CN111923966A

CN111923966A - Urban rail transit train operation control system for different intelligent levels

Info

Publication number: CN111923966A
Application number: CN202010686378.7A
Authority: CN
Inventors: 黄友能; 唐涛; 郜春海; 刘宏杰; 王伟; 刘超; 杨旭文; 肖骁
Original assignee: Beijing Jiaotong University; Traffic Control Technology TCT Co Ltd
Current assignee: Beijing Jiaotong University; Traffic Control Technology TCT Co Ltd
Priority date: 2020-07-16
Filing date: 2020-07-16
Publication date: 2020-11-13
Anticipated expiration: 2040-07-16
Also published as: CN111923966B

Abstract

The invention provides an urban rail transit train operation control system for different intelligent levels. The system comprises an operation control unit and a dispatching command unit, wherein the operation control unit functionally comprises the following components according to the whole process of the train: train speed measurement positioning, starting, speed protection, interval protection, station entering and stopping, automatic opening/closing of a vehicle door and a safety door, movement authorization calculation, obstacle detection, fault processing and the like; the dispatching command unit functionally comprises: the system has the functions of generating a running chart, issuing various control commands, displaying and monitoring the real-time state of the train, monitoring the state of environmental equipment, alarming faults and the like. The system provided by the invention has the advantages that the functions of the train operation control system are improved from the aspect of manual realization or participation of drivers or dispatchers to the aspect of automatic and autonomous operation of the whole process of the train from two aspects of operation control and dispatching command of the train operation control system, and technical support is provided for the intelligent construction of the urban rail transit train operation control system.

Description

Urban rail transit train operation control system for different intelligent levels

Technical Field

The invention relates to the technical field of train operation control, in particular to an urban rail transit train operation control system for different intelligent levels.

Background

With the rapid development of urban rail transit, networking and intellectualization of rail transit operation are the development trend in the future. The train operation control system provides a technical means for train scheduling and control, and is a core system for ensuring train operation safety and improving train operation efficiency, so that the intelligent train operation control system can be formulated to guide the development of the train operation control system and equipment, and can provide guidance for the intelligent development of urban rail transit.

At present, a Communication Based Train operation Control (CBTC) system has become a mainstream signal Control system of an urban rail transit line, and plays an important role in urban transportation. The CBTC system can realize automatic protection of the train and automatic control of train operation, but drivers are required to participate and assist in driving of the train in the train control process, and the control center also mainly relies on manual operation of dispatchers to carry out dispatching and commanding on travelling. With the development of automation technology, the safety, reliability and transportation efficiency of urban rail Operation can be further improved by applying a Full Automatic Operation (FAO) technology on the basis of a CBTC system.

Nowadays, the FAO system has become an internationally recognized development direction of an urban rail train operation control system. The FAO system can realize the full-automatic control of train operation, a driver is not required to be arranged on the train to drive the train, operation service personnel can be arranged according to the requirement for processing special requirements of passengers or handling emergency events, the operation service personnel can also not be arranged, the dispatcher positioned in the dispatching center is used for processing similar events, the dispatcher is arranged in the control center to dispatch driving vehicles and process emergency events, and the control equipment positioned in the control center has a partial automatic function and is used for assisting the dispatcher to dispatch and command. Compared with the CBTC system, the FAO system has improved intelligent degrees in the aspects of train operation control and dispatching command, but the intelligent degrees of the FAO system in autonomous operation and dispatching command are still very limited.

The train operation control systems with different intelligent levels have difference in operation control and scheduling command intelligent degree, the train operation control system with low intelligent degree needs a large amount of manual participation in the operation process, and the safety guarantee degree and the transportation efficiency are lower. The higher the intelligent degree, the more the train operation control system tends to autonomous control in the operation control function and tends to integration and automation in the dispatching command function, so that manual operation can be greatly reduced, and the safety guarantee degree and the transportation efficiency of the urban rail transit operation system are comprehensively improved.

At present, an effective intelligent degree guiding method is lacked in an urban rail transit train operation control system in the prior art, so that the development and selection of the train operation control system are in a poor direction, and the train operation control system is in a risk of disordered development.

Disclosure of Invention

The embodiment of the invention provides an urban rail transit train operation control system oriented to different intelligent levels, and aims to overcome the problems in the prior art.

In order to achieve the purpose, the invention adopts the following technical scheme.

The utility model provides an urban rail transit train operation control system towards different intelligent grades, includes:

the train operation control unit is used for realizing train speed measurement positioning, starting, speed protection, interval protection, station entering and stopping, automatic opening/closing of a vehicle door and a safety door, movement authorization calculation, obstacle detection and fault treatment according to the whole process of a train;

and the train dispatching and commanding unit is used for acquiring real-time state data of each subsystem device, the sensor and the train operation of the train, processing the acquired real-time state data, and performing operation diagram generation, issuing of various control commands, train real-time state display and monitoring, environmental device state monitoring and fault alarm processing.

Preferably, the urban rail transit train operation control system is divided into 4 grades from the aspect of facing intellectualization, and the grades are named as L1, L2, L3 and L4 grades from low to high, and in the urban rail transit train operation control system of the L1 grade:

the train operation control unit is specifically used for realizing train speed measurement positioning, speed protection and interval protection through vehicle-mounted equipment; the rail state in front of the train running is monitored by a driver, and the automatic train running function is started;

the train dispatching command unit is specifically used for monitoring the operation process of a train through a dispatcher and a system together, finishing a decision task through the dispatcher and loading a running chart according to requirements through the dispatcher; when the running state deviates from the plan, the system gives an alarm, the dispatcher issues a dispatching command to reduce the deviation, and the execution task of the dispatching command is completed by the system.

Preferably, in the urban rail transit train operation control system of the L1 level:

the train operation control unit is specifically used for realizing the following functions:

p) speed measurement of train

The train carries out real-time measurement on the speed of the train according to the installed speed sensor and Doppler radar equipment;

q) train positioning

The method comprises the steps that transponder equipment is installed at a ground fixed position, and when a train passes through a transponder, the position and the direction of the train are obtained according to information of the transponder;

r) speed protection

The train calculates a protection speed curve by combining self position information, speed information and other state information of the train and trackside equipment, and when the speed of the train exceeds the speed of the protection curve, the train is decelerated or stopped by implementing braking;

s) automatic operation with driver participation

Under the monitoring of the speed protection function, an automatic driving curve of the train is calculated according to the position, the speed and the running destination information of the train, traction starting, coasting, cruising and braking control are realized under the participation of a driver, automatic driving of the train in the inter-station running process is realized, and the train is dispatched and departed from the station platform under the authorization of the driver;

t) calculating a mobile authorization

Generating movement authorization information for each train according to the position information and the forward access information state of each train on the line, indicating that the trains safely run in a range specified by movement authorization, and ensuring that the movement authorization end point of the subsequent running train does not exceed the tail position of the preceding train;

u) fault handling with driver involvement

When any fault occurs in the running process of the train, judging the fault reason and the processing mode under the authorization of a driver and making fault response;

the train dispatching command unit is specifically used for realizing the following functions:

v) monitoring of train operating conditions on the lead

The central train dispatching and commanding system receives the running state information of the whole train, displays the running state of each train through a display, logically processes the running state of the trains, checks whether each train has fault information needing to be processed, and gives an alarm when the train has a fault;

w) train control device status monitoring

The central train dispatching and commanding system receives state information of all train control equipment on the whole line, displays the running state of each equipment through a display, logically processes the running state of the equipment, checks whether each equipment has fault information needing to be processed or not, and gives an alarm when the equipment has a fault;

x) offline runtime graph generation

According to the transportation tasks of all the trains, generating a train operation diagram in an off-line manner, determining the operation path of each train, the station entering and exiting and station stopping time at each station and the like, and displaying the operation path, the station entering and exiting and station stopping time and the like in a diagram and table manner;

y) calculating deviation between actual train operation and planned train operation

According to the monitoring result of the train running state of the main track and the train running chart information, calculating the deviation condition of the actual running state and the planned running state of the train in real time, displaying the calculated result, and giving an alarm when the actual running state and the planned running state of the train deviate;

z) conflict management

Predicting the possible future running state of the train according to the actual running state of the train in real time, and early warning the potential train running conflict situation;

aa) route command:

completing issuing of the route command according to the route command generated in the decision stage, and sending the route command to a corresponding train control system through a network;

bb) jump stop command:

completing the issuing of the jump stop command according to the train jump stop command generated in the decision stage, and sending the access command to a corresponding train control system through a network;

cc) a car-out command:

according to the station car-buckling command generated in the decision-making stage, the issuing of the car-buckling command is completed, and the route command is sent to the corresponding train control system through the network;

dd) adjust command:

and finishing issuing the adjusting command according to the train operation adjusting command generated in the decision stage, and sending the access command to a corresponding train control system through a network.

