CN111806523A

CN111806523A - FZL300 type full-automatic operation system

Info

Publication number: CN111806523A
Application number: CN202010617778.2A
Authority: CN
Inventors: 牛建华; 郭晓明; 邓红元; 孙晓光; 刘鲁鹏; 张楠乔; 郑志敏
Original assignee: CRSC Urban Rail Transit Technology Co Ltd
Current assignee: CRSC Urban Rail Transit Technology Co Ltd
Priority date: 2020-06-30
Filing date: 2020-06-30
Publication date: 2020-10-23

Abstract

The embodiment of the invention provides an FZL300 type full-automatic operation system, which comprises: the TIAS subsystem replaces the original ATS subsystem, the AOM subsystem is newly added, the communication protocols among the interaction subsystems are unified for the TIAS subsystem, the CI subsystem, the ZC subsystem and the VOBC subsystem (including the ATP subsystem, the ATO subsystem and the AOM subsystem), the system architecture, the system function distribution and the engineering design principle are unified, the fault isolation and the automatic obstacle detection area protection of the automatic vehicle door/platform door are provided based on the interaction among the subsystems, the interaction subsystems can use the unified protocols, and the automation degree is improved. The system provided by the embodiment of the invention solves the problem that resources cannot be shared among different lines in the same line network, realizes interconnection and intercommunication, enables trains to perform collinear and cross-line operation, and also improves the automation degree.

Description

FZL300 type full-automatic operation system

Technical Field

The invention relates to the technical field of urban rail transit train operation control systems, in particular to an FZL300 type full-automatic operation system.

Background

At present, train control systems applied to urban rail transit systems mainly comprise three systems, namely a fixed block system based on a frequency shift rail circuit, a quasi-mobile block system based on a digital rail circuit and a train control system (CBTC) based on communication. The CBTC system is a mainstream train control system, realizes mobile blocking, further shortens train interval time, increases line passing capacity, and further improves urban rail transit management level and comprehensive service quality.

The CBTC system mainly includes a ZC subsystem, a CI subsystem, an ATS subsystem, an ATP subsystem, and an ATO subsystem, fig. 1 is a schematic structural diagram of the CBTC system provided in the prior art, and as shown in fig. 1, the CBTC system includes a ZC subsystem, a CI subsystem, an ATS subsystem, an ATP subsystem, and an ATO subsystem, where a direction of a connection arrow indicates a signal transmission direction.

With the further construction of urban rail transit, the CBTC system cannot meet the requirements of higher levels, and mainly includes the following two reasons:

1. in the city with opened rail transit, each line using the CBTC system generally adopts single line operation, and about 20% of the lines adopt a sectional and staged opening construction mode. Because CBTC systems of different signal manufacturers have differences in system architecture, system function distribution, communication protocols among subsystems and engineering design principles, interconnection and intercommunication among lines cannot be realized, the wiring utilization rate among the lines is low, resources among all the lines cannot be shared, the requirement of networked operation cannot be completely realized, inconvenience is brought to line network operation, and the investment cost of urban rail transit is high;

2. in a line to be opened, the requirements of comprehensive intellectualization and automation of rail transit exist, namely: the reliability, safety, usability and maintainability of the train control system are improved; the emergency disposal level of the operation/system is improved, and the labor intensity of operators is reduced; the line resource utilization rate is improved, the passenger flow is dispersed, and the passenger transfer time is reduced; the construction and operation cost is reduced, and the service quality of the travel of passengers is improved.

Therefore, how to avoid the problem that the difference of different signal manufacturers of the CBTC system in the prior art in the aspects of system architecture, system function distribution, inter-subsystem communication protocol, and engineering design principle causes that resources cannot be shared among different lines in the same urban rail transit network, trains cannot perform collinear and cross-line operations, and cannot realize automatic fault isolation of vehicle doors and platform doors, cannot realize automatic obstacle detection area protection, and has low automation degree, which still is a problem to be solved by technical personnel in the field.

Disclosure of Invention

The embodiment of the invention provides an FZL300 type full-automatic operation system, which is used for solving the problems that in the prior art, resources cannot be shared among different lines in the same urban rail transit network, a train cannot perform collinear and cross-line operation, automatic fault isolation of a vehicle door and a platform door cannot be realized, automatic obstacle detection area protection cannot be realized, and the automation degree is low due to the fact that different signal manufacturers of a CBTC system have differences in system architecture, system function distribution, inter-subsystem communication protocols and engineering design principles.

The embodiment of the invention provides an FZL300 type full-automatic operation system, which comprises: the system comprises a TIAS subsystem, a CI subsystem, a ZC subsystem and a VOBC subsystem, wherein the VOBC subsystem comprises an ATP subsystem, an ATO subsystem and an AOM subsystem; wherein the content of the first and second substances,

a communication protocol is unified between the VOBC subsystem and the ZC subsystem, a communication protocol is unified between the VOBC subsystem and the CI subsystem, a communication protocol is unified between the VOBC subsystem and the TIAS subsystem, a communication protocol is unified between the ZC subsystem and an adjacent ZC subsystem, a communication protocol is unified between the CI subsystem and an adjacent CI subsystem, and a communication protocol is unified between the TIAS subsystem and an adjacent TIAS subsystem;

the VOBC subsystem is used for carrying out information interaction with the TIAS subsystem and the CI subsystem so as to realize vehicle door fault isolation and platform door fault isolation;

and the VOBC subsystem is also used for carrying out information interaction with the ZC subsystem and the TIAS subsystem so as to realize the protection of the obstacle detection area.

Preferably, in the FZL300 type full-automatic operation system, the engineering design principles of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified;

the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem and the AOM subsystem are unified.

Preferably, in the FZL300 type full-automatic operating system, the engineering design principles of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified, which specifically includes:

unifying an HMI display interface, a vehicle-mounted electronic map, a transponder message, an arrangement principle of trackside equipment, an installation requirement of the vehicle-mounted equipment and a calculation principle of signal elements respectively.

Preferably, in the full-automatic operating system of FZL300, the signal elements specifically include:

protection zone, proximity zone, trigger zone, taximeter zone, and handover overlap zone.

Preferably, in the FZL300 type full-automatic operating system, the structures of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified, which specifically includes:

the ZC subsystem, the CI subsystem and the ATP subsystem all adopt a safety computer hardware platform with a structure of two-by-two-out-of-two;

the ATO subsystem and the AOM subsystem both adopt a computer hardware platform with a two-by-two structure;

the key equipment of the TIAS subsystem adopts a hot standby redundancy technology.

