 140. Fig. 2 is a second schematic structural diagram of a fully automatic operation system based on centralized communication according to an embodiment of the present invention, as shown in fig. 2, the integrated line controller 120 is respectively connected to the driving unit 130 and the lightweight vehicle-mounted controller 150 in a communication manner, and the integrated line controller 120 may be connected to the train 160 through an Access Point (AP) in a communication manner, and further connected to the lightweight vehicle-mounted controller 150 provided on the train 160 in a communication manner. The integrated line controller 120 is also communicatively coupled to a central train automatic monitoring system 110, the central train automatic monitoring system 110 (ATS) being disposed in a dispatch center corresponding to the train operating line. The central train automatic monitoring system 110 may send control information to the integrated line controller 120 based on the running requirement of the train 160, where the control information may include, for example, a control instruction for the train 160 or the trackside device 140, and the control information may also include operation information of the train 160, and the embodiment is not specifically limited herein.

The integrated line controller 120 is configured to send a train control command to the lightweight vehicle controller based on the received control information sent by the central train automatic monitoring system 110, and/or send a trackside control command to the drive unit 130 based on the control information.

Fig. 3 is a schematic diagram of an operating principle of a driving unit 130 according to an embodiment of the present invention, where, as shown in fig. 3, the driving unit 130 is connected to a trackside device 140, and the trackside device 140 may include: axle counter, signal machine, switch machine, garage door and car washer, etc. After receiving the trackside control instruction sent by the integrated line controller 120, the driving and collecting unit 130 collects the state information of the trackside equipment 140 based on the trackside control instruction and/or controls the trackside equipment 140 based on the trackside control instruction, and further, the driving and collecting unit 130 not only has the function of collecting the state information of the trackside equipment 140, but also can have the function of accessing the state information of the trackside equipment 140. After the driving unit 130 collects the state information of the trackside device 140, the state information of the trackside device 140 needs to be fed back to the integrated line controller 120 based on the trackside control instruction, and the driving unit 130 belongs to a system device with a SIL (Safety integrity level, safety integrity class) of 4 safety levels.

The lightweight in-vehicle controller 150 is provided on the train 160, and the lightweight in-vehicle controller 150 controls the train 160 based on the train control command transmitted from the integrated line controller 120, and further, the lightweight in-vehicle controller 150 is also configured to feed back train state information of the train 160 to the integrated line controller 120. For the train status information fed back by the lightweight vehicle controller 150 and the status information of the trackside equipment 140 fed back by the drive and mining unit 130, the integrated line controller 120 feeds back the information to the central train automatic monitoring system 110.

The full-automatic running system based on centralized communication aims at realizing automatic driving control of the train, and optimizes system architecture and function allocation based on the existing full-automatic running system. The integrated line controller centralized on the ground is adopted, speed-distance curves and the like of all trains in the whole line range are uniformly calculated on the ground, the trains are uniformly scheduled, the control of the whole line trains is completed, and the energy conservation, synergy and intelligent management of the rail transit can be more effectively realized.

According to the full-automatic operation system based on centralized communication, the control function and the drive and acquisition function are centralized in the integrated line controller 120, so that the functions of a vehicle controller are simplified, when debugging is performed during the implementation of a reconstruction project, the ground equipment is mainly debugged, the lightweight vehicle-mounted controller 150 is not required to be debugged, train time is not required to be coordinated, and the debugging time is more free and convenient to debug. And the integrated circuit controller 120 simplifies the structure of ground control equipment, further simplifies interface hierarchy, reduces the number of interfaces, and further reduces the communication pressure of the system.

In one embodiment, the integrated circuit controller 120 includes safety functions in operation of the train 160, including the following functions: the system comprises a train dormancy awakening function, a train speed-distance curve control function, a train recommended speed curve control function, a train station entering and stopping control function, a train communication supervision function, a train departure/warehouse entry control function, a train auxiliary driving control function, a train jump stop/buckle control function, a train turn-back and change-over control function, a train operation control function, a platform departure control function, a track section control function, a protection section control function, a track route control function, a turnout control function, a traffic signal control function, a train remote emergency braking function, a train snow and rain mode switching function, a train temporary speed limit management function, a train occupation judging function, a section ARB judging function and a safety protocol function.