4. The system of claim 2, wherein in an urban rail transit train operation control system of class L2:

k) train dormancy

The system is additionally provided with a train sleeping/awakening module, after receiving a train sleeping command, the sleeping/awakening module controls the power-off of the train control equipment and each relevant equipment on the train, and the train control equipment enters a sleeping state;

l) train wakeup

The train control equipment in the dormant state recovers all functions of a train operation control system after receiving a train awakening command and connects the power supply of each electric equipment on the train, so that the train has a condition of being put into normal operation;

m) vehicle door safety door clearance detection

When a train stops at a station, the sensor detects the gap between the train door and the station safety door in real time, and if a foreign matter is detected to exist between the gap between the train door safety door and the station safety door, the abnormal state is sent to a train operation control system, and an audible and visual alarm is sent out;

n) passive detection of obstacles

The method comprises the steps that an eta-shaped plate spring component is installed in front of a first wheel pair of the train, comparison and verification are conducted by combining a finite element method based on the spring plate load-deformation principle generated by contact of the train and an obstacle, the statics characteristic of a typical collision condition analysis device is selected, when the train is in contact with the obstacle in the advancing process, the spring plate is stressed and deformed, and therefore collision information is sent to a train operation control system in real time and is recorded and processed by the train operation control system;

o) unmanned automatic operation

Under the monitoring of the speed protection function, an automatic driving curve is calculated according to the position, the speed and the running destination information of the train, the train is automatically controlled to realize traction starting, coasting, cruising and braking control, and the automatic driving of the train in the inter-station running process is realized;

p) failure handling without human involvement

The system is preset with the reason and the treatment measure of common faults, after the fault occurs, the system judges the fault reason according to the fault state and automatically processes the fault according to the indication of the fault treatment measure;

q) environmental device condition monitoring

The decision task is completed by a system auxiliary dispatcher;

r) switching of operating modes

According to the feedback of the environmental equipment state monitoring, the actual state of the train in operation is obtained, when the train meets the weather of rain and snow, the train automatically enters a preset rain and snow mode for operation, and the train is recovered to the normal mode for operation under the normal condition; when the train is not accurately stopped at a station or meets a fault and needs to be processed, the train automatically enters a creeping mode to run at a low speed, so that a central dispatcher can conveniently carry out remote control and fault processing on the train;

after the dispatcher confirms the emergency, the execution task is completed by the system according to a preset disposal scheme;

s) sleep wakeup Command

The central dispatching system sends out a train sleeping/awakening command according to the requirement to control the train to enter or exit a sleeping state, and the sleeping/awakening command is sent to the train control system by the central dispatching command system through the network;

t) creeping, rain and snow mode

The central dispatching control system remotely controls the train to enter or exit from a creeping mode and a sleet mode, and commands of the train entering or exiting from the creeping mode and the sleet mode are sent to the train control system by the central dispatching command system through a network.

5. The system of claim 4, wherein in an urban rail transit train operation control system of class L3:

the train operation control unit is specifically configured to, on the basis of completing the L2-level train operation control function unit, further implement the following functions:

d) active detection of obstacles

Installing a radar detector on a train body, detecting objects existing around a train through the radar detector, shooting the objects around the train through a high-frequency camera, detecting obstacles in the running process of the train according to the output of the radar, and sending alarm information to a train running control system when the possibility of judging the obstacles is detected to be higher than a preset threshold value;

e) passenger flow detection

The central dispatching command system receives the states of the passenger ticket selling and checking system or the related passenger flow checking sensors, and checks and counts the real-time passenger flow conditions;

f) generation of a travel map taking into account passenger flow engagement

And the central dispatching command system converts the detected passenger flow state into the transportation demand when generating the train operation diagram, determines the operation plan of each train according to the real-time transportation demand and generates the operation diagram.

Preferably, the train operation control function unit is specifically configured to, when actively detecting an obstacle, acquire line environment and target information by using 2 long and short focal cameras based on a binocular vision technology, perform joint calibration on the long and short focal cameras, perform camera internal reference calibration by using a calibration algorithm based on a stretched camera, and perform camera external reference calibration by using a camera geometric imaging principle; respectively sensing the environment of the long-focus camera and the short-focus camera, and realizing target identification and path prediction by using Kalman filtering; carrying out long and short focus perception information fusion on the basis of finishing respective environment perception, extracting feature points of long and short focus images, carrying out feature matching of a camera, and estimating the speed and the inter-vehicle distance of the recognition target; and establishing a dangerous field model in front of the train according to the current position and state of the train and the position and state of the recognition target, and realizing early warning or control on the train.

Preferably, the train operation control unit is specifically configured to utilize 2 laser radars to generate point cloud information by scanning a front environment to acquire a line environment and a target;

the system comprises a system host computer, a train operation control system and a remote monitoring system, wherein the system host computer is used for identifying a line area and a target object on line by adopting a train forward target identification technology based on deep learning according to information collected by the laser radar and the camera, calculating the distance between the train and the target object, sending a calculation result to the train operation control system in real time through a communication interface, and judging collision risks and monitoring the braking distance according to the distance between the train and the target object provided by an environment sensing system;

the system host acquires videos in a train operation environment, constructs a train operation environment database through data cleaning and processing, constructs a deep convolutional neural network algorithm based on a Caffe frame, extracts a track area in a train forward operation environment by utilizing a track area semantic segmentation algorithm based on a convolutional neural network, and provides a limit range for train operation;

the system host machine extracts and classifies target objects by using a convolutional neural network through a multi-target recognition algorithm based on deep learning, extracts targets such as trains, pedestrians and the like in a track limit range in a forward operation environment by combining track region recognition, and further optimizes the multi-target recognition algorithm by combining a multi-target tracking algorithm on the basis of the convolutional neural network multi-target recognition algorithm and combining with the real-time application requirement of the train operation environment;

the system host machine extracts a target area by using a small target identification algorithm based on the adaptive edge detection cascade convolution neural network and simultaneously realizes positioning and classification of signal lamps in the rail environment by using the convolution neural network.

Preferably, the train operation control function unit is further configured to classify the extracted typical life scenes according to information detected by a single sensor by using a track area target detection technology based on machine vision and radar fusion after completing the track area detection algorithm research, and establish three fusion schemes according to the classification: fusion mainly based on radar information, fusion mainly based on camera information and fusion of common decisions;

in a fusion scheme mainly based on radar information, primarily determining an interested region by the detection target information of the radar, then performing projection transformation, and performing target classification detection and feature extraction by applying an image processing algorithm to an ROI region;

in a fusion scheme mainly based on camera information, a target recognition algorithm based on a convolutional neural network is established, relevant information of effective targets in an image is extracted, and the relevant target information is supplemented by combining radar information;

in the fusion scheme of common decision, the camera and the radar make respective decisions, observation value matching is completed by using the Mahalanobis distance after space-time joint calibration is completed, then weight distribution of the sensor is determined by using a joint probability density algorithm, data fusion is completed, and speed, type and position related information of a forward dangerous target are determined.

Preferably, in the urban rail transit train operation control system of the L4 level:

the train operation control function unit is specifically configured to, on the basis of completing the train operation control function unit at the L3 level, further implement the following functions:

c) resource management

Through direct information interaction between the trains and autonomous positioning of the trains, the vehicle-mounted equipment calculates the movement authorization of the trains and autonomously sends turnout control commands to the trackside object controller according to the running line condition; the train realizes turnout control by applying for turnout lock from the object controller, when the train needs to pull the turnout, the train applies for turnout exclusive lock, the lock can be occupied by only one train at the same time, when the turnout needs to pass through the turnout without pulling the turnout, the train needs to apply for turnout sharing lock, and the sharing lock can be occupied by a plurality of trains at the same time; when the turnout independent lock is applied and the turnout is pulled to a specified position, the train converts the exclusive lock into the shared lock; when two vehicles track, when the front turnout of the front vehicle is not occupied by the front vehicle to lock the turnout, the rear vehicle cannot apply for the turnout lock; when a train wants to apply for a turnout lock from a trackside object controller, the train firstly applies for whether the turnout lock can be occupied from an intelligent transportation system ITS, and after the minimum safe rear end of the train crosses a turnout rear protection distance or a turnout section in front of the turnout for a certain distance, the turnout resource lock is released;

d) dynamic operation diagram generation considering regulation and control integration

When a train dispatching command system generates and adjusts a running diagram, train interval time, stop time and a train group application plan are adjusted according to different adjustment requirements, different acceleration and deceleration control conditions of a train in the inter-station running process and corresponding results are comprehensively considered, an optimal solution is searched in a larger adjustment space, and the dynamic running diagram integrated with regulation and control is considered to be generated;

the train dispatching command function unit is specifically used for realizing the integrated optimization of train dispatching control by a central control system on the basis of finishing the train dispatching command function unit at the L3 level, and the monitoring task, the decision task and the execution task related to train operation are automatically finished by system equipment.