Preferably, in the FZL300 type fully automatic operation system, the unified communication protocol specifically includes:

unified physical interfaces, unified protocol types, unified communication mechanisms and unified communication information.

Preferably, in the FZL300 type fully automatic operating system, the unified communication protocol between the VOBC subsystem and the ZC subsystem, the unified communication protocol between the VOBC subsystem and the CI subsystem, the unified communication protocol between the VOBC subsystem and the TIAS subsystem, the unified communication protocol between the ZC subsystem and the adjacent ZC subsystem, the unified communication protocol between the CI subsystem and the adjacent CI subsystem, and the unified communication protocol between the TIAS subsystem and the adjacent TIAS subsystem specifically include:

recording the VOBC subsystem and the ZC subsystem as a first interactive system, recording the VOBC subsystem and the CI subsystem as a second interactive system, recording the VOBC subsystem and the TIAS subsystem as a third interactive system, recording the ZC subsystem and an adjacent ZC subsystem as a fourth interactive system, recording the CI subsystem and an adjacent CI subsystem as a fifth interactive system, and recording the TIAS subsystem and an adjacent TIAS subsystem as a sixth interactive system;

the network topology structures of the first interactive system, the second interactive system, the third interactive system, the fourth interactive system, the fifth interactive system and the sixth interactive system all adopt two links of an A network-A network and a B network-B network; the first interactive system, the second interactive system, the third interactive system, the fourth interactive system, the fifth interactive system and the sixth interactive system all uniformly adopt an RSSP-I railway signal safety communication protocol; the first interactive system, the second interactive system, the third interactive system, the fourth interactive system, the fifth interactive system and the sixth interactive system all adopt big-end byte order to carry out data transmission; the first interactive system sends information to each other according to a first preset information packet; the second interactive system sends information to each other according to a second preset information packet; the third interactive system sends information to each other according to a third preset information packet; the fourth interactive system sends information to each other according to a fourth preset information packet; the fifth interactive system sends information to each other according to a fifth preset information packet; and the sixth interactive system sends information to each other according to a sixth preset information packet.

Preferably, in the FZL300 type full-automatic operating system, the VOBC subsystem performs information interaction with the TIAS subsystem and the CI subsystem to implement vehicle door fault isolation, specifically including:

the VOBC subsystem receives vehicle door information periodically sent by a train, if a first fault signal in the vehicle door information is detected, the number of a fault vehicle door in the first fault signal is extracted, and the number of an isolation platform door corresponding to the fault vehicle door is determined based on the number of the fault vehicle door;

the VOBC subsystem transmits a first fault message to the TIAS subsystem so that the TIAS subsystem transmits the number of the isolation platform door corresponding to the fault vehicle door to the platform door system, wherein the first fault message comprises the number of the isolation platform door corresponding to the fault vehicle door;

when the train is stopped at the station and is stopped accurately and stably,

the VOBC subsystem controls to open the vehicle door, and the train controls not to open the fault vehicle door according to the number of the fault vehicle door in the obtained vehicle door message;

the VOBC subsystem further sends a platform door opening instruction to the CI subsystem to trigger the CI subsystem to control the opening of the platform door, and the platform door system controls the non-opening of the isolation platform door according to the obtained number of the isolation platform door corresponding to the fault vehicle door;

the VOBC subsystem carries out information interaction with the TIAS subsystem and the CI subsystem to realize platform door fault isolation, and specifically includes:

the TIAS subsystem receives platform door messages periodically sent by platform door systems, and if a second fault signal in the platform door messages is detected, the serial number of a fault platform door in the second fault signal is extracted;

the TIAS subsystem transmits a second fault message to the VOBC subsystem, so that the VOBC subsystem determines the number of the isolation vehicle door corresponding to the fault platform door based on the number of the fault platform door and transmits the number of the isolation vehicle door corresponding to the fault platform door to the train, wherein the second fault message comprises the number of the fault platform door;

when the train is stopped at the station and is stopped accurately and stably,

the VOBC subsystem controls to open the train door, and the train does not open the isolation train door according to the obtained number of the isolation train door corresponding to the fault platform door;

and the VOBC subsystem also sends a platform door opening instruction to the CI subsystem to trigger the CI subsystem to control the opening of the platform door, and the platform door system controls the non-opening of the fault platform door according to the obtained serial number of the fault platform door in the platform door message.

Preferably, in the FZL300 full-automatic operating system, the VOBC subsystem is further configured to perform information interaction with the ZC subsystem and the TIAS subsystem to implement obstacle detection area protection, and specifically includes:

the VOBC subsystem receives an obstacle detection activation message sent by a train, and forwards the obstacle detection activation message to the ZC subsystem to trigger the ZC subsystem to execute the following steps:

establishing a protection zone corresponding to the current position of a train, and sending activated protection distance information to other adjacent ZC subsystems in the protection zone so that the other adjacent ZC subsystems can activate the protection zone corresponding to the activated protection distance;

sending MA to VOBC subsystems belonging to other trains on a line where the train is located, wherein the MA is used for controlling the train with the train safety envelope not coincident with the protection area not to enter the protection area or controlling the train with the train safety envelope coincident with the protection area to stop in an emergency braking mode;

sending protection area activation information to the TIAS subsystem;

when the ZC subsystem receives a command for removing the protection area sent by the TIAS subsystem and a message for detecting the non-activated obstacle sent by the VOBC subsystem at the same time, or receives a command for removing the protection area sent by the TIAS subsystem and detects that the communication with the VOBC subsystem is interrupted, the ZC subsystem removes the protection area and cancels the sending of the information of the activated protection distance to other adjacent ZC subsystems in the protection area so as to enable the other adjacent ZC subsystems to remove the protection area corresponding to the activated protection distance;

and after the protection area is removed, the ZC subsystem sends MA to VOBC subsystems to which other trains on the line of the train belong, wherein the MA is used for controlling the train with the train safety envelope not coincident with the protection area to enter the protection area or controlling the train with the train safety envelope coincident with the protection area to relieve emergency braking and continue running.