Specifically, the integrated line Controller 120 (ILC) is formed by integrating part of functions of a ground area Controller (Zone Controller, ZC), a main control layer of CI equipment, and on-board CBTC equipment (ATP and ATO), and has main functions of controlling and collecting line resources within a management range, and implementing some train safety functions such as controlling a speed-distance curve of the train 160, and the integrated line Controller 120 belongs to a system device of SIL4 safety level.

Fig. 4 is a schematic structural diagram of an integrated circuit controller 120 according to an embodiment of the present invention, and as shown in fig. 4, the architecture of the integrated circuit controller 120 includes three layers: a hardware layer, a cloud platform system layer and a business function layer.

The hardware layer comprises a power panel, a main control panel and a communication board. The power panel is a safe power source for powering up the whole integrated circuit controller 120, and redundancy is performed by using double power panels, so that the safety and reliability of the whole integrated circuit controller 120 are ensured. The communication board is used for sending external data of the main control board, sending the data to the external equipment, and receiving the data forwarded to the corresponding main control board by the external equipment, and the communication board realizes external communication of the whole integrated circuit controller 120, is an external gateway of the whole integrated circuit controller 120, and has a red-blue network redundancy design. The main control board is a core processing module of the whole integrated circuit controller 120, each main control board adopts a 2-out-of-2 safety design, namely, each main control board adopts 2 sets of identical main control module designs, each set of main control module can independently operate, in the same period, 2 main control modules in the current main control board receive identical data, and the same period operation is finished, and the same data is externally output. If the main control module decides that the external different data are received in the current period, carrying out packet loss processing; and the main control module judges that different data are sent to the outside, and the data are not sent to the outside. Each main control module comprises a multi-core central processing unit (Central Processing Unit/Processor, CPU), a network card for external communication, a memory chip, a EMMC (Embedded Multi Media Card) memory chip, a RTC (Real Time Clock) clock chip, a temperature sensor and other devices. According to the actual conditions of the length of the on-site lines, the number of trains running on the line and the like, the number of the main control board cards can be specifically configured, and the requirement that the integrated line controller 120 in the ground control equipment manages the line resources of the whole line and the trains 160 can be met.

Cloud platform system layer: the cloud security platform system comprises a virtual cloud security real-time operating system and a security platform system. The virtual cloud operation safe real-time operating system is mainly characterized in that an independent virtual host is virtualized through a virtualization technology of the virtualized safe operating system, and each virtual host can respectively run different application system programs and calculate or run different functional modules. The security platform system mainly operates in a virtual host, and 2-out-of-2 security design is performed by binding the virtual host and a main control board, and meanwhile, according to the fact that in the same main control module, an independent virtual host is required to be arranged and used as a communication gateway of the current main control module to the non-current main control module. The safety platform system can be designed into a 2-out-of-2 safety design according to different main control boards, so that the safety and reliability of the whole equipment are ensured.

The service function layer mainly integrates the functions of the ground equipment ZC, CI, ATO, AOM system and part of the functions of the vehicle-mounted ATP. The main functions of the service function layer include: the system comprises a train dormancy awakening function, a train speed-distance curve control function, a train recommended speed curve control function, a train station entering and stopping control function, a train communication supervision function, a train departure/warehouse entry control function, a train auxiliary driving control function, a train jump stop/buckle control function, a train turn-back and change-over control function, a train operation control function, a platform departure control function, a track section control function, a protection section control function, a track route control function, a turnout control function, a traffic signal control function, a train remote emergency braking function, a train snow and rain mode switching function, a train temporary speed limit management function, a train occupation judging function, a section ARB judging function, a safety protocol function and the like.

In the full-automatic operation system based on centralized communication in the above embodiment, functions such as train safety are integrated in the integrated line controller 120, so that the types and the number of ground control devices are simplified, and the problems of multiple ground devices, complex line connection, disordered internal logic, high system construction cost and multiple fault points in the existing full-automatic operation system are solved.