Preferably, the train operation control function unit is specifically used for realizing turnout control by applying for turnout resource locks to the object controller, and the turnout resource locks are divided into two types: the lock is locked, is shared alone, and the lock that shares alone can only have a user at the same time, and the lock that shares can have a plurality of users at the same time, combines the many switch locks of the combination of the position of turning over: a positioning shared lock, a positioning independent shared lock, a reverse position shared lock and a reverse position independent shared lock;

(5) determining a type of a resource lock for a travel path of a train

When a train needs to use a turnout, firstly, the type of a turnout resource lock to be applied is determined by combining the planned position of the turnout in a planned path of the train and the actual position of the current turnout, and the type of the turnout resource lock to be applied is determined by the train according to a turnout lock type definition principle, as shown in table 1:

TABLE 1 Turnout Lock type definitions

Planned position	Actual position	Switch lock type of application	Remarks for note
				Positioning	Positioning	Positioning common lock	Drive-off release
Positioning	Reversed position	Positioning exclusive lock	Common lock for switching turnout into positioning after positioning
				Positioning	Quarto	Positioning exclusive lock	Common lock for switching turnout into positioning after positioning
Reversed position	Positioning	Reversed single sharing lock	Common lock for converting turnout into reverse position after reversing position
				Reversed position	Reversed position	Reversed common lock	Drive-off release
Reversed position	Quarto	Reversed single sharing lock	Common lock for converting turnout into reverse position after reversing position

(6) Train applies for resource lock authorization to ITS

When a train applies for a turnout resource lock to an object controller OC, the train firstly applies for turnout resource lock authorization to an ITS;

after receiving the switch resource lock authorization application, the ITS checks that the following conditions are met and the party can agree to authorization:

e) the train of the application is in the ITS jurisdiction;

f) the applied turnout is not in the running path of the front vehicle;

g) the train which is applied for the train has to be planned with a train running path;

h) when two vehicles track, when a front turnout of a current vehicle is not occupied by the front vehicle, a rear vehicle cannot apply for a turnout resource lock; when the rear turnout of the front vehicle is in the return path of the front vehicle, the rear vehicle cannot apply for the turnout resource lock;

(7) resource lock applied from train to OC

After determining the type of the turnout resource lock to be applied, the train applies the turnout resource lock to the OC according to the planned path from near to far;

the method comprises the steps that after an OC receives a turnout lock application command sent by a train, locking operation is carried out on a relevant turnout, and when locking is carried out, a user of a lock, the type of the lock, the locking position and the number information of the current lock are recorded;

when the OC receives the request for the exclusive lock, the process proceeds as follows:

e) if the turnout resource state is in the state of no lock or the exclusive lock of the applicant exists, recording the information of the exclusive lock of the turnout, replying the request of agreeing to the exclusive lock, and if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position;

f) if the turnout only has the shared lock of the applicant, the shared lock is changed into the independent lock, the independent lock information of the turnout is recorded, and the request of agreeing to the independent lock is replied, and at the moment, if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position;

g) if any type of resource lock of other applicants exists in the turnout, no processing is carried out, and an exclusive lock request which is not agreed is replied;

h) if the turnout is rotating, no processing is carried out, and the request of not agreeing to the exclusive lock is replied;

when the OC receives the application of the shared lock, checking whether the applied turnout meets the following conditions:

e) the position of the turnout is consistent with the application position;

f) the exclusive lock of other applicants does not exist on the turnout;

g) the applied common lock does not conflict with the common locks of other existing applicants on the turnout;

h) the turnout is not rotating;

when the conditions are met, recording the information of the newly added shared lock of the turnout, and replying a request of agreeing to the shared lock; when the conditions are not met, replying the request of not agreeing the shared lock;

when a train applies for a turnout lock, if the turnout has a related turnout, determining the type of the turnout lock to be applied for the related turnout in the same period, sending an instruction for applying for the turnout lock to an OC, and when the turnout needs to pass through a turnout reversal position in a cross crossover area in a planned path of the train, firstly applying for lock resources of two related turnouts in the same period, ensuring that the cross crossover lock is applied after passing through the application of the two related turnout locks, and simultaneously sending an instruction to the OC to drive the turnout which is not related to the cross crossover turnout lock resource applied at this time to be positioned, thereby further ensuring that the related turnout obtains the lock resources safely;

after the train drives away from the cross crossover area, applying for releasing a cross crossover lock and two associated turnout locks from the OC in the same period;

(8) using and releasing resource locks

The method comprises the steps that a train calculates movement authorization by utilizing resource lock information, the train runs in a movement authorization range, when the train runs away from a turnout protection area, an OC application releasing turnout lock at the turnout is applied, whether the turnout lock is released or not is continuously confirmed, and if not, an instruction for applying releasing the turnout lock is continuously sent, and the train informs an ITS to release the turnout lock unless the train runs away from the OC area at the turnout.

Preferably, the train operation control function unit is specifically configured to, when generating and adjusting the operation diagram, adjust train interval time, station stop time, and train group operation plan according to different adjustment requirements, perform direct information interaction and cooperative control between the central dispatching system and each train, and perform integrated regulation and control on the train operation diagram and train operation according to line network passenger flow real-time detection information and train operation state information, so as to implement matching and optimization of vehicle line resources and passenger flow;

according to the early and late point conditions and the real-time adjustment requirements of the train, the acceleration and deceleration control condition, the line ramp and the speed-limiting operation condition of the train in the inter-station operation process are combined, a train dispatcher is simulated to carry out comprehensive judgment, and the train operation is automatically regulated and controlled according to the following scenes:

scene one: if the line capacity cannot meet the real-time transportation requirements, i.e.

In the formula (I), the compound is shown in the specification,

and

respectively representing real-time requirements and transport capacity of stations S, representing a line station set, and being corresponding tolerance coefficients, under the scene, automatically calculating the number of on-line standby vehicles by a central dispatching system according to an optimization method, and automatically arranging the standby vehicles to be electrified;

scene two: if the line capacity is rich and the passenger traffic pressure is low, namely

Under the scene, the line transport capacity meets the requirements of passengers, the stop time of the train at the station is dynamically controlled and compressed, and at the moment, the stop time of the train at the station s is calculated according to the following disclosure

Wherein the content of the first and second substances,

respectively representing the adjusted stop time of the train, the stop time specified by the planned operation diagram and the time of passengers getting on or off the train, and using the compressed stop time for the operation time of the train in the next section, namely

Wherein the content of the first and second substances,

and

respectively representing the adjusted running time of the train in the section s and the running time specified by the planned operation chart, and according to the running times

And the train recalculates the train running speed curve in the later interval by using a dynamic planning method, thereby reducing the train running speed and increasing the train coasting time.

According to the technical scheme provided by the embodiment of the invention, the intelligentized-oriented train operation control system provided by the embodiment of the invention mainly describes the functions of all levels in the intelligentized aspect, and improves the purpose of the train operation control system from ensuring the operation safety to realizing the operation automation and intelligentization, thereby guiding the urban rail transit to realize the intelligentized operation.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic diagram of an intelligent class-1 train operation control system according to an embodiment of the present invention;

fig. 2 is a schematic diagram of an intelligent level 2 train operation control system according to an embodiment of the present invention;

fig. 3 is a schematic diagram of an intelligent class-3 train operation control system according to an embodiment of the present invention;

fig. 4 is a schematic diagram of an intelligent 4-class train operation control system according to an embodiment of the present invention;

fig. 5 is a structural diagram of an active obstacle sensing system according to an embodiment of the present invention;

fig. 6 is a flow chart of active obstacle detection based on binocular vision according to an embodiment of the present invention;

fig. 7 is a flowchart of train forward target identification based on deep learning according to an embodiment of the present invention;

fig. 8 is a flowchart of a track area target detection process based on the fusion of machine vision and radar according to an embodiment of the present invention;

FIG. 9 is a flowchart illustrating a flowchart for generating a run chart considering passenger flow engagement according to an embodiment of the present invention;

fig. 10 is a flowchart of switch resource management according to an embodiment of the present invention;

fig. 11 is a schematic diagram of switch resource management according to an embodiment of the present invention.

Detailed Description

Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.

As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.

With the deep integration of a new generation of information technology and a rail transit technology, the integrated management control, the intelligent control and the systematic safety guarantee of an urban rail transit train operation control system are the development trend in the future. Therefore, the invention combines the urban rail transit network operation demand and the transportation characteristics, anticipates the development direction of the urban rail transit train operation control system intellectualization, provides an intellectualized train operation control, emphasizes two aspects of the operation control and the dispatching command of the train operation control system, and provides technical support for the intellectualized construction of the urban rail transit train operation control system from the aspect that a driver or a dispatcher manually realizes or participates in the realization of the promotion to the aspect of the whole-process automation and the self-governing operation of the train.