The FZL300 type full-automatic operation system provided by the embodiment of the invention replaces an ATS subsystem in a CBTC system in the prior art with a TIAS subsystem, adds an AOM subsystem in comparison with the CBTC system in the prior art, unifies communication protocols among various interactive subsystems for the TIAS subsystem, the CI subsystem, the ZC subsystem and the VOBC subsystem, realizes that various interactive subsystems needing communication in the system can communicate by using a unified protocol, unifies system architecture, system function distribution and engineering design principles, and simultaneously realizes vehicle door fault isolation and platform door fault isolation by setting information interaction among the VOBC subsystem, the TIAS subsystem and the CI subsystem, and realizes obstacle detection area protection by setting information interaction among the VOBC subsystem, the ZC subsystem and the TIAS subsystem. Therefore, the system can solve the problem that resources cannot be shared among different lines in the same urban rail transit network due to the difference of different signal manufacturers in the aspects of system architecture, system function distribution, inter-subsystem communication protocols and engineering design principles in the CBTC system in the prior art, and improve the automation degree of the CBTC system by realizing automatic fault isolation of vehicle doors and platform doors and automatic barrier detection area protection. The FZL300 type full-automatic operation system provided by the embodiment of the invention realizes interconnection, so that a train can perform collinear and cross-line operation, and the automation degree is improved.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, a brief description will be given below of the drawings required for the embodiments or the technical solutions in the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.

FIG. 1 is a schematic diagram of a CBTC system provided by the prior art;

fig. 2 is a schematic structural diagram of an FZL300 full-automatic operating system according to an embodiment of the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be obtained by a person skilled in the art without inventive effort based on the embodiments of the present invention, are within the scope of the present invention.

The existing CBTC system in the prior art generally has the problems that resources can not be shared among different lines in the same urban rail transit network, trains can not carry out collinear and cross-line operation, automatic fault isolation of vehicle doors and platform doors can not be realized, automatic obstacle detection area protection can not be realized, and the automation degree is low due to the fact that different signal manufacturers have differences in system architecture, system function distribution, communication protocols among subsystems and engineering design principles. Accordingly, the embodiment of the invention provides an FZL300 type full-automatic operation system. Fig. 2 is a schematic structural diagram of an FZL300 type fully automatic operating system according to an embodiment of the present invention, as shown in fig. 2, a double-headed arrow indicates that there is an interaction between two parties connected by the double-headed arrow, a vehicle-mounted subsystem in the system includes VOBC subsystems, the most important subsystems in the VOBC subsystems are an AOM subsystem, an ATP subsystem and an ATO subsystem, a trackside subsystem in the CBTC system includes a TIAS subsystem, a CI subsystem and a ZC subsystem, wherein,

the TIAS subsystem replaces the ATS subsystem in the CBTC system in the prior art, the improvement of the TIAS subsystem relative to the original ATS subsystem is that the TIAS subsystem is a distributed computer monitoring system, the AOM subsystem is a subsystem which is added relative to the vehicle-mounted subsystem in the existing CBTC system,

specifically, to implement interconnection, one of the most important aspects needing to be unified is the communication protocol between the subsystems needing to be interacted, and the interaction is divided into the interaction between the vehicle-ground interaction and the interaction between the ground subsystems, so the vehicle-ground interaction subsystem needing to unify the communication protocol includes: a unified communication protocol between the VOBC subsystem and the ZC subsystem, a unified communication protocol between the VOBC subsystem and the CI subsystem, and a unified communication protocol between the VOBC subsystem and the TIAS subsystem; terrestrial subsystems that require a unified protocol include: the communication protocol between the ZC subsystem and the adjacent ZC subsystem, the communication protocol between the CI subsystem and the adjacent CI subsystem, and the communication protocol between the TIAS subsystem and the adjacent TIAS subsystem are unified.

In particular, to improve the automation degree of the train operation control system, it is necessary to be able to cooperate among the subsystems in the system to complete some automation operations. The vehicle door fault isolation, the platform door fault isolation and the obstacle detection area protection cannot be automatically completed in the CBTC system in the prior art, but the FZL300 type full-automatic operation system provided by the embodiment of the invention can automatically complete the functions through interactive cooperation among specific subsystems, so that the automation degree of the system is improved.

The FZL300 type full-automatic operation system provided by the embodiment of the invention replaces an ATS subsystem in a CBTC system in the prior art with a TIAS subsystem, adds an AOM subsystem in comparison with the CBTC system in the prior art, unifies communication protocols among various interactive subsystems for the TIAS subsystem, the CI subsystem, the ZC subsystem and the VOBC subsystem, realizes that various interactive subsystems needing to communicate in the system can communicate by using a unified protocol, unifies system architecture, system function distribution and engineering design principles, and simultaneously realizes vehicle door fault isolation and platform door fault isolation by setting information interaction among the VOBC subsystem, the TIAS subsystem and the CI subsystem, and realizes obstacle detection area protection by setting information interaction among the VOBC subsystem, the ZC subsystem and the TIAS subsystem. Therefore, the system can solve the problem that resources cannot be shared among different lines in the same urban rail transit network due to the difference of different signal manufacturers in the aspects of system architecture, system function distribution, communication protocols among subsystems and engineering design principles of the CBTC system in the prior art, and improve the automation degree of the CBTC system by realizing automatic vehicle door fault isolation, platform door fault isolation and obstacle detection area protection. The FZL300 type full-automatic operation system provided by the embodiment of the invention realizes interconnection, so that a train can perform collinear and cross-line operation, and the automation degree is improved.

Based on the above embodiment, in the FZL300 type fully automatic operation system,

unifying the engineering design principles of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem and the AOM subsystem;

Specifically, in order to further overcome the difference between the system architecture and the engineering design principle of the CBTC system of different signal manufacturers in the prior art, the engineering design principle and the constituent architecture of each subsystem are unified to assist in the implementation of interconnection and intercommunication of the system. Wherein unifying the engineering design principles of each subsystem comprises: unifying a display interface of the HMI, a vehicle-mounted electronic map, a transponder message, an arrangement principle of trackside equipment, an installation requirement of the vehicle-mounted equipment and a calculation principle of signal elements; the configuration architectures of the subsystems are unified, preferably, the ZC subsystem, the CI subsystem and the ATP subsystem all adopt a two-by-two-out-of-two secure computer hardware platform, the ATO subsystem and the AOM subsystem all adopt a two-by-two computer hardware platform, and the key equipment of the TIAS subsystem adopts a hot standby redundancy technology.