In one embodiment, the train dormancy wakeup function is implemented by the following method:

the integrated line controller 120 sends a train sleep instruction to the lightweight vehicle-mounted controller 150 located on the train 160 on the sleep track, where the train sleep instruction is used to instruct the lightweight vehicle-mounted controller 150 to send a train power-down instruction to the train 160 so as to make the train 160 enter a power-down mode;

when the integrated line controller 120 determines that the train 160 needs to be awakened based on the control information sent by the central automatic train monitoring system 110, the integrated line controller 120 sends a train awakening instruction to the lightweight vehicle-mounted controller 150 located on the train 160 on the dormant track, where the train awakening instruction is used to instruct the lightweight vehicle-mounted controller 150 to send a train power-up instruction to the train 160, so that the train 160 enters a power-up mode.

Specifically, when the integrated line controller ILC120 determines that the current train 160 is on the sleep rail and needs to sleep according to the schedule, the integrated line controller 120 sends a train sleep instruction to the lightweight vehicle-mounted controller 150 on the train 160, the lightweight vehicle-mounted controller 150 receives the instruction and forwards the instruction to the train 160 for power down, and after the train 160 enters the power down mode, the lightweight vehicle-mounted controller 150 operates normally to perform position supervision of the train 160, and because the safety related functions of the train 160 are all arranged on the integrated line controller 120, the functions of the lightweight vehicle-mounted controller 150 are less, and thus the power consumption is less, namely, the 24-hour operation of the lightweight vehicle-mounted controller 150 can be satisfied under the condition of supplying power to the backup battery. When the power down of the train 160 is completed, the lightweight vehicle controller 150 always communicates normally with the integrated line controller 120 to report the current train position. When the integrated line controller 120 wakes up the train 160 according to the schedule, a wake-up command is immediately sent to the lightweight vehicle-mounted controller 150, after the lightweight vehicle-mounted controller 150 receives the train wake-up command of the integrated line controller 120, a power-up command is sent to the train 160, and after the train 160 is powered up, the self-checking work of the whole vehicle is performed. Compared with the traditional dormancy wakeup method of the full-automatic operation system, the dormancy wakeup method simplifies the interaction flow, does not need to use a dormancy wakeup transponder, greatly improves the operation efficiency of the whole system and reduces the cost of system construction.

In one embodiment, as shown in fig. 2, the centralized communication-based fully automatic operation system further comprises: a transponder transmission unit (Broadband Transfer Mode, BTM) and a vehicle access unit (Train Access Unit, TAU), the transponder transmission unit, the vehicle access unit and the lightweight vehicle controller 150 constituting a vehicle control device, wherein:

the vehicle-mounted access unit is used for communication interaction with the integrated circuit controller 120.

In one embodiment, the lightweight vehicle controller 150 includes the following functions: the system comprises a train speed measuring and ranging function, a train position management function, a train overspeed protection function, a train integrity supervision function, a train speed-distance curve execution function, a train zero speed judgment function, a train degeneration protection function, a train control command execution/supervision function, a train man-machine interaction function, a train power-on self-checking and initializing function, a train daily check function and a train registration/cancellation function.

Specifically, the lightweight vehicle controller 150 (LVC) is formed by fusing part of the functional fusion auxiliary driving device AOM systems of the original vehicle-mounted communication-based train control (Communication Based Train Control, CBTC) devices, including the train automatic protection system (Automatic Train Protection, ATP) and the train automatic driving system (Automatic Train Operation, ATO). The light-weight vehicle-mounted controller 150 has the main functions of train positioning, speed-distance curve execution, overspeed protection and the like, and belongs to SIL4 security level system equipment.