The urban rail transit train operation control system has the main functions of ensuring train running safety and meeting passenger riding requirements. According to the requirements, the train operation control system is divided into the train operation control unit and the train dispatching command unit, and the intelligent degree of the two parts determines the overall intelligent degree of the train operation control system. The intelligent degree of the train operation control unit refers to the degree of conversion from a driver to the automatic train control equipment in the train operation control responsibility. The intelligentization degree of the train dispatching command function depends on the intelligentization degree of the three task types of monitoring, decision-making and execution. The monitoring task refers to remotely acquiring and displaying state data of each subsystem device and sensor so as to be required by an intelligent application function; the decision task refers to the process of analyzing the acquired data, obtaining decision basis or options based on the analysis result and determining to issue a scheduling command; executing a task refers to the operation and process of commanding a command to execute the command in the system based on the scheduling determined by the decision.

The invention grades the intelligentized degree of the implementation modes of the urban rail transit train operation control system from the train operation control unit and the train dispatching command unit, and firstly outlines the train operation control unit and the train dispatching command unit in the grading basis in order to explain the intelligentized grade division mode of the train operation control system.

1) Description of train operation control unit

The train operation control unit guarantees driving safety, provides help and supervision for train driving, prevents collision caused by hostile operation of the train, and prevents damage to a line or danger of the train caused by the fact that the train exceeds a civil engineering limit speed or a command speed. On the basis, the train is controlled to start, cruise and stop accurately, and the doors and the safety doors are opened and closed automatically, so that the riding safety of passengers is supervised, and the accurate, comfortable and energy-saving running of the train is realized.

2) Train dispatching command unit description

The dispatching command unit comprises field signal equipment and real-time state information of train operation obtained from other systems, and provides a monitoring platform for the whole-line train and the field signal equipment for dispatching personnel. And processing the acquired real-time state data to generate a corresponding control command, thereby realizing the control of the train route and the command issuing. When the urban rail transit is normally operated, a running chart can be formulated according to the requirements of passengers, and the running chart is adjusted according to the actual situation; when the fault is monitored on site, the functions of fault alarming, diagnosis, positioning and maintenance management are achieved; when an emergency occurs, alarming is carried out through an interface, after the emergency occurs, the control center makes a decision, and the linkage subsystem processes the emergency.

The monitoring task in the train dispatching command unit refers to the on-site collection of state data of each subsystem device and sensor, so as to be required by an intelligent application function, and the state data is displayed and monitored in real time in the control center. The monitoring process comprises monitoring the running state of the train, monitoring the states of the train door and the platform door, monitoring the front obstacle, monitoring the fire signal and the like. When the monitoring state and the collected information are abnormal, the emergency information or the fault information needs to be alarmed to the control center.

The decision task in the dispatching command unit refers to a process of issuing a dispatching command by analyzing the monitored and collected data and obtaining a decision basis or option based on an analysis result. The decision task comprises a command for authorizing and issuing operation work for the train under the normal operation condition; when an emergency occurs, the control center needs to confirm the alarm signal, and issues a command for emergency processing by remotely carrying out operations such as emergency braking or releasing on the train.

Executing a task in a dispatch command unit refers to the operation and process of executing a command in a system based on a decision-determined dispatch command. The task execution comprises the steps that under the condition of normal operation, a command issued by the control center is sent to the corresponding vehicle-mounted signal system, and the vehicle-mounted signal system and the vehicle interact to jointly complete the command; when the control center confirms that the emergency occurs, the subsystem can be linked to process the emergency. The level of intelligence to perform a task is determined by the objects the system controls and the complexity of the operation.

The invention divides the urban rail transit train operation control system into 4 grades from the aspect of intellectualization, and the grades are named as L1-L4 from low to high in sequence. In the intelligent urban rail transit train operation control system, each level is described as follows:

l1: fig. 1 is a schematic diagram of an intelligent level 1 train operation control system according to an embodiment of the present invention. In the aspect of train operation control, the automatic train operation control function is realized, the functions of traction, cruising, braking and the like in the train operation process are completed by vehicle-mounted equipment, but drivers are still required to participate in the train operation process, and the automatic train operation control function is used for monitoring the track state in front of train operation, starting the train operation control function and the like. In order to realize the Automatic safety Protection and Automatic Operation control functions in the Train Operation process, Automatic Train Protection (ATP) and Automatic Train Operation (ATO) modules are installed in the vehicle-mounted equipment. In the aspect of train dispatching, the monitoring task of the train running state is completed by a worker and a system together, the decision task of train dispatching command is completed by the worker completely, and the execution task of the decision command is completed by the system completely, so that the participation and decision of a dispatcher are needed in a control center.

L2: fig. 2 is a schematic diagram of an intelligent level 2 train operation control system according to an embodiment of the present invention. In the aspect of train operation control, the conventional operation in the train operation process is completed by vehicle-mounted equipment without the participation of a driver, but partial crew members can be configured in the train for improving the passenger service quality and timely handling when an emergency happens. In order to realize the transfer of the responsibility of a train driver to an on-board control device and a central dispatcher, an automatic dormancy awakening module is additionally arranged in the on-board device to realize the automatic power on and off before the train is put into an operation task and after the train is quitted from the operation task, a rain and snow mode control module, a creeping mode train auxiliary driving module and the like are additionally arranged at the same time to realize the operation control of the train in abnormal weather and the automatic adjustment of the train on the condition of the arrival, the parking and the misalignment of the train, and meanwhile, a voice or video telephone for the communication between passengers and the central dispatcher is arranged on the train to be used for emergency treatment when an emergency happens. In order to improve the efficiency of train dispatching and reduce the workload of a central dispatcher, the central control equipment realizes the automatic control function of tasks such as train route triggering and the like through software, so that the train monitoring task and the executive task are completely completed by a system, and the decision task of dispatching and commanding can be completed manually under the assistance of the system, thereby realizing the improvement of the intelligent degree of train running at lower cost and technical cost.

L3: fig. 3 is a schematic diagram of an intelligent class-3 train operation control system according to an embodiment of the present invention. In the aspect of train operation control, the intelligent sensing technology is applied to the vehicle-mounted control equipment, the active and passive environment sensing equipment is installed, the vehicle-to-vehicle communication technology is combined, and the high-reliability sensing of obstacles around train operation and the train derailment state and the autonomous decision of train operation are realized through intelligent algorithm processing, so that the autonomous train operation control is realized; the intelligent degree of the vehicle-mounted control equipment is improved, and a driver and vehicle-mounted crew are not required to participate in the running process of the train. In the aspect of train dispatching and commanding, the monitoring task and the executing task are completely finished by the system, various normal decision tasks are preset in the control equipment after being combed in a flow way by improving the automatic processing capacity of the central control equipment, so that the normal decision tasks are realized by the system, and the degree of automation of decision making is manually carried out under abnormal conditions; in order to facilitate the handling of abnormal conditions, a small number of dispatchers are required to be configured in the control center to participate in train dispatching control.

L4: fig. 4 is a schematic diagram of an intelligent 4-class train operation control system according to an embodiment of the present invention. In the aspect of train operation control, the vehicle-mounted control system realizes autonomous train operation control, and drivers and crew members do not need to participate in the train operation process. In the aspect of train dispatching and commanding, the central control system realizes the integrated optimization of train dispatching and controlling, the monitoring task, the decision task and the execution task related to the train running are automatically completed by system equipment, and the central dispatcher is not required to participate under normal conditions or is only used as a supervisor of the running condition of the system.

On the basis of the above, the following describes in detail the classification manner of the intelligent grade of the urban rail transit train operation control system provided by the embodiment of the present invention:

in the intelligent level system provided by the invention, the train operation control unit and the dispatching command unit in the train operation control system with different intelligent levels are different, and detailed schemes of the train operation control system with different intelligent levels are explained below.

1) Intelligent 1-level train operation control system

The train running control is that system equipment is used for carrying out overspeed protection on a train, automatically controlling the starting, cruising and accurate stopping of the train, and ensuring basic functions of train interval control and the like. It is necessary for the driver to supervise the safety of passengers, to monitor the safety of train operation and to handle faults. Wherein:

ee) train velocity measurement

The train carries out real-time measurement of the train speed according to the installed speed sensor, Doppler radar and other equipment, and a foundation is provided for train positioning, speed protection and the like.

ff) train positioning

The system installs the transponder device in a fixed location on the ground, and the ID and location information of all transponders are stored in a database. When the train passes through the transponder, the position of the train can be obtained according to the information of the transponder. After the initial position and the direction of the train are obtained through the two transponders, the train can calculate the position information of the train in real time according to the speed measurement information, and correct the positioning information of the train when the train passes through the transponders next time, so that the safe and accurate positioning function of the train is always kept.

gg) speed protection

The train combines the position information and the speed information of the train and the state information of other trains and trackside equipment to calculate a protection speed curve, and when the speed of the train exceeds the speed of the protection curve, the train is decelerated or stopped by implementing braking, so that the aim of speed protection is fulfilled.

hh) automatic operation with driver participation

Under the monitoring of the speed protection function, the system calculates an automatic driving curve according to information such as the position, the speed and the running destination of the train, automatically controls the train to realize the control of traction starting, coasting, cruising, braking and the like, and realizes the automatic driving of the train in the inter-station running process. If necessary, automatic opening and closing control of the train door can be realized. However, when the train is out of the platform and is sent out, authorization of a driver still needs to be obtained, and the processes of power-on and power-off of the train and running in the train section still need to be completed manually by the driver.

ii) calculating a mobile authorization

The system generates movement authorization information for each train according to the states of position information, forward access information and the like of each train on the line, indicates that the train can safely run in a range specified by movement authorization, and the movement authorization end point of a subsequent running train does not exceed the tail position of a preceding train.

jj) fault handling with driver involvement

When any fault occurs in the running process of the train, a driver is responsible for judging the fault reason and the processing mode and making fault response. The system can advise the location of the fault, the likely cause and the advised treatment based on the stored fault code, but the final decision is taken by the driver.