Meanwhile, the negative influence on interconnection and intercommunication caused by the difference of the subsystems of the CBTC systems of different signal manufacturers in the prior art in function distribution can be overcome by unifying the function distribution of the subsystems. Unified function assignment rules for the following subsystems may be provided:

1. the functions of the ZC subsystem include:

information interaction is carried out between the ZC subsystem and the CI subsystem and between the ZC subsystem and the ATP subsystem to realize the separation between the mobile authorization and the safe train; information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize train position management; information interaction is carried out between the ZC subsystem and the CI subsystem and between the ZC subsystem and the ATP subsystem to realize the protection of the blocked area; the information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize the train jump protection; information interaction is carried out between the ZC subsystem and the CI subsystem and between the ZC subsystem and the ATP subsystem to realize parking guarantee; the information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize the quick unlocking of the protection section; information interaction is carried out through the ZC subsystem and the ATP subsystem to realize the turning-back protection of the train; the ZC subsystem, the TIAS subsystem and the ATP subsystem carry out information interaction to realize temporary speed limit protection; the information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize train screening; information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize flood gate area protection; information interaction is carried out through the ZC subsystem, the CI subsystem and the ATP subsystem to realize manual screening; performing information interaction with adjacent ZC subsystems and ATP subsystems through the ZC subsystems to realize trans-district transfer protection of the train; information interaction is carried out between the ZC subsystem and the TIAS subsystem and between the ZC subsystem and the ATP subsystem to realize remote emergency braking command management; and the ZC subsystem, the TIAS subsystem and the ATP subsystem carry out information interaction to realize the management of the dormancy awakening train.

2. The functions of the CI subsystem include:

the information interaction is carried out between the CI subsystem and the ZC subsystem and between the CI subsystem and the adjacent CI subsystem to realize the protection of the blocked area; the CI subsystem and the ATP subsystem carry out information interaction to realize the protection of a car washing area; the information interaction is carried out between the CI subsystem and the ZC subsystem to realize the jump protection of the train; the information interaction is carried out between the CI subsystem and the ZC subsystem to realize the parking guarantee; the CI subsystem and the ATP subsystem carry out information interaction to realize platform gap detection; the CI subsystem, the TIAS subsystem and the ATP subsystem are used for information interaction to realize temporary speed limit protection; information interaction is carried out between the CI subsystem and the ZC subsystem to realize the protection of the flood gate area; the access control is realized by information interaction between the CI subsystem and the TIAS subsystem and between the CI subsystem and the adjacent CI subsystem; the control of the signaler is realized by information interaction between the CI subsystem and the TIAS subsystem and between the CI subsystem and the adjacent CI subsystem; the turnout control is realized by information interaction between the CI subsystem and the TIAS subsystem and between the CI subsystem and the adjacent CI subsystems; the CI subsystem, the TIAS subsystem and the adjacent CI subsystem carry out information interaction to realize the total guiding locking; the CI subsystem, the TIAS subsystem, the adjacent CI subsystem, the ZC subsystem and the ATP subsystem are used for information interaction to realize the control of the protection section; the CI subsystem and the TIAS subsystem carry out information interaction to realize the unlocking of the section fault; performing information interaction through the CI subsystem and the TIAS subsystem to realize axle counting reset/pre-reset; and the CI subsystem and the TIAS subsystem carry out information interaction to realize block and block release of the sections.

3. The functions of the TIAS subsystem include:

carrying out information interaction through the TIAS subsystem and the CI subsystem to realize axle counting reset; the turnout forced pulling is realized by information interaction between the TIAS subsystem and the CI subsystem; the temporary speed limit is realized by information interaction between the TIAS subsystem and the ZC subsystem and between the TIAS subsystem and the CI subsystem; the TIAS subsystem, the ATP subsystem and the CI subsystem perform information interaction to realize automatic train identification and automatic train tracking; the train operation adjustment is realized by information interaction between the TIAS subsystem and the ATP subsystem; the control right conversion is realized through the TIAS subsystem; the timetable compiling and management are realized through the TIAS subsystem; drawing an operation diagram through the TIAS subsystem; and the train operation monitoring is realized by information interaction between the TIAS subsystem and the ATP subsystem.

4. The functions of the ATP subsystem include:

the integrity protection of the train is realized through an ATP subsystem; the speed and distance measurement of the train is realized through an ATP subsystem; the calculation and calibration of the train position are realized through an ATP subsystem; the protection curve calculation and monitoring are realized through an ATP subsystem; realizing emergency brake monitoring through an ATP subsystem; information interaction is carried out between the ATP subsystem and the ZC subsystem to realize the protection of the blocked area; the protection of the car washing area is realized by information interaction between the ATP subsystem and the CI subsystem; the train is stopped stably and accurately through an ATP subsystem; the car door protection is realized through an ATP subsystem; the train degeneration protection is realized through an ATP subsystem; the train unconscious movement protection is realized through the ATP subsystem; the train departure monitoring is realized through an ATP subsystem; the conversion of the train driving mode is realized through an ATP subsystem; the train wheel diameter is verified through the ATP subsystem; the responder processing is realized through an ATP subsystem; the train awakening is realized by information interaction between the ATP subsystem and the ZC subsystem and between the ATP subsystem and the TIAS subsystem; the train dormancy is realized by information interaction between the ATP subsystem and the ZC subsystem and between the ATP subsystem and the TIAS subsystem; the information interaction is carried out between the ATP subsystem and the ZC subsystem to realize the jump protection of the train; information interaction is carried out between the ATP subsystem and the ZC subsystem to realize parking guarantee; the ATP subsystem, the ZC subsystem and the CI subsystem carry out information interaction to realize immediate unlocking of the protection zone; the platform gap detection is realized by information interaction between the ATP subsystem and the CI subsystem; the train turn-back protection is realized through an ATP subsystem; carrying out information interaction through the ATP subsystem and the ZC subsystem to realize manual screening; the information interaction is carried out by the ATP subsystem, the ZC subsystem and the TIAS subsystem to realize the transfer protection of the train across zones; and the ATP subsystem, the ZC subsystem and the TIAS subsystem carry out information interaction to realize remote emergency braking command response.