Compared with the traditional vehicle-mounted equipment system, in the embodiment of the application, the safety functions of mobile authorization management, calculation of a speed-distance curve, parking area protection (emergency button supervision, red light false triggering, station door linkage and station door supervision), train dormancy awakening control function, automatic car washing, jump processing, interval evacuation, fire disaster processing, rain and snow mode, auxiliary driving and the like are put down to the integrated line controller 120, and further the lightweight vehicle-mounted controller 150 is obtained. The train 160 provided with the lightweight vehicle-mounted controller 150 can run online after completing vehicle debugging and signal interface debugging, and only the integrated line controller 120 is required to be debugged during the implementation of the subsequent reconstruction engineering, so that the lightweight vehicle-mounted controller 150 is not required to be debugged again. Further, although the lightweight vehicle-mounted controller 150 has a simple function, the integrated line controller 120 outputs a speed-distance curve, train control instructions (traction, braking, activation end, door opening and closing, traction cutting, emergency braking, etc.), train operation information, etc. to the lightweight vehicle-mounted controller 150, so that the lightweight vehicle-mounted controller 150 can perform supervision and protection execution after receiving the relevant instruction information, and the safety of the train 160 can be ensured.

In one embodiment, the train overspeed protection function is implemented by the following method:

the lightweight vehicle-mounted controller 150 receives a target speed or a target distance sent by the transponder transmission unit, wherein the target speed or the target distance is obtained by the transponder transmission unit through interaction with the ground transponder;

the lightweight vehicle-mounted controller 150 performs overspeed protection control on the train 160 according to current running information of the train 160 based on the target speed or the target distance, the current running information including a front running speed, a braking rate, and wheel wear compensation of the train 160.

Specifically, when the train 160 passes over the ground transponder, the ground transponder receives electromagnetic energy emitted by the vehicle antenna of the train 160, and converts the electromagnetic energy into electric energy, so that an electronic circuit in the ground transponder works, and data stored in the ground transponder, such as a target speed or a target distance, is circularly transmitted until the electric energy disappears. After receiving the target speed or the target distance sent by the ground transponder, the transponder transmission unit on the train 160 sends the target speed or the target distance to the lightweight vehicle-mounted controller 150, and the lightweight vehicle-mounted controller 150 performs overspeed protection on the train 160 based on the target speed or the target distance and the current running information of the train 160.

In one embodiment, the system further comprises a central train automatic monitoring system 110, said central train automatic monitoring system 110 being adapted to send control information to said integrated line controller 120.

Specifically, the full-automatic running system based on centralized communication may further include a central train automatic monitoring system 110, where the central train automatic monitoring system 110 is disposed in a dispatching center and is configured to send control information to the integrated line controller 120, and further configured to receive train status information sent by the integrated line controller 120 and status information of the trackside equipment 140.

In one embodiment, a set of integrated circuit controllers 120 is disposed on each positive line of a railway line, a set of driving and mining units 130 is disposed at each stage of centralized stations of the railway line, a set of integrated circuit controllers 120 and a set of driving and mining units 130 are disposed on each field section part line of the railway line, and a set of central train automatic monitoring system 110 is disposed at each dispatching center corresponding to each railway line.

Specifically, a set of integrated line controllers 120 (ILCs) are disposed on the line of each positive line section of the railway line, and the apparatus may be placed in a primary centralized station in the middle of the positive line. A set of drive and mining units 130 are arranged in each primary centralized station for information acquisition and access of all the trackside equipment 140 in the primary centralized station and control of the trackside equipment 140. Wherein the trackside apparatus 140 includes: the device comprises a shaft counter, a signal machine, a shielding door, a turnout switch machine, an emergency stop button, a gap detection, a door opening and closing again, a departure button and the like. Each station is provided with a set of station ATS and a backbone data communication system (Distributed Control System, DCS).

Each field section part line is provided with a set of integrated line controller 120 (ILC), a set of driving and mining unit 130 and a set of station ATS, wherein the trackside equipment 140 driven and mining by the driving and mining unit 130 comprises: axle counter, signal machine, switch machine, garage door and car washer, etc. The dispatching center is provided with a set of central ATS equipment, which is mainly used for interfacing with a comprehensive monitoring, language system, passenger information system (Passenger Information System, PIS) and a vehicle-mounted broadcasting system (PA), and simultaneously interacting with command train status data and trackside equipment 140 status data of the integrated line controller 120, and completing management and control of the subway operation train 160 and trackside equipment 140 together with the integrated line controller 120.