All decision tasks in the dispatching command unit are completed by a dispatcher, and the dispatcher loads a running chart according to the requirement when the system normally operates; when the running state deviates from the plan, the system gives an alarm, a dispatcher makes a decision and issues a dispatching command to relieve the deviation; when an abnormality occurs in the operation process, the abnormality needs to be completely handled by a dispatcher. The monitoring task in the dispatching command function is completed by the system according to the train identification number to automatically complete the tracking of the train running state, and is displayed in a working screen of the control center, and the operation process of the train is monitored by a dispatcher.

kk) positive train operating condition monitoring

The central train dispatching and commanding system receives the running state information of the whole train, displays the running state of each train through the display on one hand, facilitates a dispatcher to know the running state of the train, and performs logic processing on the running state of the train on the other hand, checks whether fault information needing to be processed exists in each train or not, and gives an alarm when the fault occurs.

ll) train control equipment status monitoring

The central train dispatching command system receives the state information of all train control equipment on the whole line, displays the running state of each equipment through a display on one hand, is convenient for a dispatcher to know the running state of the equipment on the other hand, logically processes the running state of the equipment, checks whether fault information needing to be processed exists in each equipment or not, and gives an alarm when the fault occurs.

mm) offline working diagram generation

The system generates a train operation diagram off line according to the transportation tasks of all trains, determines the operation path of each train, the station entering and exiting and station stopping time at each station and the like, and displays the operation path, the station entering and exiting and the station stopping time in the mode of diagrams and tables, so that related operation and maintenance personnel and passengers can conveniently know the train operation plan.

nn) calculating deviation between actual operation and planned operation of train

The system calculates the deviation condition of the actual running state and the planned running state of the train in real time according to the monitoring result of the running state of the main train and the information of the train running chart, and displays the calculated result. And when the deviation between the actual operation and the planned operation of the train is large, giving an alarm.

oo) conflict management

Train operation conflicts are inevitable in railway operations, especially on complex road networks, where interference from one train may cause a late arrival of a large number of trains throughout the network. When the system generates an off-line operation diagram and in the process of train operation, the possible future operation state of the train is predicted in real time according to the actual operation state of the train, and the potential train operation conflict situation is pre-warned, so that a basis is provided for a dispatcher to manually or automatically perform conflict resolution.

All executing tasks in the dispatching command unit are completed by the system, and the right of way is opened for the train according to the operation diagram, so that the train completes operation tasks according to a plan; when an emergency occurs, the dispatching command is sent to the corresponding subsystem, and the dispatcher completes the processing of the emergency.

pp) route command:

the system completes the issuing of the route command according to the route command generated in the decision stage, and mainly sends the route command to a corresponding train control system through a network.

qq) jump stop command:

the system completes the issuing of the jump stop command according to the train jump stop command generated in the decision stage, and mainly sends the route command to a corresponding train control system through a network.

rr) vehicle-buckled command:

the system completes the issuing of the order of vehicle-holding according to the order of vehicle-holding at the station generated in the decision stage, and mainly sends the route order to the corresponding train control system through the network.

ss) adjustment command:

the system completes the issuing of the adjusting command according to the train operation adjusting command generated in the decision stage, and mainly sends the route command to a corresponding train control system through a network.

2) Intelligent 2-level train operation control system

The operation control unit is based on the 1 level of the train operation control system, aiming at the scene of normal operation, the system is added with the functions of dormancy awakening and the like; aiming at special situations and emergency situations occurring in operation, a rain and snow mode and a peristalsis mode are set to assist train driving, obstacle monitoring and more emergency state monitoring are added, more abnormal scenes are preset in the system for operation treatment, and therefore the anti-interference capacity and the fault recovery capacity of the system are improved.

u) train dormancy

In order to reduce the labor capacity of drivers and reduce the possibility of errors in thinking during the operation of the drivers, a train sleeping/waking module is added in the system. After receiving a train dormancy command, the dormancy/awakening module controls the train control equipment and all relevant equipment on the train to be powered off, and the train control equipment enters a dormant state. The control device in the sleep state turns off most functions but retains the communication function with the control center system device.

v) train wakeup

And the train control equipment in the dormant state recovers all functions of the train operation control system after receiving the train awakening command and switches on the power supply of each electric equipment on the train, so that the train has the condition of being put into normal operation. The train awakening process carries out self-checking on train control equipment and related electric equipment on the train, and the equipment can be ensured to be normally put into operation tasks.

w) vehicle door safety door gap detection

When the train stops at the station, the sensor detects the gap between the train door and the station safety door in real time, and if a foreign matter is detected between the gap between the train door and the station safety door, the abnormal state is sent to the train operation control system, and an audible and visual alarm is given out to inform the station staff, and the train can normally run until the abnormal condition is eliminated.

x) passive detection of obstacles

The method comprises the steps of installing an eta-shaped plate spring component in front of a first wheel pair of the train, carrying out comparison verification by combining a finite element method based on a spring plate load-deformation principle generated by contact of the train and an obstacle, selecting statics characteristics of a typical collision condition analysis device, and carrying out deformation by stress of the spring plate when the train is in contact with the obstacle in the advancing process, so that collision information is sent to a train operation control system in real time and is recorded and processed by the train operation control system.

y) unmanned automatic operation

Under the monitoring of the speed protection function, the system calculates an automatic driving curve according to information such as the position, the speed and the running destination of the train, automatically controls the train to realize the control of traction starting, coasting, cruising, braking and the like, and realizes the automatic driving of the train in the inter-station running process. Because the train is provided with modules such as dormancy awakening and the like, the train can realize automatic power-on and power-off control in the train section, and the train can realize unmanned automatic operation in the whole process of power-on and power-off, train section and main line operation by installing corresponding train control equipment in the train section.

z) fault handling without human involvement

The system is preset with the reason and the treatment measure of common faults, so that after the faults occur, the system can judge the fault reason according to the fault state and automatically carry out fault treatment according to the indication of the fault treatment measure.

The 2-level train operation control system is characterized in that on the basis of the 1-level dispatching command unit of the train operation control system, monitoring information of subsystems such as a CCTV system, a PIS system, an automatic fire alarm system and the like is pushed in a control center by a monitoring task, and the monitoring process is completed by the system. When the control center has alarm information, a dispatcher is required to confirm the information such as the alarm position, the alarm content and the like through the system assistance.

aa) environmental equipment condition monitoring

The decision task is performed by a system assisted dispatcher.

bb) switching of operating modes

The system can acquire the actual state of the running train according to the feedback of the monitoring of the state of the environmental equipment. When the conditions such as rain and snow weather are met, the system can automatically enter a preset rain and snow mode to operate, and the system can recover to operate in a normal mode under normal conditions. When the train is not stopped accurately at the station or meets a fault and needs to be processed, the train can automatically enter a creeping mode to run at a low speed, so that a central dispatcher can conveniently carry out remote control and fault processing on the train.

After the dispatcher confirms the emergency, the execution task can be completed by the system according to a preset disposal scheme.

cc) sleep wakeup command

The central dispatching system can send out a train sleeping/waking command according to the requirement, thereby controlling the train to enter or exit from a sleeping state. The sleep/wake-up command is sent to the train control system by the central dispatching command system through the network.

dd) creeping, rain-snow pattern

The central dispatching control system can remotely control the train to enter or exit a creeping mode, a rain mode and a snow mode. The command of the train entering or exiting the creeping, rain and snow mode is sent to the train control system by the central dispatching command system through the network.

3) Intelligent 3-level train operation control system

The operation control function is based on the automatic operation control function of the L2 train, an intelligent sensing technology is added, active and passive environment sensing equipment is utilized, high-reliability sensing of front obstacles and train derailment states is achieved through intelligent algorithm processing, and the automatic operation control function can automatically adapt to environments, severe weather and abnormal events.

g) Active detection of obstacles

A radar detector is mounted on a train body, an object existing around the train is detected by the radar detector, the object around the train is shot by an image pickup part such as a high-frequency camera, a low judgment threshold value is set when the possibility of existence of an obstacle is judged to be high according to image information of the shot image, a high judgment threshold value is set when the possibility of existence of the obstacle is judged to be low, the obstacle is detected during the running of the train according to the output of the radar by using the threshold values, and alarm information is sent to a train running control system when the possibility of judgment of the obstacle is detected to be higher than the preset threshold value.

The train operation control system of the intelligent level L3 is mainly aimed at carrying out cooperative dispatching command among interconnected and intercommunicated cross-line operation network networks on the basis of finishing the dispatching command function of the train operation control system of the L2. The system carries out scheduling according to the riding requirements of passengers among all the wire networks, and can promote the performance of rail transit to be improved. When the system monitors abnormal conditions, the system inputs required environmental information for the system, and if the system has a predefined rule and a task execution sequence, the system can realize automatic scheduling command; if the system does not have a pre-set processing scheme, the processing is done at the discretion of the dispatcher.

A radar detector is mounted on a train body, an object around the train is detected, the object around the train is shot by an image pickup part such as a high-frequency camera, a low judgment threshold value is set when the possibility of the existence of an obstacle is high according to image information of the shot image, a high judgment threshold value is set when the possibility of the existence of the obstacle is low, the obstacle is detected during the running of the train according to the output of the radar by using the threshold value, and alarm information is sent to a train running control system when the possibility of judging the obstacle is higher than the preset threshold value.

Fig. 5 is a structural diagram of an obstacle active sensing system according to an embodiment of the present invention, where 2 cameras collect line environment and target information based on a binocular vision technology, 2 laser radars collect the line environment and the target by scanning a front environment to generate point cloud information, the two collected information are transmitted to a system host together, and the system host stores data. The system host machine completes training and modeling work on the line and the target sample library off line by applying a deep learning technology and a multi-modal perception fusion technology based on the data acquired on line. In actual operation, the system host machine completes the identification of a line area and a target object on line according to information collected by the laser radar and the camera, completes the calculation of the distance between the train and the target object, and sends the calculation result to a train operation control system (not shown in the figure) in real time through a communication interface. The train operation control system can judge the collision risk and monitor the braking distance according to the distance between the train and the target object provided by the environment sensing system, and can take braking measures to stop when necessary. The display is mainly used for improving the testability and the achievement display of the system, can be used as auxiliary equipment of a full-automatic operation system in actual engineering, and provides obstacle approaching early warning for a driver when a system fault needs to drive a train manually.

System related critical processing techniques include

a. Barrier active detection technology based on binocular vision

Fig. 6 is a flowchart of active obstacle detection based on binocular vision according to an embodiment of the present invention, and the specific processing includes: firstly, performing combined calibration on long and short focus cameras to realize the unification of long and short focus coordinate information, mainly applying a camera internal reference calibration based on a stretched camera calibration algorithm, and simultaneously applying a camera geometric imaging principle to perform camera external reference calibration; after the camera joint calibration is completed, respectively sensing the environment of the long-focus camera and the short-focus camera, and realizing the identification and path prediction of a target by using Kalman filtering; carrying out long and short focus perception information fusion on the basis of finishing respective environment perception, extracting feature points of long and short focus images, carrying out feature matching of a camera, and estimating the speed and the inter-vehicle distance of the recognition target; in addition, a dangerous field model in front of the train is established according to the current position and state of the train and the position and state of the recognition target, and therefore early warning or control over the train is further achieved.

b. Train forward target identification technology based on deep learning

Fig. 7 is a flow chart of train forward target identification based on deep learning provided by the embodiment of the invention, a system host acquires videos in a train operation environment, constructs a train operation environment database through data cleaning and processing, the database content mainly comprises information such as a covered track line, a train and a signal lamp, samples are labeled and trained on a deep learning special platform, and a deep convolutional neural network algorithm based on a Caffe frame is established.

Developing a track region semantic segmentation algorithm based on a convolutional neural network, extracting a track region in a train forward operation environment, providing an accurate limit range for train operation, and simultaneously developing a track region turnout identification algorithm by combining the characteristics of turnouts in the track region and applying the turnout geometric characteristics and the corner characteristics of the track region;

developing a multi-target recognition algorithm based on deep learning, realizing extraction and classification of target objects by applying a convolutional neural network, extracting targets such as trains, pedestrians and the like in a track limit range in a forward operation environment by combining track region recognition, and further optimizing the multi-target recognition algorithm by combining a multi-target tracking algorithm on the basis of the convolutional neural network multi-target recognition algorithm by combining with the real-time application requirement of the train operation environment;

a small target identification algorithm based on the adaptive edge detection cascade convolution neural network is developed, the adaptive edge detection algorithm is applied to accurately extract a target area, and meanwhile, the convolution neural network is applied to accurately position and classify signal lamps in the rail environment.

c. Track area target detection technology based on fusion of machine vision and radar

Fig. 8 is a flow chart of track area target detection based on machine vision and radar fusion provided by an embodiment of the present invention, where the vision and radar fusion detection can combine respective advantages of vision and radar, so as to solve the problem that a vision sensor is susceptible to illumination conditions and obstruction by obstacles, and implement environmental detection under multiple scenes, and a specific research scheme is shown in the following diagram:

after the track area detection algorithm research is completed, the target identification technology research of fusion of vision and radar is carried out by combining the radar. The extracted typical scenes in life, such as normal scenes, curves, rainstorms, dark nights and the like, are classified according to the information detected by a single sensor by applying a deep learning technology, and three fusion schemes are established according to the classification: radar information-based fusion, camera information-based fusion, and co-decision fusion. In the fusion aspect mainly based on radar information, a region of interest (ROI) is preliminarily determined by detection target information of the radar, then projection transformation is carried out, and target classification detection and feature extraction are carried out by applying an image processing algorithm aiming at the ROI region. In the fusion aspect mainly based on camera information, a target recognition algorithm based on a convolutional neural network is established, relevant information of effective targets in the image is extracted, and the relevant target information is supplemented by combining radar information. In the fusion aspect of common decision, the camera and the radar make respective decisions, observation value matching is completed by using the Mahalanobis distance after space-time combined calibration is completed, then weight distribution of the sensor is determined by using a combined probability density algorithm, data fusion is completed, and therefore related information such as speed, type, position and the like of a forward dangerous target is determined. The three fusion algorithms are all based on a feature fusion method, the existing fusion methods are improved and combined, the most appropriate fusion scheme is selected under different corresponding scenes for environment detection, the detection precision and reliability of the forward object are improved, and meanwhile the adaptability to different scenes is improved.

h) Passenger flow detection

The central dispatching command system can receive the state of the passenger ticket selling and checking system or the related passenger flow checking sensor, so as to check and count the real-time passenger flow condition.

The central dispatching command system can receive passenger flow data of a passenger ticket selling and checking system, carry out intelligent passenger flow analysis according to video data in a station channel sensor and a platform monitoring video, and detect and count real-time passenger flow states and distribution of each line through a feature learning method and a batch normalization (Bachnormarization) method in deep learning; the central dispatching command system can receive information of weather, events, major activities and the like near the line in the external network, and predict the number of waiting passengers in the station hall for thirty minutes in the future by combining historical passenger flow data statistics.

i) Generation of a travel map taking into account passenger flow engagement

Fig. 9 is a flow chart of a process of generating a train diagram in consideration of passenger flow connection according to an embodiment of the present invention, where a central dispatching command system converts detected passenger flow prediction information into real-time transportation demand when generating a train diagram

The transportation demand of the station s at the time t is evenly distributed to each line by utilizing an improved K-shortest path algorithm, a network flow optimization method and a parallel computing technology according to a network topological structure and the line transfer time of each line.

When the real-time transportation demand is larger than the current transportation capacity (the number of trains carrying passengers carrying the trains) of the line, a central dispatching command system sends out a large passenger flow early warning in advance, and the function of a dynamic operation diagram is automatically triggered.

The dynamic operation diagram function judges the advantages and disadvantages of the dynamic adjustment strategy of the operation diagram by using decision methods such as dynamic planning and the like according to the space-time distribution of the line transportation demand and the transportation capacity, gives decision guidance and situation evaluation results such as temporary addition of a spare vehicle or change of operation traffic routes and the like, and sends the decision guidance and situation evaluation results to each line for execution by one key after the judgment of a dispatcher.

4) Intelligent 4-level train operation control system

The operation control unit is additionally provided with an intelligent sensing technology on the basis of realizing the automatic operation control function of the L3 train, utilizes active and passive environment sensing equipment, realizes high-reliability sensing of front obstacles and the derailment state of the train through intelligent algorithm processing, and can automatically adapt to the environment, severe weather and abnormal events.

The operation control unit can realize the operation control of the autonomous train, self-adapt to different environments by using an intelligent sensing technology, and intelligently control the train operation by using a train-vehicle communication technology, thereby finishing the upgrade from an automatic system to the autonomous system.

e) Resource management

Through direct information interaction between the trains and autonomous positioning of the trains, the vehicle-mounted equipment flexibly calculates the movement authorization of the trains, autonomously sends turnout control commands to the trackside object controller according to the running line conditions, and realizes efficient, flexible and safe train running. In order to avoid the situation of resource contention, a turnout resource management mechanism, namely the concept of a turnout lock, is introduced, and the turnout control is realized by applying the turnout lock to an object controller by a train. Specifically, when a train needs to pull a turnout, the turnout is applied for exclusive use of a lock, and the lock can be occupied by only one train at the same time; when the turnout needs to pass through the turnout without pulling the turnout, a turnout sharing lock needs to be applied, and the sharing lock can be occupied by a plurality of vehicles at the same time; when the turnout independent lock is applied and the turnout is pulled to a specified position, the train converts the exclusive lock into the shared lock; when two vehicles track, when the front turnout of the front vehicle is not occupied by the front vehicle to lock the turnout, the rear vehicle cannot apply for the turnout lock; when a train wants to apply for a switch lock from a trackside object controller, the train first applies for whether the switch lock can be occupied from ITS (Intelligent Traffic System). And releasing the switch resource lock after the minimum safe rear end of the train passes over the switch rear protection distance or a certain distance (maximum rear sliding distance) of the switch section in front of the switch.

The train operation control system can realize real-time, bidirectional and direct communication of adjacent trains, so that the rear train can more timely and accurately obtain the safe state of the operation of the front train.

The train operation control system of the intelligent level L4 faces passenger service drive through the information fusion technology on the basis of finishing the scheduling command function of the train operation control system of the L3, and intelligently adjusts the scheduling strategy according to the current operation diagram. The system has the functions of management comprehension, environment analysis and decision making, can issue an intelligent scheduling command, realizes integration of scheduling command and operation control, and does not need intervention of a dispatcher.

f) Dynamic operation diagram generation considering regulation and control integration

When the train dispatching command system generates and adjusts the operation diagram, according to different adjustment requirements, train interval time, station stopping time, a train group operation plan and the like are adjusted, control conditions of different acceleration and deceleration and the like of a train in the inter-station operation process and corresponding results are comprehensively considered, an optimal solution is searched in a larger adjustment space, and the purpose of optimizing system operation is achieved by considering the generation of a dynamic operation diagram integrated with regulation and control.

The train obtains path resource information required by train operation from the ITS, and the path resource information mainly comprises a transponder, a turnout, a section, a protection section and the like. Through direct information interaction between the trains and autonomous positioning of the trains by using transponder resources, the vehicle-mounted equipment autonomously applies turnout resources to a trackside Object Controller (OC) according to the running line condition, flexibly calculates the self movement authorization according to the running path resources locked by the trains, and realizes efficient, flexible and safe train running.

The turnout is a line connecting device for switching a train from one track to another track, and is a key device in a train running path. In order to avoid the situation of conflict of turnout resources in a train running path, a turnout resource management mechanism, namely a concept of turnout resource lock, is introduced. The train realizes the turnout control by applying for the turnout resource lock from the object controller. The turnout resource lock is divided into two types: shared lock, exclusive lock. The switch lock can be used for locking the switch by only one user at the same time, and the shared lock can be used for locking a plurality of users at the same time. The combination of the fixed reverse position state of the turnout can combine a plurality of turnout locks: the lock comprises a positioning shared lock, a positioning independent shared lock, a reverse position shared lock and a reverse position independent shared lock.

Fig. 10 is a flowchart of switch resource management according to an embodiment of the present invention, which includes the following processing procedures:

(9) determining a type of a resource lock for a travel path of a train

When a train needs to use a turnout, firstly, the type of the applied turnout resource lock is determined by combining the planned position of the turnout in the planned path of the train and the actual position of the current turnout, and the train determines the type of the applied turnout lock according to the turnout lock type definition principle, as shown in table 1.

TABLE 1 Turnout Lock type definitions

(10) Train applies for resource lock authorization to ITS

When a train applies for a turnout resource lock from an OC, the train firstly applies for turnout resource lock authorization from an ITS.

i) train of applied train in ITS jurisdiction

j) The switch of the application is not in the running path of the front vehicle

k) The applied train must have planned train running path

l) when two vehicles track, when the front turnout of the current vehicle is not occupied by the front vehicle, the rear vehicle cannot apply for the turnout resource lock; when the rear turnout of the front vehicle is in the turning back path of the front vehicle, the rear vehicle cannot apply for the turnout resource lock.

(11) Resource lock applied from train to OC

After determining the type of the turnout resource lock to be applied, the train applies the turnout resource lock to the OC from near to far according to the planned path.

And after receiving the switch lock application instruction sent by the train, the OC performs locking operation on the related switch. When locking, the turnout lock information such as the user of the lock, the type of the lock, the locking position and the number of the current locks needs to be recorded.

i) if the turnout resource state is in the state of no lock or the exclusive lock of the applicant exists, the information of the exclusive lock of the turnout is recorded, the request of the exclusive lock is replied, and at the moment, if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position.

j) If the turnout only has the shared lock of the applicant, the shared lock is changed into the independent lock, the independent lock information of the turnout is recorded, the request of agreeing to the independent lock is replied, and at the moment, if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position.

k) If any type of resource lock of other applicants exists in the turnout, no processing is carried out, and an exclusive lock request which is not agreed is replied;

l) if the turnout is rotating, no processing is carried out, and the request of not agreeing to the exclusive lock is replied;

i) the position of the turnout is consistent with the application position;

j) the exclusive lock of other applicants does not exist on the turnout;

k) the applied common lock does not conflict with the common locks of other applicants existing on the turnout (such as: when the existing sharing positioning lock exists, the sharing reverse position lock can not be applied);

l) the switch is not turning (control command begins to output to the roll-in-place/roll-in-place timeout is being turned).

When the conditions are met, recording the information of the newly added shared lock of the turnout, and replying a request of agreeing to the shared lock; if the above conditions are not met, the shared lock request is returned without approval.

When the OC receives multiple resource lock operations in the same operating cycle, different users process the requests according to predefined priorities in order to avoid conflicts between multiple requests for the same switch.

When a train applies for a turnout lock, the turnout has a related turnout, and the type of the switch lock to be applied is determined for the related turnout in the same period, and an instruction for applying the switch lock is sent to the OC.

Fig. 11 is a schematic diagram of switch resource management according to an embodiment of the present invention, where when a planned path of a train needs to pass through a switch reversal in a cross-over area (as shown in fig. 11), lock resources of two associated switches (switch 1 and switch 3) need to be applied in the same period, and it is ensured that the two associated switch locks apply for a cross-over lock after passing through. Meanwhile, in order to ensure safety, an instruction is sent to the OC to drive the other group of turnouts (turnout 5 and turnout 7) which are not associated with the turnout lock resource of the cross crossover of the application to be positioned. The invention sends the instruction to the non-associated turnouts through the OC, thereby avoiding the cross collision at the crossed crossover due to the fact that one group of turnouts in the crossed crossover are in the reverse position and the other group of turnouts in the crossed crossover are in the reverse position, preventing the occurrence of the collision measuring accident and further ensuring the associated turnouts to obtain the lock resource safely.

And when the train drives away from the cross-over line area, applying for releasing the cross-over line lock and the two associated turnout locks from the OC in the same period.

(12) Using and releasing resource locks

And the train calculates the movement authorization by utilizing the resource lock information, and the train runs in the movement authorization range. When the train drives away from the turnout protection zone, applying for releasing the turnout lock to the OC where the turnout is located, continuously confirming whether the turnout lock is released, and continuously sending an instruction for applying for releasing the turnout lock unless the train drives away from the OC area where the turnout is located.

The train operation control system of the intelligent level L4 is driven by facing passenger service through an information fusion technology on the basis of finishing the train operation control system dispatching command unit of the L3, and intelligently adjusts a dispatching strategy according to a current operation diagram. The system has the functions of management comprehension, environment analysis and decision making, can issue an intelligent scheduling command, realizes integration of scheduling command and operation control, and does not need intervention of a dispatcher.

1) Dynamic operation diagram generation considering regulation and control integration

When the train dispatching command system generates and adjusts the operation diagram, according to different adjustment requirements, train interval time, station stopping time, train group operation plan and the like are adjusted, control conditions of different acceleration and deceleration and the like of the train in the inter-station operation process and corresponding results are comprehensively considered, an optimal solution is searched in a larger adjustment space, and the purpose of optimizing system operation is achieved by considering the generation of a dynamic operation diagram integrated with regulation and control.

Through direct information interaction and cooperative control between the central dispatching system and each train, the train operation diagram and the train operation are integrally regulated and controlled according to the real-time detection information of the line network passenger flow and the train operation state information, so that accurate matching and optimization of vehicle line resources and the passenger flow are realized.

Specifically, the central dispatching system needs to adjust the demand in real time according to the early and late conditions of the train, combine the operating conditions of the train in the inter-station operation process, such as the acceleration and deceleration control condition, the line ramp, the speed limit, and the like, and simulate a train dispatcher by using cognitive learning methods such as hierarchical analysis, attention network, and the like to comprehensively judge whether to regulate and control the on-line train operation, and automatically regulate and control the train operation according to the following scenes:

In the formula (I), the compound is shown in the specification,

and

respectively representing the real-time demand and the transport capacity of a station S, and the S represents a line station set and is a corresponding tolerance coefficient. In the scene, the central dispatching system automatically calculates the number of the on-line standby vehicles according to an optimization method and automatically arranges the standby vehicles to be powered on; furthermore, the unmanned system controls the spare vehicle to drive into the main line from the vehicle section or the parking line, meanwhile, the central dispatching system dynamically adjusts the running interval, the stop scheme, the stop time, the vehicle bottom turnover plan and the interval running speed of other vehicles according to the principle of uniform interval and the multi-agent cooperative control method, the spare vehicle automatically utilizes the modes of station jumping, fast running and the like to reach the section with tense transport capacity in the shortest time, passengers are evacuated from the station crowds, and the transport capacity resource is accurately matched with the transport demand of the passengers;

Under the scene, the line transport capacity can meet the requirements of passengers, the stop time of the train at the station is dynamically controlled and compressed, and at the moment, the stop time of the train at the station s is calculated according to the following disclosure

Wherein the content of the first and second substances,

the adjusted stop time of the train, the stop time specified by the planned operation diagram and the time for passengers to get on or off the train are respectively shown. At the same time, the compressed stop time is used for the train's operating time in the next section, i.e. the train is started

Wherein the content of the first and second substances,

and

the adjusted operation time of the train in the section s and the operation time specified by the planned operation diagram are respectively shown. Then according to the running time

The train operation speed curve is recalculated in the later interval by using a dynamic planning method, the train operation speed is reduced, and the train idle time is increased.

It can be seen from the above description that the train operation control systems of various intelligent levels have obvious differences in the operation control unit and the dispatching command unit. The transition from the low-intelligence-level train operation control system to the high-intelligence-level train operation control system can be realized in a mode of equipment function expansion. The intelligent degree of each grade of train operation control system is clearly divided, and the purpose of intelligent development of urban rail transit can be realized.

For illustrating the method for classifying the intelligent levels of the train operation control system according to the present invention, a comparison between the implementation manners of the train operation control unit and the dispatching command unit of each intelligent level train operation control system is described, but other variations and modifications of the present invention will be apparent to those skilled in the art, and the present invention is not limited to the specific implementation manners described. Therefore, any modification, variation or equivalent changes that come within the true spirit and scope of the basic principles of the disclosure are intended to be covered by the following claims.

In conclusion, the urban rail transit train operation control system oriented to different intelligent levels provided by the invention has important guiding significance for the intelligent promotion of urban rail transit. Under the condition that the initial time and cost are insufficient or other difficulties exist, a user can select to open a system with a lower intelligent level in advance to meet basic requirements, and can upgrade equipment through smaller investment to form a system with a higher intelligent level after later resources are available, so that continuous and good service provision is ensured.

The embodiment of the invention provides a train operation control system oriented to different intelligent levels, which mainly describes the functions of all levels in the aspect of intellectualization, and provides technical support for the intellectualized construction of an urban rail transit train operation control system from the aspect that the functions of the train operation control system are manually realized or participated by drivers or dispatchers to the aspect that the whole process of a train is automatically and autonomously operated.

Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.

From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.

The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the 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.

The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims

1. The utility model provides an urban rail transit train operation control system towards different intelligent grades which characterized in that includes:

2. The system of claim 1, wherein the urban rail transit train operation control system is divided into 4 grades from the intelligent-oriented perspective, and the grades are named as L1, L2, L3 and L4 from low to high, and in the urban rail transit train operation control system of the L1 grade:

3. The system of claim 2, wherein in an urban rail transit train operation control system of class L1:

a) train speed measurement

b) train positioning

c) speed protection

d) automatic operation with participation of driver

e) computing mobile authorization

f) driver-participated fault handling

g) train running state monitoring

h) train control equipment state monitoring

i) offline runtime graph generation

j) calculating deviation between actual operation and planned operation of train

k) conflict management

l) route command:

m) a jump stop command:

n) a vehicle-fastening command:

o) adjustment command:

a) train dormancy

b) train wake-up

c) vehicle door safety door clearance detection

d) passive detection of obstacles

e) unmanned automatic operation

f) unattended fault handling

g) environmental device condition monitoring

The decision task is completed by a system auxiliary dispatcher;

h) switching of operating modes

i) sleep wakeup command

j) creeping, rain and snow mode

a) active detection of obstacles

b) passenger flow detection

c) generation of a travel map taking into account passenger flow engagement

6. The system of claim 5,

the train operation control function unit is specifically used for acquiring line environment and target information by using 2 long and short focal cameras based on a binocular vision technology when actively detecting obstacles, carrying out combined calibration on the long and short focal cameras, carrying out camera internal reference calibration by applying a calibration algorithm based on a stretched camera, and carrying out camera external reference calibration by applying a camera geometric imaging principle; respectively sensing the environment of the long-focus camera and the short-focus camera, and realizing target identification and path prediction by using Kalman filtering; carrying out long and short focus perception information fusion on the basis of finishing respective environment perception, extracting feature points of long and short focus images, carrying out feature matching of a camera, and estimating the speed and the inter-vehicle distance of the recognition target; and establishing a dangerous field model in front of the train according to the current position and state of the train and the position and state of the recognition target, and realizing early warning or control on the train.

7. The system of claim 6, wherein:

the train operation control unit is specifically used for generating point cloud information by scanning a front environment by utilizing 2 laser radars to realize the acquisition of a line environment and a target;

8. The system of claim 7,

the train operation control function unit is also used for classifying the extracted typical scenes in life according to the information detected by the single sensor by adopting a track area target detection technology based on the fusion of machine vision and radar after the track area detection algorithm research is finished, and establishing three fusion schemes according to the classification: fusion mainly based on radar information, fusion mainly based on camera information and fusion of common decisions;

9. The system of claim 5, wherein in an urban rail transit train operation control system of class L4:

a) resource management

b) dynamic operation diagram generation considering regulation and control integration

10. The system of claim 9, wherein:

the train operation control function unit is specifically used for realizing turnout control by applying a turnout resource lock to an object controller, and the turnout resource lock is divided into two types: the lock is locked, is shared alone, and the lock that shares alone can only have a user at the same time, and the lock that shares can have a plurality of users at the same time, combines the many switch locks of the combination of the position of turning over: a positioning shared lock, a positioning independent shared lock, a reverse position shared lock and a reverse position independent shared lock;

(1) determining a type of a resource lock for a travel path of a train

TABLE 1 Turnout Lock type definitions

(2) Train applies for resource lock authorization to ITS

a) the train of the application is in the ITS jurisdiction;

b) the applied turnout is not in the running path of the front vehicle;

c) the train which is applied for the train has to be planned with a train running path;

d) when two vehicles track, when a front turnout of a current vehicle is not occupied by the front vehicle, a rear vehicle cannot apply for a turnout resource lock; when the rear turnout of the front vehicle is in the return path of the front vehicle, the rear vehicle cannot apply for the turnout resource lock;

(3) resource lock applied from train to OC

a) if the turnout resource state is in the state of no lock or the exclusive lock of the applicant exists, recording the information of the exclusive lock of the turnout, replying the request of agreeing to the exclusive lock, and if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position;

b) if the turnout only has the shared lock of the applicant, the shared lock is changed into the independent lock, the independent lock information of the turnout is recorded, and the request of agreeing to the independent lock is replied, and at the moment, if the position of the turnout is inconsistent with the planned locking position, the OC automatically pulls the turnout to the planned locking position;

c) if any type of resource lock of other applicants exists in the turnout, no processing is carried out, and an exclusive lock request which is not agreed is replied;

d) if the turnout is rotating, no processing is carried out, and the request of not agreeing to the exclusive lock is replied;

a) the position of the turnout is consistent with the application position;

b) the exclusive lock of other applicants does not exist on the turnout;

c) the applied common lock does not conflict with the common locks of other existing applicants on the turnout;

d) the turnout is not rotating;

(4) using and releasing resource locks

11. The system of claim 8, wherein:

the train operation control function unit is specifically used for adjusting train interval time, stop time and train group operation plans according to different adjustment requirements when generating and adjusting the operation diagram, performing direct information interaction and cooperative control between the central dispatching system and each train, and performing integrated regulation and control on the train operation diagram and train operation according to real-time detection information and train operation state information of line network passenger flow so as to realize matching and optimization of vehicle line resources and passenger flow;

In the formula (I), the compound is shown in the specification,

and

respectively representing real-time demand and capacity of station S, S tableThe line station sets are shown, and are corresponding tolerance coefficients, and under the scene, the central dispatching system automatically calculates the number of on-line spare vehicles according to an optimization method and automatically arranges the spare vehicles to be powered on;

Wherein the content of the first and second substances,

t_prespectively representing the adjusted stop time of the train, the stop time specified by the planned operation diagram and the time of passengers getting on or off the train, and using the compressed stop time for the operation time of the train in the next section, namely

Wherein the content of the first and second substances,

and