5. The main functions of the ATO subsystem include:

automatic door opening and closing control is realized through the ATO subsystem; the linkage of the car door and the platform door is realized by information interaction between the ATO subsystem and the ATP subsystem; the return of the train is realized by information interaction between the ATO subsystem and the ATP subsystem; the automatic control of the train is realized through an ATO subsystem; the train operation adjustment is realized by information interaction between the ATO subsystem and the ATP subsystem; automatic train operation management is realized through an ATO subsystem; and the automatic detection and processing of emergency are realized through the ATO subsystem.

6. The main functions of the AOM subsystem include:

performing information interaction through the AOM subsystem and the TIAS subsystem to realize remote dormancy instruction response; performing information interaction through the AOM subsystem and the TIAS subsystem to realize remote awakening instruction response; and the vehicle maintenance button monitoring is realized through the AOM subsystem.

Based on any one of the above embodiments, in the FZL 300-type fully automatic operating system, the engineering design principles of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified, which specifically includes:

Specifically, the engineering design principle is unified through unifying an HMI display interface, a vehicle-mounted electronic map, transponder messages, the arrangement principle of trackside equipment, the installation requirement of the vehicle-mounted equipment and the calculation principle of signal elements.

Based on any of the above embodiments, in the FZL300 type fully automatic operation system, the signal elements specifically include:

Based on any of the above embodiments, in the FZL 300-type fully automatic operating system, the configurations of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified, which specifically includes:

Specifically, the unification of the structure of each subsystem in the FZL300 type full-automatic operation system is realized by unifying the equipment structures of the ZC subsystem, the CI subsystem, the ATP subsystem, the TIAS subsystem, the ATO subsystem, and the AOM subsystem. Preferably, the ZC subsystem, the CI subsystem and the ATP subsystem all adopt a two-by-two-out-of-two structure safety computer hardware platform, the ATO subsystem and the AOM subsystem all adopt a two-by-two structure computer hardware platform, and key equipment of the TIAS subsystem adopts a hot standby redundancy technology.

The specific description is made here for the structural architecture of each subsystem in the FZL300 full-automatic operating system:

1. ZC subsystem

The ZC subsystem adopts a safety computer hardware platform with a structure of two-by-two-out-of-two, accords with a failure-safety principle, and adopts a hardware redundancy structure to improve the reliability of equipment. The ZC subsystem adopts a dual-system main-standby working mode, and according to a starting sequence, firstly, the ZC subsystem is put into operation as a main system, and then, the ZC subsystem is put into operation as a standby system. During operation, the backup system and the main system are kept synchronous, if one system fails, the system is degraded to be standby or quit operation according to different failure degrees, and the other system is automatically upgraded to be the main system to maintain the system control function.

2. CI subsystem

The CI subsystem adopts a safety computer hardware platform with a two-by-two or two structure, accords with the failure-safety principle, and adopts a hardware redundancy structure to improve the reliability of the equipment. The CI subsystem adopts a dual-system main-standby working mode, and firstly puts in operation as a main system and then puts in operation as a standby system according to a starting sequence. During operation, the backup system and the main system are kept synchronous, if one system fails, the system is degraded to be standby or quit operation according to different failure degrees, and the other system is automatically upgraded to be the main system to maintain the system control function.

3. TIAS subsystem

The TIAS subsystem is a distributed computer monitoring system and is mainly distributed in a control center, a standby control center, a main line equipment concentration station, a main line non-equipment concentration station and a vehicle section/parking lot. The key equipment of the subsystem adopts a hot standby redundancy mode, and the high reliability and availability of the system are ensured.

The standby control center equipment is basically the same as the control center equipment, and is configured in a redundancy way at different places, and the control center and the standby control center can realize manual/automatic seamless switching. Under normal conditions, the control center and the standby control center keep data synchronization; when the control center can not work normally, the control right can be handed over to the standby control center in a manual intervention or automatic mode; when the control center recovers from the fault, the data synchronization with the standby control center can be realized, and the control right is returned to the control center through manual intervention or an automatic mode after the synchronization is completed.

4. ATP subsystem

The ATP subsystem adopts a safety computer hardware platform with a single-end two-by-two-out structure, wherein a redundancy two-out mode adopts a redundancy mode of double-set input, processing and output based on hardware two-out, and the redundancy two-out mode supports cross interchange and parallel double output. The ATP subsystem adopts a dual-system main-standby working mode, and firstly puts in a main system and then puts in a standby system according to a starting sequence. During operation, the backup system and the main system are kept synchronous, if one system fails, the system is degraded to be standby or quit operation according to different failure degrees, and the other system is automatically upgraded to be the main system to maintain the system control function.

5. ATO subsystem

The ATO subsystem adopts a computer hardware platform with a single-end two-by-two structure, wherein the functional board card and the mainboard adopt 2 sets of redundancy control. The ATO subsystem adopts a dual-system main-standby working mode, and according to a starting sequence, firstly, the ATO subsystem is put into operation as a main system, and then, the ATO subsystem is put into operation as a standby system. During operation, the backup system and the main system are kept synchronous, if one system fails, the system is degraded to be standby or quit operation according to different failure degrees, and the other system is automatically upgraded to be the main system to maintain the system control function.

6. AOM subsystem

The AOM subsystem adopts a computer hardware platform with a single-end two-by-two structure and supports head-to-tail redundancy. The AOM subsystem adopts a dual-system main-standby working mode, and according to a starting sequence, firstly, the AOM subsystem is put into operation as a main system, and then, the AOM subsystem is put into operation as a standby system. During operation, the backup system and the main system are kept synchronous, if one system fails, the system is degraded to be standby or quit operation according to different failure degrees, and the other system is automatically upgraded to be the main system to maintain the system control function.

Based on any of the above embodiments, in the FZL300 type fully automatic operation system, the unified communication protocol specifically includes:

Specifically, the unification of communication protocols needs to be unified from four aspects: unified physical interfaces, unified protocol types, unified communication mechanisms and unified communication information. Therefore, a unified physical interface, a unified protocol type, a unified communication mechanism and unified communication information are needed between the VOBC subsystem and the ZC subsystem; a unified physical interface, a unified protocol type, a unified communication mechanism and unified communication information are needed between the VOBC subsystem and the CI subsystem; a VOBC subsystem and a TIAS subsystem need to unify a physical interface, a protocol type, a communication mechanism and communication information; a uniform physical interface, a uniform protocol type, a uniform communication mechanism and uniform communication information are needed between the ZC subsystem and an adjacent ZC subsystem; a unified physical interface, a unified protocol type, a unified communication mechanism and unified communication information are needed between the CI subsystem and an adjacent CI subsystem; the TIAS subsystem and the adjacent TIAS subsystem need to unify a physical interface, a protocol type, a communication mechanism and communication information.

Based on any of the above embodiments, in the FZL300 type fully automatic operating system, the unified communication protocol between the VOBC subsystem and the ZC subsystem, the unified communication protocol between the VOBC subsystem and the CI subsystem, the unified communication protocol between the VOBC subsystem and the TIAS subsystem, the unified communication protocol between the ZC subsystem and the adjacent ZC subsystem, the unified communication protocol between the CI subsystem and the adjacent CI subsystem, and the unified communication protocol between the TIAS subsystem and the adjacent TIAS subsystem specifically include:

Specifically, the unified process of the communication protocol between the subsystems which need to interact is described in turn.

1. Specifically, the communication between the VOBC subsystem and the ZC subsystem is the communication between the ATP subsystem and the ZC subsystem, and the process of unifying the communication protocol between the ATP subsystem and the ZC subsystem is as follows:

a. unification of physical interfaces

The ATP subsystem and the ZC subsystem are communicated by adopting a redundant network, and a network topology structure between the ATP subsystem and the ZC subsystem adopts two links of an A network-A network and a B network-B network.

b. Unification of protocol types

The communication between the ATP subsystem and the ZC subsystem adopts an RSSP-I railway signal safety communication protocol.

c. Unification of communication mechanisms

1) The establishment process of the secure connection can only be initiated by the ATP subsystem;

2) the ATP subsystem and the ZC subsystem communicate in a mode of periodic transmission and message triggering;

3) both communication parties adopt big-end byte order to carry out data transmission;

4) the ATP subsystem and the ZC subsystem both judge and logically operate the received application information.

d. Unification of communication information

1) The information sent by the ZC subsystem to the ATP subsystem comprises the following information packets: a train control information packet, an application layer registration/logout response information packet, a ZC active logout request information packet, a special control message information packet, a ZC city custom information packet, a ZC manufacturer custom information packet and a ZC full-automatic operation interaction information packet;

2) the information sent by the ATP subsystem to the ZC subsystem comprises the following information packets: the system comprises a train position information packet, an application layer registration/logout request information packet, a VOBC city self-defining information packet, a VOBC manufacturer self-defining information packet and a VOBC full-automatic operation interaction information packet.

2. Specifically, the communication between the VOBC subsystem and the CI subsystem is the communication between the ATP subsystem and the CI subsystem, and the procedure of unifying the communication protocol between the ATP subsystem and the CI subsystem is as follows:

a. unification of physical interfaces

The ATP subsystem and the CI subsystem are communicated by adopting a redundant network, and a network topology structure between the ATP subsystem and the CI subsystem adopts two links of an A network-A network and a B network-B network.

b. Unification of protocol types

The communication between the ATP subsystem and the CI subsystem adopts an RSSP-I railway signal safety communication protocol.

c. Unification of communication mechanisms

2) the ATP subsystem and the CI subsystem communicate in a mode of periodic sending and message triggering;

4) the ATP subsystem and the CI subsystem both judge and logically operate the received application information.

d. Unification of communication information

1) The information sent by the CI subsystem to the ATP subsystem comprises the following information packets: the system comprises a CI heartbeat information packet, a CI state information packet, a CI city self-defining information packet, a CI manufacturer self-defining information packet, a CI logout reply information packet, a CI full-automatic operation car washing information packet and a CI full-automatic operation platform state information packet;

2) the information sent by the ATP subsystem to the CI subsystem comprises the following information packets: VOBC heartbeat information packet, VOBC control information packet, VOBC city self-defining information packet, VOBC manufacturer self-defining information packet, VOBC logout request information packet, VOBC full-automatic operation car washing information packet and VOBC full-automatic operation platform state information packet.

3. The communication between the VOBC subsystem and the TIAS subsystem comprises two parts of communication between the ATP subsystem and the TIAS subsystem and communication between the AOM subsystem and the TIAS subsystem, and the process of unifying the communication protocol between the ATP subsystem and the TIAS subsystem and the communication protocol between the AOM subsystem and the TIAS subsystem is as follows:

a. unification of physical interfaces

The ATP subsystem and the TIAS subsystem are communicated by adopting a redundant network, and a network topology structure between the ATP subsystem and the TIAS subsystem adopts two links of a network A-A and a network B-B; the AOM subsystem and the TIAS subsystem are communicated by adopting a redundant network, and a network topology structure between the AOM subsystem and the TIAS subsystem adopts two links of an A network-A network and a B network-B network.

b. Unification of protocol types

The ATP subsystem and the TIAS subsystem communicate with each other by adopting an RSSP-I railway signal safety communication protocol, and the AOM subsystem and the TIAS subsystem communicate with each other by adopting the RSSP-I railway signal safety communication protocol.

c. Unification of communication mechanisms

1) The establishing process of the safe connection can be initiated only by the ATP subsystem and the AOM subsystem;

2) the ATP subsystem and the TIAS subsystem are communicated in a periodic transmission and message triggering mode, and the AOM subsystem and the TIAS subsystem are communicated in a periodic transmission mode;

4) the ATP subsystem and the TIAS subsystem are used for judging and logically operating the received application information, and the AOM subsystem and the TIAS subsystem are used for judging and logically operating the received application information.

d. Unification of communication information

1) The information sent by the TIAS subsystem to the ATP subsystem comprises the following information packets: a TIAS heartbeat information packet, an ATO command information packet, an FAO period control command information packet, an FAO remote manual command information packet, an FAO remote emergency brake release first setting command information packet, an FAO remote emergency brake release second setting command information packet, an FAO remote door closing first setting command information packet, an FAO remote door closing second setting command information packet, an FAO remote TCMS remote command information packet, an FAO remote TCMS period command information packet, a TIAS city self-defining information packet, a TIAS manufacturer self-defining information packet and a platform door fault isolation vehicle door information packet; the information sent by the TIAS subsystem to the AOM subsystem comprises the following information packets: a TIAS dormancy wakeup command packet;

2) the information sent by the ATP subsystem to the TIAS subsystem includes the following packets: the system comprises an ATO state information packet, a train information packet, an FAO periodic operation information packet, an FAO remote manual command confirmation information packet, an FAO remote emergency brake release first confirmation command information packet, an FAO remote emergency brake release second confirmation command information packet, an FAO remote door closing first confirmation command information packet, an FAO remote door closing second confirmation command information packet, an FAO remote command confirmation information packet sent to a TCMS remote command, a FAO remote command confirmation information packet sent to a TCMS periodic command, a vehicle-mounted equipment alarm information packet, a vehicle-mounted equipment daily inspection state information packet, a VOBC city self-defined information packet, a VOBC manufacturer self-defined information packet, an FAO vehicle-mounted equipment alarm information packet and a vehicle door fault isolation platform door information packet; the information sent by the AOM subsystem to the TIAS subsystem comprises the following information packets: AOM sleep wake-up state packet.

4. The process of unifying communication protocols between the ZC subsystem and the ZC subsystem is as follows:

a. unification of physical interfaces

The ZC subsystem and the ZC subsystem are communicated by adopting a redundant network, and a network topology structure between the ZC subsystem and the ZC subsystem adopts two links of an A network-an network and a B network-B network.

b. Unification of protocol types

The communication between the ZC subsystem and the ZC subsystem adopts an RSSP-I railway signal safety communication protocol.

c. Unification of communication mechanisms

1) The communication between the ZC subsystem and the ZC subsystem is carried out in a periodic transmission mode;

2) both communication parties adopt big-end byte order to carry out data transmission.

d. Unification of communication information

The information mutually transmitted between the ZC subsystem and the ZC subsystem comprises the following information packets: the system comprises a turnout state information packet, a physical section state information packet, a transfer train information packet, a station yard information delay information packet, a track section train sequencing information packet, a ZC city customized information packet and a ZC manufacturer customized information packet.

5. The process of unifying the communication protocols between the CI subsystem and the CI subsystem is as follows:

a. unification of physical interfaces

The CI subsystem and the CI subsystem are communicated by adopting a redundant network, and a network topology structure between the CI subsystem and the CI subsystem adopts two links of an A network-A network and a B network-B network.

b. Unification of protocol types

And the CI subsystem communicate by adopting an RSSP-I railway signal safety communication protocol.

c. Unification of communication mechanisms

1) The communication between the CI subsystem and the CI subsystem is carried out in a periodic transmission mode;

d. Unification of communication information

The information mutually transmitted between the CI subsystem and the CI subsystem comprises the following information packets: the system comprises a turnout state information packet, a physical section state information packet, a logic section state information packet, a signal machine state information packet, a platform door state information packet, an emergency closing button state information packet, an inspection state information packet, a flood gate prevention information packet, a power-on locking state information packet, a temporary speed limit information packet, a CI city self-defined information packet and a CI manufacturer self-defined information packet.

6. The process of unifying the communication protocols between the TIAS subsystems is as follows:

a. unification of physical interfaces

The TIAS subsystem and the TIAS subsystem are communicated by adopting a redundant network, and a network topology structure between the TIAS subsystem and the TIAS subsystem adopts two links of an A network-A network and a B network-B network.

b. Unification of protocol types

And the TIAS subsystem adopt RSSP-I railway signal safety communication protocol for communication.

c. Unification of communication mechanisms

1) The communication between the TIAS subsystem and the TIAS subsystem is carried out by adopting a mode of periodic sending and message triggering;

d. Unification of communication information

The information mutually transmitted between the TIAS subsystem and the TIAS subsystem comprises the following information packets: the system comprises a heartbeat information packet, a station yard display information packet, a train operation adjustment information packet, a train access station jump stop command information packet, a train access station jump stop receipt information packet, an FAO periodic operation information packet, an AOM state information packet, a TIAS city self-defining information packet and a TIAS manufacturer self-defining information packet.

Here, it should be noted that: the communication between the ZC subsystem and the ZC subsystem refers to the communication between the ZC subsystem and an adjacent ZC subsystem; the communication between the CI subsystem and the CI subsystem refers to the communication between the CI subsystem and an adjacent CI subsystem; communication between a TIAS subsystem and a TIAS subsystem refers to communication between a TIAS subsystem and an adjacent TIAS subsystem.

In order to better meet the unification of communication protocols among subsystems and improve the coverage range of the FZL300 type full-automatic operation system, the following method is adopted:

1. a ZC subsystem and a TIAS subsystem (including a real-time server, a dispatching workstation, a shift dispatching workstation and the like) are additionally arranged in an equipment room of a vehicle section/parking lot;

2. and a part of areas of the vehicle section/parking lot are set as full-automatic operation areas (including a parking train inspection line group, a car washing line, a throat area, a train test line and the like), and corresponding data configuration (including data of lines, sections, annunciators, turnouts, transponders, turning-back areas, sleeping/awakening areas, parking spots and the like) is added in an electronic map of a ZC subsystem, a CI subsystem, an ATP subsystem and an ATO subsystem so as to support the full-automatic operation of the train.

Based on any one of the embodiments, in the FZL300 type full-automatic operation system, the VOBC subsystem performs information interaction with the TIAS subsystem and the CI subsystem to implement vehicle door fault isolation, and specifically includes:

when the train is stopped at the station and is stopped accurately and stably,

Specifically, to achieve an increase in the degree of automation of the system, embodiments of the present invention provide automatic vehicle door fault isolation and platform door fault isolation. The vehicle door fault isolation means that when a certain vehicle door fails to open and close, when a train enters a station and needs to open the door, the platform door corresponding to the failed vehicle door can be automatically controlled not to open for isolation, and the platform door fault isolation means that when a certain platform door fails to open and close, when the train enters the platform and needs to open the door, the vehicle door corresponding to the failed platform door can be automatically controlled not to open for isolation.

For the car door fault isolation, the VOBC subsystem detects car door messages periodically sent by a train, checks whether a first fault signal exists in the car door messages, extracts the number of a fault car door in the first fault signal if the first fault signal exists, and determines the number of an isolation platform door corresponding to the fault car door based on the number of the fault car door, wherein the train is a system which is independent of the FZL300 type full-automatic operation system and provides a passenger carrying operation function. Then, the VOBC subsystem transmits a first fault message to the TIAS subsystem, wherein the first fault message comprises the number of the platform door needing to be isolated corresponding to the failed vehicle door, and the TIAS subsystem transmits the number of the platform door needing to be isolated to the platform door system after receiving the first fault message, and the platform door system is a system which is independent from the FZL300 full-automatic operation system and controls the platform door to be opened and closed. When the train enters the station and stops accurately and stably, the VOBC subsystem controls to open the train door, the train does not open the fault train door according to the number of the fault train door in the obtained train door message, meanwhile, the VOBC subsystem also sends a platform door opening instruction to the CI subsystem to trigger the CI subsystem to control to open the platform door, and the platform door system does not open the platform door needing to be isolated according to the number of the platform door needing to be isolated, so that when the train door breaks down, the platform door needing to be isolated corresponding to the fault train door after entering the station can not be opened.

For platform door fault isolation, the TIAS subsystem detects platform door messages periodically sent by platform door systems, checks whether second fault signals exist in the platform door messages, extracts the serial numbers of fault platform doors in the second fault signals if the second fault signals exist, then forwards the second fault messages to the VOBC subsystem, wherein the second fault messages comprise the serial numbers of the fault platform doors, and after receiving the second fault messages, the VOBC subsystem determines the serial numbers of the vehicle doors needing to be isolated, corresponding to the fault platform doors, based on the serial numbers of the fault platform doors and sends the serial numbers to a train. When a train enters a station and stops accurately and stably, the VOBC subsystem controls to open the train door, the train does not open the train door needing to be isolated according to the obtained number of the train door needing to be isolated, meanwhile, the VOBC subsystem also sends a platform door opening instruction to the CI subsystem to trigger the CI subsystem to control to open the platform door, and the platform door system controls not to open the fault platform door according to the number of the fault platform door in the obtained platform door message, so that when the platform door is in fault, the train door needing to be isolated corresponding to the fault platform door after entering the station can not be opened.

Based on any of the above embodiments, in the FZL 300-type fully-automatic operating system, the VOBC subsystem is further configured to perform information interaction with the ZC subsystem and the TIAS subsystem to implement protection in an obstacle detection area, and specifically includes:

sending protection area activation information to the TIAS subsystem;

Specifically, to improve the automation degree of the system, the embodiment of the present invention further provides automatic obstacle detection area protection.

In the normal running of the train, if the train receives the activation message of the obstacle detection, the emergency brake stop is triggered, and the train is a system which is independent of the FZL300 type full-automatic running system and provides a passenger carrying running function. Meanwhile, the train sends the obstacle detection activation message to the VOBC subsystem through a train safety interface, after receiving the obstacle detection activation message sent by the train, the VOBC subsystem sets the obstacle detection activation message as effective information and forwards the effective information to the ZC subsystem, meanwhile, the VOBC subsystem outputs emergency braking and stopping, and after the train is stopped stably, the train is cut off and pulled to wait for rescue. After receiving the obstacle detection activation message forwarded by the VOBC subsystem, the ZC subsystem executes the following steps:

and establishing a protection area corresponding to the current position of the train, wherein the protection area usually takes the current position of the train as a center, and areas within a certain range are arranged at a certain distance from front to back on a line where the train is located. If the protection zone crosses the handover boundary, the ZC subsystem sends activated protection distance information to other adjacent ZC subsystems in the protection zone so that the other ZC subsystems can activate the protection zone corresponding to the activated protection distance. The ZC subsystem calculates MA (moving authorization) for other trains on the line where the trains are located and sends the MA to the trains, if the safety envelope calculated by the VOBC subsystem of the first train running on the line is not overlapped with the protection area, the VOBC subsystem of the first train can control the MA to stop before reaching the protection area when receiving the MA; if the safety envelope calculated by the VOBC subsystem of the second train running on the line is overlapped with the protection area, the ZC subsystem sends an emergency brake applying command to the MA sent by the VOBC subsystem of the second train, so that the VOBC subsystem of the second train stops in an emergency brake mode after receiving the MA. After the ZC subsystem establishes the protection zone, the ZC subsystem also sends the activation information of the protection zone to the TIAS subsystem.

When the obstacle is removed, the protection area needs to be released to recover the operation. At this time, the condition for the ZC subsystem to release the zone is: and simultaneously receiving a command for removing the protection area sent by the TIAS subsystem and an obstacle detection non-activation message sent by the VOBC subsystem, or receiving a command for removing the protection area sent by the TIAS subsystem and detecting that the communication with the VOBC subsystem is interrupted. The command for releasing the protection area sent by the TIAS subsystem is a command which needs to be manually issued by a dispatcher after secondary confirmation.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present 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 solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. An FZL300 type fully automatic operation system, comprising: the system comprises a TIAS subsystem, a CI subsystem, a ZC subsystem and a VOBC subsystem, wherein the VOBC subsystem comprises an ATP subsystem, an ATO subsystem and an AOM subsystem; wherein the content of the first and second substances,

2. The FZL300 type full-automatic operating system according to claim 1,

3. The FZL300 type fully automatic operating system according to claim 2, wherein the engineering design principles of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem, and the AOM subsystem are unified, and specifically include:

4. The FZL300 type fully automatic operation system according to claim 3, wherein said signal elements comprise:

5. The FZL300 type fully automatic operation system according to any one of the claims 2 to 4, wherein the constituent architectures of the TIAS subsystem, the CI subsystem, the ZC subsystem, the ATP subsystem, the ATO subsystem and the AOM subsystem are unified, in particular comprising:

6. The FZL 300-type fully automatic operating system according to claim 1, wherein said unified communication protocol specifically comprises:

7. The FZL300 type fully automatic operating system according to claim 6, wherein said VOBC subsystem and said ZC subsystem are unified in communication protocol, said VOBC subsystem and said CI subsystem are unified in communication protocol, said VOBC subsystem and said TIAS subsystem are unified in communication protocol, said ZC subsystem and an adjacent ZC subsystem are unified in communication protocol, said CI subsystem and an adjacent CI subsystem are unified in communication protocol, and said TIAS subsystem and an adjacent TIAS subsystem are unified in communication protocol, comprising:

8. The FZL300 type fully automatic operation system according to any one of claims 1 to 4, wherein said VOBC subsystem interacts information with said TIAS subsystem and said CI subsystem to effect door fault isolation, comprising in particular:

when the train is stopped at the station and is stopped accurately and stably,

9. The FZL300 type fully automatic operation system according to any of the claims 1 to 4, wherein said VOBC subsystem is further configured for information interaction with said ZC subsystem and said TIAS subsystem for obstacle detection zone protection, in particular comprising:

sending protection area activation information to the TIAS subsystem;