Fig. 5 is a flow chart of a full-automatic operation method based on centralized communication according to an embodiment of the present invention, where the full-automatic operation method based on centralized communication is applied to an integrated line controller 120, as shown in fig. 5, and the method includes:

step 501, receiving control information sent by the central train automatic monitoring system 110;

step 502, sending a train control instruction to the lightweight vehicle-mounted controller 150 and/or sending a trackside control instruction to the drive unit 130 based on the control information, wherein the train control instruction is used for controlling a train 160, and the trackside control instruction is used for collecting state information of trackside equipment 140 and/or controlling the trackside equipment 140;

Step 503, receiving train status information fed back by the lightweight vehicle-mounted controller 150, and/or status information of the trackside equipment 140 fed back by the driving unit 130.

Specifically, the integrated line controller 120 receives control information sent by the central train automatic monitoring system 110, and the integrated line controller 120 sends a train control instruction to the lightweight vehicle controller based on the received control information sent by the central train automatic monitoring system 110 and/or sends a trackside control instruction to the drive unit 130 based on the control information. Wherein the train control instructions are for controlling the train 160, the trackside control instructions are for collecting device information for the trackside device 140, and/or for controlling the trackside device 140. The lightweight in-vehicle controller 150 executes the train control command after receiving the train control command, and feeds back train status information to the integrated line controller 120. The driving unit 130 performs a corresponding driving operation or a control operation after receiving the control instruction of the trackside equipment 140, and also feeds back status information of the trackside equipment 140 to the integrated line controller 120.

According to the full-automatic operation method based on centralized communication, the control function and the drive and acquisition function are centralized in the integrated line controller 120, so that the functions of the vehicle controller are simplified, when the ground equipment is debugged during the implementation of a reconstruction project, the lightweight vehicle-mounted controller 150 is not required to be debugged, train time is not required to be coordinated, and the debugging time is more free and convenient to debug. And the integrated circuit controller 120 simplifies the structure of ground control equipment, further simplifies interface hierarchy, reduces the number of interfaces, and further reduces the communication pressure of the system.

The full-automatic operation device based on centralized communication provided by the invention is described below, and the full-automatic operation device based on centralized communication described below and the full-automatic operation method based on centralized communication described above can be correspondingly referred to each other.

Fig. 6 is a schematic structural diagram of a centralized communication-based fully automatic operation device according to an embodiment of the present invention, where the centralized communication-based fully automatic operation device is applied to an integrated line controller 120, as shown in fig. 6, the centralized communication-based fully automatic operation device 600 includes: a first receiving module 601, a transmitting module 602 and a second receiving module 603;

a first receiving module 601, configured to receive control information sent by the central train automatic monitoring system 110;

a transmitting module 602, configured to transmit a train control instruction to the lightweight vehicle-mounted controller 150 and/or a trackside control instruction to the drive unit 130 based on the control information, where the train control instruction is used to control a train 160, the trackside control instruction is used to collect device information of a trackside device 140, and/or is used to control the trackside device 140;

the second receiving module 603 is configured to receive train status information fed back by the lightweight vehicle-mounted controller 150 and/or status information of the trackside equipment 140 fed back by the driving and collecting unit 130.

According to the full-automatic running device based on centralized communication, the control function and the drive and acquisition function are centralized in the integrated line controller 120, so that the functions of a vehicle controller are simplified, when debugging is performed during the implementation of a reconstruction project, the ground equipment is mainly debugged, the lightweight vehicle-mounted controller 150 is not required to be debugged, train time is not required to be coordinated, and the debugging time is more free and convenient to debug. And the integrated circuit controller 120 simplifies the structure of ground control equipment, further simplifies interface hierarchy, reduces the number of interfaces, and further reduces the communication pressure of the system.

Fig. 7 illustrates a physical schematic diagram of an electronic device, as shown in fig. 7, which may include: processor 710, communication interface (Communications Interface) 720, memory 730, and communication bus 740, wherein processor 710, communication interface 720, memory 730 communicate with each other via communication bus 740. Processor 710 may invoke logic instructions in memory 730 to perform a fully automated method of operation based on centralized communication, the method comprising:

Receiving control information sent by the central train automatic monitoring system 110;

transmitting a train control instruction to the lightweight vehicle-mounted controller 150 and/or transmitting a trackside control instruction to the drive unit 130 based on the control information, wherein the train control instruction is used for controlling a train 160, the trackside control instruction is used for acquiring state information of trackside equipment 140 and/or controlling the trackside equipment 140;

train state information fed back by the lightweight vehicle-mounted controller 150 and/or state information of the trackside equipment 140 fed back by the drive and mining unit 130 are received.

Further, the logic instructions in the memory 730 described above may be implemented in the form of software functional units and may be stored in a computer readable storage medium when sold or used as a stand alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product, where the computer program product includes a computer program, where the computer program can be stored on a non-transitory computer readable storage medium, where the computer program when executed by a processor can perform a fully automatic running method based on centralized communication provided by the above methods, and the method includes:

In yet another aspect, the present invention further provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, is implemented to perform the method for fully automatic operation based on centralized communication provided by the above methods, the method comprising:

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A centralized communication-based full-automatic operation system, comprising: ground control equipment, lightweight vehicle-mounted controller and track side equipment, ground control equipment is including integration line controller and drive and adopt the unit, wherein:

2. The centralized communication-based fully automatic operation system according to claim 1, wherein the integrated line controller comprises a safety function in train operation, the safety function comprising the functions of: the system comprises a train dormancy awakening function, a train speed-distance curve control function, a train recommended speed curve control function, a train station entering and stopping control function, a train communication supervision function, a train departure/warehouse entry control function, a train auxiliary driving control function, a train jump stop/buckle control function, a train turn-back and change-over control function, a train operation control function, a platform departure control function, a track section control function, a protection section control function, a track route control function, a turnout control function, a traffic signal control function, a train remote emergency braking function, a train snow and rain mode switching function, a train temporary speed limit management function, a train occupation judging function, a section ARB judging function and a safety protocol function.

3. The centralized communication-based fully automatic operation system according to claim 2, wherein the train dormancy wakeup function is implemented by:

4. The centralized communication-based fully automatic operation system according to claim 1, further comprising: the vehicle-mounted control device comprises a transponder transmission unit and a vehicle-mounted access unit, wherein the transponder transmission unit, the vehicle-mounted access unit and the lightweight vehicle-mounted controller form the vehicle-mounted control device, and the vehicle-mounted control device comprises the following components:

5. The centralized communication-based fully-automatic operation system according to claim 4, wherein the lightweight vehicle-mounted controller comprises the following functions: the system comprises a train speed measuring and ranging function, a train position management function, a train overspeed protection function, a train integrity supervision function, a train speed-distance curve execution function, a train zero speed judgment function, a train degeneration protection function, a train control command execution/supervision function, a train man-machine interaction function, a train power-on self-checking and initializing function, a train daily check function and a train registration/cancellation function.

6. The centralized communication-based fully automatic operation system according to claim 5, wherein the train overspeed protection function is implemented by the following method:

7. The centralized communication-based fully automatic operation system according to any one of claims 1 to 6, further comprising a central train automatic monitoring system for transmitting control information to the integrated line controller.

8. The full-automatic operation system based on centralized communication according to claim 7, wherein a set of integrated line controllers is respectively deployed on each positive line of a railway line, a set of driving and mining units is respectively and correspondingly deployed at each stage of centralized station of the railway line, a set of integrated line controllers and a set of driving and mining units are respectively deployed on each field section part line of the railway line, and a set of central train automatic monitoring system is respectively deployed at each dispatching center corresponding to each railway line.

9. A full-automatic operation method based on centralized communication, which is applied to an integrated line controller, the method comprising:

10. A fully automatic operation device based on centralized communication, characterized in that it is applied to an integrated line controller, said device comprising: