CN114655276A

CN114655276A - Rail transit operation system

Info

Publication number: CN114655276A
Application number: CN202011535816.6A
Authority: CN
Inventors: 孙玉鹏; 闻一龙; 杨旭文; 夏夕盛
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2020-12-23
Filing date: 2020-12-23
Publication date: 2022-06-24

Abstract

The invention provides a rail transit operation system, comprising: a vehicle-mounted control system TES arranged on each train; the system comprises a positioning module, a movable distance module, a rail obstacle positioning module, a rail safety module and a rail safety module, wherein the positioning module is used for acquiring positioning information and movable distance information of a train and first state information of the rail obstacle in real time so as to determine an overspeed protection curve of the train; and the control unit is used for controlling the autonomous operation of the train based on the overspeed protection curve of the train. Compared with the traditional CBTC and train-vehicle communication system, the track traffic operation system provided by the invention can realize high-precision positioning of the train, autonomous perception of the movable distance, active identification of obstacles and the like by arranging the vehicle-mounted control system TES, can carry out design of an overspeed protection curve according to the autonomous perception of the movable distance, and can be converted from the traditional ground centralized control into autonomous and autonomous control taking train perception as a core, thereby realizing autonomous safety protection and control of train operation based on full-time space dynamic information acquisition and fusion in a real sense.

Description

Rail transit operation system

Technical Field

The invention relates to the technical field of rail transit, in particular to a rail transit operation system.

Background

With the continuous development of economic construction in China, the networked operation form of urban rail transit is formed preliminarily, and the urban rail transit becomes a current main transportation mode as a high-capacity rapid public transportation mode.

In the whole development process of rail transit, a Communication Based Train Automatic Control System (CBTC), an I-CBTC System, a full Automatic Operation System (FAO), and the like have been used. The conventional urban rail transit signal system generally uses ground equipment as a control core for train operation, so that the ground equipment is various; and because the train operation control adopts a train-ground-train mode, the train needs to carry out communication interaction of going and returning with the ground, the information turnover time is long, and the flexibility and the intelligent level of the train operation control are limited.

With the networking construction and operation, the development of urban rail transit is under the dual pressure of providing both an equal public service with wider coverage and a higher safety, high efficiency and high quality service, and the current urban rail transit still faces a serious challenge, mainly including:

firstly, the lines are not interconnected and intercommunicated, and the passenger service level is to be improved: for a long time, although domestic rail transit is planned and constructed in a network, the lines are not interconnected, so that the railway transit can only operate in a single line, and the overall benefit of networked operation is not formed. Taking Beijing as an example, trains can not be operated across lines, abundant networked operation organization modes can not be provided, and the direct operation requirement of passengers can not be solved, so that key transfer stations of road network lines become blockage points, and the pressure of the transfer stations is huge.

Secondly, the existing line is difficult to reform: with the gradual networked operation of the rail transit in the super-large city, the proportion of the lines needing to be maintained and modified to all lines is increased year by year, wherein a signal system is a key problem in the modification of the existing lines. The existing line transformation can not influence the operation, and the problems of great transformation difficulty, long time, slow effect, high debugging operation risk, high cost and the like exist. A rapid and noninductive transformation scheme is needed to support the transformation of the existing line of the rail transit in the super-large city.

Thirdly, the operation safety level needs to be improved: at present, a full-automatic operation system in China enters an acceleration application stage, for example, Beijing, a Yan house line and a Daxing airport line are smoothly opened, and subsequent lines 3, 12, 17 and 19 are all constructed by FAO. And the traditional CBTC system also needs to be completed by a driver for monitoring obstacles and pedestrians in front of the train, and also needs to rely on driver identification and safety protection if the obstacles such as the pedestrians, the lodging trees and the like exist in the line. Under the unmanned driving condition, the identification of non-train obstacles in the operation environment is lacked, and certain safety risk exists.

Fourthly, the operation maintenance capability under the fault condition needs to be improved: the prior system adopts ground centralized control, and once a fault occurs, the operation capacity and the safety are greatly reduced. The active sensing and decision-making abilities of trains are gradually exerted in urban rail transit, and the problems of operation ability maintenance and effective and rapid evacuation of passengers under the fault condition are solved.

Fifthly, the problem of mismatching of capacity and transportation capacity exists: along with the continuous increase of the traffic line scale and the increasing of passenger flow, the dynamic change of passenger flow in a super-large urban traffic network, the unbalanced spatial and temporal distribution of urban rail transit passenger flow demands and the like, the contradiction between the transport capacity supply and the passenger flow demands of partial lines or local areas is more prominent.

Disclosure of Invention

Aiming at the problems in the prior art, the embodiment of the invention provides a rail transit operation system.

The invention provides a rail transit operation system, comprising:

a vehicle-mounted control system TES arranged on each train;

the vehicle-mounted control system TES is used for acquiring positioning information, movable distance information and first state information of obstacles in a rail of a train in real time so as to determine an overspeed protection curve of the train;

and the vehicle-mounted control system TES is also used for controlling the autonomous operation of the train based on the overspeed protection curve of the train.

According to the rail transit operation system provided by the invention, the vehicle-mounted control system TES comprises: the system comprises a first operation platform, a first safety computer platform, an intranet switch and first data acquisition units at least arranged at the head and tail of a train;

the first data acquisition unit comprises: laser radar, millimeter wave radar and camera;

the first data acquisition unit sends acquired first real-time information to the first operation platform through the intranet switch;

the first operation platform is used for acquiring positioning information of the train, the movable distance information and first state information of the obstacle in the rail according to the first real-time information and determining the type of the obstacle in the rail;

and the first safety computer platform is used for determining an overspeed protection curve of the train according to the positioning information of the train, the movable distance information, the first state information of the obstacles in the rail and the type of the obstacles in the rail, and executing vehicle-mounted control functions related to safety position protection and obstacle protection.

According to the rail transit operation system provided by the invention, the rail star link system TSL is arranged beside a rail;

the vehicle-mounted control system TES is in wireless communication connection with the track star link system TSL;

the track star link system TSL is used for acquiring second state information between a trackside obstacle and a train in a preset range in real time so as to realize clearance detection in the running process of the train;

and the vehicle-mounted control system TES is used for determining an overspeed protection curve of the train according to the positioning information, the movable distance information and the first state information of the obstacles in the track of the train and by combining the result of the clearance detection.

According to the rail transit operation system provided by the invention, the rail star link system TSL comprises: the system comprises a second safety computer platform and a plurality of node devices distributed beside a track; the adjacent node devices are in communication connection;

each node device is used for acquiring the state information of the trackside obstacles in the respective detection range;

and the second safety computer platform is used for collecting the state information of the trackside obstacles uploaded by each node device and generating the second state information so as to realize clearance detection in the running process of the train.

According to the rail transit operation system provided by the invention, each node device comprises at least one laser radar, at least one laser radar millimeter wave radar and at least one laser radar camera.

According to the rail transit operation system provided by the invention, the vehicle-mounted control system TES further comprises: a wireless communication unit;

the wireless communication unit comprises a first communication subunit and a second communication subunit;

the first communication subunit is configured to wirelessly communicate with the orbital star link system TSL to obtain a result of the headroom detection uploaded by the orbital star link system TSL;

the second communication subunit is used for carrying out wireless communication with a TES (vehicle-mounted control system) of an adjacent train on the same operation line so as to send self state information to a rear train of the adjacent train and receive front train state information sent by a front train of the adjacent train;

the vehicle-mounted control system TES is used for determining an overspeed protection curve of the train according to the positioning information of the train, the movable distance information, the first state information of the obstacle in the track, the result of clearance detection and the state information of the front train.

According to the rail transit operation system provided by the invention, the result of the clearance detection comprises at least one of the following items: visible moving distance, obstacle type and obstacle distance in the train running direction, protective zone mark establishment, protective zone starting point star chain ID and protective zone terminal point star chain ID.

According to the rail transit operation system provided by the invention, the self state information comprises at least one of the following items: train running direction, mode level, current speed, position information, MA information, information related to station entering and stopping, information related to awakening state, virtual formation related command and state, information such as current actual speed, acceleration and central ATS related plan of the train, and information related to emergency braking state.

According to the rail transit operation system provided by the invention, the second communication sub-unit is based on the 5G V2X technology and is in wireless communication with the vehicle-mounted control system TES of the adjacent train on the same operation line; the wireless communication mode is full-duplex point-to-point communication.

The rail transit operation system provided by the invention further comprises: a central control system ITS arranged at the cloud end;

the central control system ITS is used for making an autonomous virtual flexible marshalling strategy of all trains according to the transportation organization plan;

the central control system ITS is also used for sending an operation instruction to a vehicle-mounted control system TES of the target train through a first interface based on the autonomous virtual flexible marshalling strategy so as to control the operation of the target train;

the operating instructions include at least one of: running plan, ATO command, formation and de-encoding command and remote control command;

accordingly, the central control system ITS is further configured to receive, via the first interface, at least one of the following information sent by the onboard control system TES: plan confirmation, ATO state, train state, formation decompiling state and alarm information.

This rail transit operating system that still provides includes: the central control system ITS is based on model predictive control theory to formulate the autonomous virtual flexible grouping strategy according to the transportation organization plan.

According to the rail transit operation system provided by the invention, the central control system ITS further comprises: a second interface for communicating with the central turnout controller and a third interface for communicating with the local turnout controller;

the central control system ITS sends at least one of the following commands to the central switch controller through the second interface: power-on unlocking, switch lock clearing, single switch operation, switch fault resetting, switch sharing lock setting and canceling, switch strong-pulling, application and release of 1/2-bit lock of cross crossover, and switch region blocking or unblocking;

correspondingly, the central control system ITS is further configured to receive, via the second interface, at least one of the following information sent by the central switch controller: the turnout state, the turnout locking state, the platform door state, the ESB state and the current turnout working state;

the central control system ITS sends at least one of the following commands to the local turnout controller through the third interface: power-on unlocking, switch lock clearing, single switch operation, switch fault resetting, switch sharing lock setting and canceling, switch strong-pulling, application and release of 1/2-bit lock of cross crossover;

correspondingly, the central control system ITS is further configured to receive, via the third interface, at least one of the following information sent by the local switch controller: switch state, switch locking state, platform door state, ESB state, current control mode of switch on site, and working state.

According to the rail transit operation system provided by the invention, the central control system ITS further comprises: a fourth interface in communication with the orbital star link system (TSL);

the track star link system TSL sends at least one of the following instructions to the central control system ITS through the fourth interface: the zone occupation state, the visible distance and the clearance detection result of each node device;

correspondingly, the orbital star link system TSL is further configured to receive a protective zone establishment or release command sent by the central control system ITS through the fourth interface.

The invention provides a rail transit operation system, wherein the vehicle-mounted control system TES further comprises: the fifth interface is communicated with the central turnout controller, and the sixth interface is communicated with the local turnout controller;

the vehicle-mounted control system TES sends at least one of the following information to the central turnout controller through the fifth interface: train position, mode and level of operation, direction of operation, track equipment control commands, garage door control commands;

accordingly, the onboard control system TES receives via the fifth interface information sent by the central switch controller to at least one of: the turnout lock type, the turnout lock state, the track equipment state, the garage door state, the temporary speed limit information and the rain and snow mode command;

the vehicle-mounted control system TES sends at least one of the following information to the local turnout controller through the sixth interface: train position, operation mode and grade, operation direction, track equipment control command;

accordingly, the onboard control system TES receives via the sixth interface at least one of the following information sent by the local turnout controller: switch lock type, switch lock state, track equipment state, and rain and snow mode command.

Compared with the traditional CBTC and train-vehicle communication system, the track traffic operation system provided by the invention can realize high-precision positioning of the train, autonomous perception of the movable distance, active identification of obstacles and the like by arranging the vehicle-mounted control system TES, can carry out design of an overspeed protection curve according to the autonomous perception of the movable distance, and can be converted from the traditional ground centralized control into autonomous and autonomous control taking train perception as a core, thereby realizing autonomous safety protection and control of train operation based on full-time space dynamic information acquisition and fusion in a real sense.

Drawings

In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is one of the operation schematic diagrams of the rail transit operation system provided by the invention;

fig. 2 is a second schematic operation diagram of the rail transit operation system provided by the present invention;

FIG. 3 is a block diagram of an autonomous virtual flexible marshalling operating system provided by the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

The following describes a rail transit operation system provided by an embodiment of the present invention with reference to fig. 1 to 3.

The invention provides a rail transit Operation System, which is a new generation of Autonomous Virtual flexible marshalling System (AVCOS) and aims at the current situations of mismatching of capacity and capacity, high difficulty in interconnection and transformation of existing lines, high difficulty in unmanned Operation, insufficient fault recovery Operation capacity and the like in the prior art. The improvement mainly comprises two aspects: fully autonomous operation and virtual hitching flexible marshalling.

Wherein, the fully autonomous operation means: the rail transit operation control system is changed from traditional ground centralized control into autonomous and autonomous control taking train perception as a core, so that autonomous safety protection and control of train operation are realized based on full-time-space dynamic information acquisition and fusion. The virtual linking flexible grouping refers to: the existing block limitation is broken through the wireless communication coupling mode among the trains, and the train-to-train connection without a physical coupler is realized through the interlocking marshalling mode and the like.

Fig. 1 is a schematic operation diagram of a rail transit System according to the present invention, and as shown in fig. 1, in order to improve the fully autonomous operation, the present invention provides an AVCOS System by installing a Train Eye System (TES) on each Train. Alternatively, the onboard control system TES may be constituted by a plurality of unit modules of different functions, such as: under the condition that the vehicle-mounted control system TES comprises a positioning module (such as a GPS positioning device and the like), high-precision positioning information of the train can be acquired in real time by combining the positioning module with an electronic map in the in-orbit running process of the train; under the condition that the vehicle-mounted control system TES comprises a speed measuring module (such as a speed measuring radar, a rotating speed sensor, an inertial acceleration sensor and the like), the running speed of the train can be acquired in real time by combining the speed measuring module with an electronic map; under the condition that the vehicle-mounted control system TES comprises an obstacle identification module (such as a laser radar, a millimeter wave radar, a high-definition camera and the like), obstacles (such as pedestrians, articles, animals, a front vehicle running on the same track and the like) appearing on a train running line can be acquired in real time through the obstacle identification module, and the relative running speed of each type of obstacle relative to a running train can be accurately acquired. Furthermore, the movable distance of the train can be sensed autonomously according to the acquired barrier type, the relative distance between the barrier and the train and the relative moving speed, and an overspeed protection curve of the train on the next section of running line can be drawn by combining an electronic map according to the movable distance and the current running speed of the train.

Further, when the overspeed Protection curve of the Train on the next road section is determined, the Automatic Operation of the Train may be realized by controlling an Automatic Train Protection unit (ATP), an Automatic Train Operation unit (ATO), an Automatic Train Supervision (ATS), a Computer Based Interlocking (CI), and the like, using the onboard control system TES.

Further, when the on-board control systems TES are simultaneously disposed on two trains before and after the track running (referred to as TES1 and TES2, respectively), the train running direction, the mode level, the current speed, the position information, the movement authorization information (MA information), the arrival/stop related information, the wake-up related status, the virtual formation related command and status, the current actual speed, the acceleration of the train, the status information such as the center ATS related plan, and the emergency braking status information are mutually transmitted to each other during the actual running.

The rear TES2 can acquire the relative distance and acceleration information between the front TES1 and the rear TES2 in real time according to the above information. MA information, relative operating speed information, and the like. Similarly, the front TES1 may also obtain the above information of the rear TES 2.

Finally, each train can work out an overspeed protection curve according to the acquired state information of the trains before and after the train and the state information of the train (such as (MA information, station-entering and parking related information) of the train in combination with an electronic map, so as to make a driving scheme according to the overspeed protection curve.

The rail obstacle related to the invention is an obstacle appearing on the rail, in the rail and in a preset range of the rail in the running process of the rerailer. The type of obstacle may be a stationary or moving person, animal, and other adjacent train or object (e.g., a rock), among other objects that may pose a threat to the driving safety of the train.

Based on the content of the foregoing embodiment, as an optional embodiment, the vehicle-mounted control system TES includes: the system comprises a first operation platform, a first safety computer platform, an intranet switch and first data acquisition units at least arranged at the head and the tail of a train;

the first data acquisition unit includes: laser radar, millimeter wave radar and camera;

the first data acquisition unit transmits acquired first real-time information to the first operation platform through the intranet switch;

the first operation platform is used for acquiring positioning information, movable distance information and first state information of the obstacles in the rail of the train according to the first real-time information and determining the type of the obstacles in the rail;

The vehicle-mounted control system TES provided by the invention can identify related obstacles such as trains, people and signal machines on the track and obtain the distance of the obstacles based on the fusion of computer vision and deep learning algorithms by combining sensors such as vision, laser and millimeter wave, and then the overspeed protection curve of the train is calculated according to the distance of the obstacles so as to control the safe operation of the train.

Optionally, the vehicle-mounted TES system on each train is respectively composed of a first computing platform (a large computing platform), a first security computer platform, a first data acquisition unit composed of at least two laser radars, two millimeter wave radars and two cameras, an intranet switch, a maintenance unit, and the like. The laser radar, the millimeter wave radar and the camera are respectively arranged at the head and the tail of the vehicle to respectively acquire real-time information in front of and behind the running line.

The high-calculation-capacity platform can adopt a high-performance computer, two laser radars and two cameras are collected through two intranet switches, the real-time information of the two millimeter wave radars is used for realizing high-precision positioning and obstacle monitoring, obstacle identification and query are realized by combining a historical map and a real-time map, and the types of obstacles are identified by combining video information shot by the cameras. The first safety computer platform can be used for vehicle-mounted control functions such as safety position protection, speed protection curve calculation and obstacle protection. The maintenance unit may be for maintaining log records.

As shown in fig. 1, during multi-vehicle tracking, each onboard control system TES may obtain the distance from the preceding vehicle by autonomous sensing, and after considering a certain safety margin, convert the distance into the allowable moving distance, and further calculate the overspeed protection curve.

When the circuit is reformed, the operation control system on the train is reformed into the train with the vehicle-mounted control system TES, the states of the front train and the signal machine can be obtained by means of autonomous perception, an overspeed protection curve is calculated in real time, and the train can be put into operation quickly.

According to the rail transit operation system provided by the invention, each train is subjected to train-by-train transformation, and the vehicle-mounted control system TES is arranged, so that on one hand, the autonomous safe operation of the trains can be realized only by the train-by-train transformation, and the problems that the lines are not interconnected and communicated and the passenger service level needs to be improved can be effectively solved; on the other hand, the problems that the operation is influenced when the existing line is transformed in the prior art mentioned in the background technology part, the transformation difficulty is large, the time is long, the effect is slow, the debugging operation risk is high, the cost is high and the like are solved, the normal operation is not influenced, the transformation difficulty is low, and the effect is quick; meanwhile, as the vehicle-mounted control system TES is arranged on each train, the driver identification and safety protection are not required under the condition that obstacles such as pedestrians, lodging trees and the like exist in the line. Under the unmanned driving condition, the method can identify the non-train obstacles in the operating environment, and effectively improves the driving safety.

Based on the content of the foregoing embodiment, as an optional embodiment, the track transportation operation system provided by the present invention may further include: a Track Star Link (TSL) system disposed beside the Track;

the vehicle-mounted control system TES is in wireless communication connection with the track star chain system TSL;

Fig. 2 is a second schematic operation diagram of the rail transit operation system provided by the present invention, and as shown in fig. 2, in order to further improve the safety and reliability of train operation, the present invention adds a rail star link system TSL for clearance detection (clearance limit supervision) beside the rail.

The clearance detection is also called clearance area measurement, and is measurement of the position of an obstacle affecting safety in a safety area according to railway design and operation requirements.

According to the track traffic operation system provided by the invention, the existing trackside can not be provided with the SPKS switch, the annunciator and the axle counting equipment any more by additionally arranging the trackside track star link system TSL, namely, the functions of the original axle counting equipment and the annunciator are replaced by additionally arranging the track star link system, so that clearance detection is realized.

Further, under the condition that the track star link system TSL is additionally arranged, the track Traffic operation system provided by the invention can realize the autonomous operation of the demotion vehicle by directly using the track star link system TSL and the local turnout equipment (local OC) without arranging Traffic information Channel equipment (TMC) on the whole train line.

Optionally, when the train runs on the track, each node device in the track star link system TSL provides, in real time, the vehicle-mounted control system TES with clearance detection information such as a visible moving distance, an obstacle type, an obstacle distance, a protective zone establishment flag, a protective zone starting star link ID (i.e., a node device ID corresponding to a head portion) and a protective zone ending star link ID (i.e., a node device ID corresponding to a tail portion) in the running direction of the train when the train enters the communication range of the train.

The rail transit operation system provided by the invention has the advantages that on one hand, the vehicle-mounted control system TES is used for identifying and detecting the obstacles on the rail, on the other hand, the rail star link system TSL is used for identifying and detecting the obstacles beside the train rail, and the driving safety can be effectively ensured.

Based on the content of the foregoing embodiment, as an alternative embodiment, the orbital star link system TSL includes: the system comprises a second safety computer platform and a plurality of node devices distributed beside a track; communication connection is carried out between adjacent node devices;

and the second safety computer platform is used for collecting the state information of the trackside obstacles uploaded by each node device within the detection range, and generating the second state information so as to realize clearance detection in the running process of the train.

Optionally, each node device includes at least one lidar, at least one lidar millimeter-wave radar, and at least one lidar camera.

As shown in fig. 3, the orbital star link system TSL mainly includes: the system comprises a second safety computer platform and a plurality of node devices distributed beside a track; and communication connection is carried out between the adjacent node devices. And under the condition that each node device consists of at least one laser radar, at least one laser radar millimeter wave radar and at least one laser radar camera, the node device is used for acquiring the state information of the trackside obstacles in the respective detection range. And the second safety computer platform is used for collecting the state information of the trackside obstacles uploaded by each node device within the detection range, and generating the second state information so as to realize clearance detection in the running process of the train.

It should be noted that, the node device provided by the present invention may also adopt other devices capable of implementing the same detection function, so as to replace one or more of the above-mentioned laser radar, millimeter wave radar or camera, for example, the near infrared wave radar is used to replace the laser radar to implement the measurement of the distance between the trackside obstacle and the train, and the present invention is not limited specifically.

In particular, the whole orbital star link system TSL may be composed of a second secure computer platform, and a plurality of node devices distributed along the orbit. The specific arrangement mode and the distance between each node device can be set according to the actual situation, for example, in a remote area, the installation density can be properly reduced; the installation density can be increased properly in the complicated road section.

Optionally, each node device may be composed of a plurality of laser radars, millimeter wave radars, cameras, and the like, and may sense a range of obstacle distances such as trains, people, obstacles, and signal apparatuses.

It should be noted that the number and installation manner of each device are not specifically limited, and all node devices are only required to cooperate with each other, so that the all-around detection of the trackside obstacle within the preset range can be achieved.

Further, each node device of the orbital star link system TSL has the capability of communicating with neighboring node devices (which may be limited or wireless communication). The information transmitted by the previous adjacent node device and the information acquired by the node device can be fused and then transmitted to the next adjacent node device.

The track star link system can further extend the train sight distance, sense the position, the speed and other barrier information of the train passing through the nearby area, use the information as second state information, transmit the second state information to the train through a second safety computer platform through a wireless network, and finish the real-time sharing of the trackside condition and the train.

According to the rail transit operation system provided by the invention, the vehicle-mounted control system TES is combined with the rail star link system TSL, so that the whole rail transit operation system has the autonomous recognition capability of a complex peripheral operation environment, the volume, color and dynamic information of all objects on a line space can be sensed, the safety protection on rail boundary invasion and pedestrian falling is improved, the rail transit operation fault rate is reduced, the loss caused by foreign matter collision is reduced, the autonomous operation control of a train can be effectively realized, and the safety and reliability of operation are effectively ensured.

Based on the content of the foregoing embodiment, as an optional embodiment, the vehicle-mounted control system TES further includes: a wireless communication unit;

the second communication subunit is used for carrying out wireless communication with a vehicle-mounted control system TES of an adjacent train on the same running line so as to send self state information to a rear train of the adjacent train and receive front train state information sent by a front train of the adjacent train;

and the vehicle-mounted control system TES is used for determining an overspeed protection curve of the train according to the positioning information, the movable distance information, the first state information of the obstacles in the rail, the clearance detection result and the state information of the front train.

As an alternative embodiment, the result of the headroom detection may include, but is not limited to, at least one of the following: visible moving distance, obstacle type and obstacle distance in the train running direction, protective zone mark establishment, protective zone starting point star chain ID and protective zone terminal point star chain ID.

As another optional embodiment, the self status information may include, but is not limited to, at least one of the following: train running direction, mode level, current speed, position information, MA information, information related to station entering and stopping, information related to awakening state, virtual formation related command and state, information such as current actual speed, acceleration and central ATS related plan of the train, and information related to emergency braking state.

Specifically, in the rail transit operation system provided by the invention, compared with the traditional CBTC system and a vehicle-to-vehicle communication system, a second communication subunit is respectively added on each vehicle-mounted control system TES to realize vehicle-to-vehicle near field communication and realize virtual grouping cooperative control of two trains.

Optionally, the second communication subunit is in wireless communication with the onboard control systems TES of adjacent trains on the same operation line based on the V2X technology of 5G; the wireless communication mode is full-duplex point-to-point communication.

The rail transit operation system provided by the invention is based on the 5G V2X technology, full-duplex point-to-point communication between the trains is realized, the rear train can obtain the position information, the speed information and the operation curve information of the front train in real time, the tracking interval of the two trains at a certain speed can be further reduced, and the train-train cooperative control virtual marshalling operation is finally realized.

Further, the vehicle-mounted control system TES can be connected with the track star link system TSL in real time through the first communication subunit, and therefore cooperation of the vehicle and the track is achieved.

Fig. 3 is a schematic diagram illustrating an implementation of the autonomous virtual flexible grouping policy provided by the present invention, and as shown in fig. 3, the rail transit operation system provided by the present invention further includes: a central Control System (ITS) arranged in the cloud end;

Because the train operation control system (such as a CBTC system) adopted in the prior art is used for autonomously calculating the driving permission of the train according to the operation plan, the line resource condition and the self operation state, the autonomous safe operation control of the train on the line is ensured. However, with the continuous increase of the scale of the traffic lines and the increasing of the passenger flow, the passenger flow in the super-large urban traffic network has dynamic changes, the time-space distribution of the passenger flow demand of the urban rail transit is unbalanced, so that the contradiction between the capacity supply of partial lines or local areas and the passenger flow demand is more prominent, the operation flexibility of the train at present needs to be improved, and the train operates according to the fixed marshalling length, so that the diversified operation demands are difficult to meet.

In view of this, the AVCOS system provided by the present invention adds an intelligent scheduling service and an intelligent maintenance service through the ITS application service and the database service of the cloud bearer center. The intelligent scheduling takes operation planning and scheduling management as two dimensions, and by using an intelligent technical means, the quality and efficiency of the operation planning are improved, the comprehensive scheduling control capability and the emergency disposal efficiency are improved, and the operation safety and the service level are continuously improved.

In a transportation organization, a central control system ITS can organize trains to form a queue to run on a line at a peak time according to a transportation organization plan, and the marshalling trains can simultaneously carry out departure, cruise and station entering operation so as to improve the transportation capacity; during the peak-off period, the energy-saving operation can be automatically compiled according to a plan.

Optionally, the central Control system ITS of the present invention is based on Model Predictive Control theory (MPC) to formulate the autonomous virtual flexible grouping strategy according to the transportation organization plan.

Specifically, the autonomous virtual flexible grouping strategy is formulated based on a column and operation multi-objective optimization control method in a model predictive control theory as a theoretical basis.

MPC is a control method based on prediction of controlled objects. At each time of use, a finite time open loop optimization problem is solved on line according to the obtained current measurement information, and the first element of the obtained control sequence acts on the controlled object. At the next sampling instant, the above process is repeated: and (4) refreshing the optimization problem and solving again by using the new measured value as an initial condition for predicting the future dynamics of the system at the moment.

Alternatively, the rail transit operation system provided by the invention can also be used for positioning the identification code beside the rail by arranging the identification code beside the rail. Each trackside positioning identification code has unique identity identification information, and under the condition that a train runs and passes through any trackside positioning identification code, the image of the trackside positioning identification code can be acquired from the image acquired by the vehicle-mounted control system TES, and then the identity identification information corresponding to the trackside positioning identification code can be acquired by identifying the image of the trackside positioning identification code. Therefore, the functions of positioning assistance and the like of the train can be realized according to the identity identification information.

Optionally, at least one trackside positioning identification code can be installed at a position corresponding to each local OC, and in the case that a train is about to enter a turnout area, identification information related to the trackside positioning identification code can be acquired by identifying the acquired trackside positioning identification code. The identification information may include an actual position of the switch on the electronic map, or may include related information of the switch. The invention can effectively assist the train to safely and stably pass through the turnout area by adding the trackside positioning identification code beside the OC on the spot and combining the vehicle-mounted control system TES.

Alternatively, the trackside positioning identification code may also be an identification that can be recognized by the onboard control system TES as an in-orbit obstacle.

Because there are some obstacles along the whole track that are very consistent with the surrounding physical scene or have little change, during the high-speed running of the train, especially under some severe weather conditions (such as heavy fog, heavy rain, etc.), the vehicle-mounted control system TES often cannot effectively identify such obstacles. In order to overcome the defect, the rail transit operation system provided by the invention is convenient for the train to rapidly recognize the obstacles by additionally arranging the trackside positioning identification code on the obstacles, so that the driving safety is further improved.

The invention provides a specific making method of an autonomous virtual flexible marshalling strategy by combining with the actual application scene of rail transit, and the whole autonomous virtual flexible marshalling strategy can be divided into the following 5 steps: 1. grouping and establishing; 2. performing marshalling and cruising; 3. marshalling platform operation; 4. grouping and turning back; 5. and (4) removing the marshalling.

Based on the content of the foregoing embodiment, as an optional embodiment, the central control system ITS further includes: a second interface for communicating with the central turnout controller and a third interface for communicating with the local turnout controller;

the central control system ITS sends at least one of the following commands to the central turnout controller (hereinafter referred to as OC) through the second interface: power-on unlocking, switch lock clearing, single switch operation, switch fault resetting, switch sharing lock setting and canceling, switch strong-pulling, application and release of 1/2-bit lock of cross crossover, and switch region blocking or unblocking;

the central control system ITS sends at least one of the following commands to the local turnout controller (hereinafter referred to as local OC) through the third interface: power-on unlocking, turnout unlocking, single-operation turnout, turnout fault resetting, turnout sharing lock setting and cancellation, turnout strong-pulling, application and release of 1/2-bit lock of cross crossover;

Based on the content of the foregoing embodiment, as an optional embodiment, the central control system ITS further includes: a fourth interface in communication with the orbital star link system (TSL);

Based on the content of the foregoing embodiment, as an optional embodiment, the vehicle-mounted control system TES further includes: the fifth interface is communicated with the central turnout controller, and the sixth interface is communicated with the local turnout controller;

Fig. 3 is a structural block diagram of the autonomous virtual flexible marshalling operation system provided by the present invention, and as shown in fig. 3, in the AVCOS system provided by the present invention, the AVCOS is compatible with the vehicle-ground interface of the vehicle-vehicle communication system, and the vehicle-vehicle communication interface is added newly, so as to implement the vehicle-vehicle virtual marshalling cooperative control.

The interfaces between the subsystems of the AVCOS are briefly described as follows:

(1) first interface (ITS-TES):

specifically, the ITS issues an operation plan, an ATO command, a formation de-encoding command and a remote control command for each TES; each TES reports plan confirmation, ATO status, train status, formation decommissioning status, alarm information and the like to the ITS respectively.

(2) Second interface (ITS-OC):

the ITS sends commands such as power-on unlocking, turnout lock clearing, single turnout operation, turnout fault resetting, turnout sharing lock setting and canceling, strong turnout turning, application and release of 1/2 bit lock of cross crossover, blocking/unblocking of OC area and the like to the OC; the OC reports the turnout state, the turnout locking state, the platform door state, the ESB state, the current OC working state and the like to the ITS.

(3) Third interface (ITS-local OC):

the ITS sends commands such as power-on unlocking, turnout lock clearing, single turnout operation, turnout fault resetting, turnout sharing lock setting and canceling, strong turnout switching, application and release of 1/2 bit lock of cross crossover to the OC in situ; and the local OC reports the turnout state, the turnout locking state, the platform door state, the ESB state, the current control mode and the working state of the local OC and the like to the ITS.

(4) Fourth interface (ITS-TSL):

each node device of the TSL reports the zone occupation state formed by the node devices and the adjacent node devices, the visible distance and the obstacle information of the node devices and the like to the ITS. And the ITS issues a protective area establishing and releasing command and the like to the TSL.

(5) Fifth interface (TES-OC):

the TES reports the train position, the operation mode and level, the operation direction, the track equipment control command and the garage door control command to the OC; the track device control command may include a turnout control command, a Platform Screen Doors (PSD) control command, and the like; the OC reports to TES the switch lock type, switch lock status, ESP, PSD status, garage door status, temporary speed limit information, rain and snow mode, etc. commands.

(6) Sixth interface (TES-field OC)

TES reports position, operation mode and level, operation direction, track equipment (turnout, PSD) control command of the train to the OC on site; the OC in the spot forwards the turnout lock type, turnout lock state, ESP and PSD state of the OC to the TES or directly reports the acquired state to the TES and forwards the command of the rain and snow mode.

(7) Seventh interface (local OC-OC):

the local OC forwards the relevant interaction of the vehicle-mounted TES to the OC, including turnout and PSD control commands, and reports the working state of the local OC, fault alarm, heartbeat information, current temporary speed limit information, rain and snow modes and other information;

(8) eighth interface (TSL-TES):

the TSL provides information such as visible moving distance, obstacle type, obstacle distance, building protective zone marks, protective zone starting point star chain ID and end point star chain ID and the like for the TES along the running direction of the TES.

(9) Ninth interface (TSL-OC)

The TSL transmits the zone occupancy information between the node devices to the OC.

(10) Tenth interface (TES-TES)

TES on two adjacent trains are sent to each other: train running direction, mode level, current speed, position information, MA information, information related to station entering and stopping, state related to awakening, commands and states related to virtual formation, information such as current actual speed, acceleration and central ATS related plan of the train, emergency braking state information and the like.

Through the description of the setting and the function of the interfaces among the subsystems in the AVCOS system provided by the present invention, it can be known in conjunction with fig. 3 that:

(1) according to the AVCOS system provided by the invention, as the vehicle-mounted control system TES is arranged on each train, a transponder Transmission Module (BTM) is not required to be arranged on each train any more.

The BTM is used as an important component of Automatic Train Protection (ATP), consists of a vehicle-mounted BTM host and a BTM antenna, and is mainly responsible for decoding coded message data in a transponder memory and transmitting the coded message data to a vehicle-mounted safety computer unit (VC) in the ATP of a vehicle-mounted control system so as to provide basic data for Train positioning and Automatic Protection of Train speed.

(2) Compared with the traditional CBTC system, the vehicle-mounted control system TES provided by the invention is additionally provided with the V2X antenna to realize near field communication of vehicles, and effectively realizes virtual grouping cooperative control of two trains.

(3) Compared with a traditional CBTC system, the node equipment with a unified structure is arranged beside a rail to form a rail star chain system TSL, so that SPKS switches, signal machines, axle counting equipment and the like do not need to be arranged beside the rail, the clearance detection can be realized more directly and reliably, the driving safety is further improved, and the construction, operation and maintenance costs are reduced.

(4) Improve the conveying efficiency, reduce the operation cost:

the invention adopts the central control system ITS, breaks through the bottleneck of the traditional running interval by the mode of autonomous virtual flexible marshalling operation, and can reach the running interval of 65s at least, thereby improving the operation performance. Particularly, in the initial stage of construction opening and under the condition of vehicle shortage, small marshalling and high-density operation are realized, and the transportation mode can attract more passenger flows.

The autonomous virtual flexible marshalling operation system adapts to different passenger flow requirements through flexible marshalling configuration. In the low peak period, the autonomous virtual flexible marshalling operation system can provide a short operation interval; during peak hours and sudden passenger flows, the marshalling length is dynamically adjusted according to the passenger flows, the virtual flexible marshalling is carried out to form a longer train, higher transportation capacity is provided, high-quality travel service is provided for passengers, and the diversified outgoing demands of the passengers are met. In addition, the train can run at different passenger flow sections according to more reasonable and economic driving intervals through different passenger flow analysis and operation organization modes, train resources are saved and used to the maximum extent, and energy consumption is reduced.

(5) Flexible scheduling operation, service level is promoted:

the application of the vehicle-mounted control system TES and/or the track star link system TSL is more beneficial to networked flexible operation, can flexibly make an operation plan and the number of vehicle groups according to the passenger flow demand without being restricted by a simple construction mode and a transfer station, reduces the waiting time of passenger transfer and at the station, dynamically adjusts the operation plan according to the passenger flow, can improve the crowding condition of partial stations or lines, relieves the urban traffic jam condition, can also reduce the waste caused by vehicle idle running in an off-peak period, can carry out quick recovery and quick networked operation information distribution by integrally planning resources in a road network when a fault occurs, increases the satisfaction degree of passengers, and improves the operation service quality. The passenger transfer times are reduced, the passenger transfer is improved directly, and the passenger flow attraction along the line can be increased by 8-10% in anticipation.

(6) Reduce construction, operation and maintenance cost:

compared with the traditional CBTC system, the construction cost is reduced by about 30%, and the long-term maintenance cost is also greatly reduced.

(7) The operation safety level is improved:

the vehicle-mounted control system TES and/or the track star link system TSL have the autonomous recognition capability of a complex peripheral operation environment, can sense the volume, color and dynamic information of all objects in a line space, improves the safety protection on track limit invasion and pedestrian falling, reduces the track traffic operation failure rate, and reduces the loss caused by foreign body collision.

(8) The noninductive transformation and the interconnection operation are realized:

the AVCOS system provided by the invention can drive a vehicle independently of ground control equipment and external conditions and independently of vision and decision-making capability, and is convenient for reconstruction of the existing line. The system has different standards from the existing line, does not affect normal operation, greatly reduces the risks of inverse cutting and interfaces of the existing line transformation, really realizes the pulsating transformation of 'transforming a train and operating a train on line', and provides a good formula for the transformation of the existing line at present; the system controls the train to run based on the vision and the space occupation relation of the lines, can run to any line, can add the train to any line to participate in mixed running, does not depend on the unification of ground interfaces, and can realize the interconnection of different lines.

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

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable 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 system according to the various embodiments or some parts of the embodiments.

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

Claims

1. A rail transit operating system, comprising:

a vehicle-mounted control system TES arranged on each train;

2. The rail transit running system of claim 1, wherein the onboard control system, TES, comprises: the system comprises a first operation platform, a first safety computer platform, an intranet switch and first data acquisition units at least arranged at the head and tail of a train;

the first operation platform is used for acquiring positioning information of the train, the movable distance information and first state information of the rail obstacle according to the first real-time information and determining the type of the rail obstacle;

the first safety computer platform is used for determining an overspeed protection curve of the train according to the positioning information of the train, the movable distance information, the first state information of the rail obstacle and the type of the rail obstacle, and executing vehicle-mounted control functions related to safety position protection and obstacle protection.

3. The rail transit operating system of claim 1, further comprising: the track star chain system TSL is arranged beside the track;

and the vehicle-mounted control system TES is used for determining an overspeed protection curve of the train according to the positioning information of the train, the movable distance information and the first state information of the obstacle in the track and combining the result of clearance detection.

4. The rail transit operating system of claim 3, wherein the rail star link system (TSL) comprises: the system comprises a second safety computer platform and a plurality of node devices distributed beside a track; the adjacent node devices are in communication connection;

5. The rail transit operating system of claim 4, wherein each of the node devices comprises at least one lidar, at least one millimeter wave radar, and at least one camera.

6. The rail transit running system of claim 3, wherein the onboard control system TES further comprises: a wireless communication unit;

the second communication subunit is used for carrying out wireless communication with the vehicle-mounted control systems TES of adjacent trains on the same running line so as to send self state information to the rear train of the adjacent trains and receive front train state information sent by the front train of the adjacent trains;

7. The rail transit operating system of claim/6, wherein the result of the headroom detection comprises at least one of: visible moving distance, obstacle type and obstacle distance in the train running direction, protective zone mark establishment, protective zone starting point star chain ID and protective zone terminal point star chain ID.

8. The rail transit operation system according to claim/6, wherein the self-state information includes at least one of: train running direction, mode level, current speed, position information, MA information, information related to station entering and stopping, information related to awakening state, virtual formation related command and state, information such as current actual speed, acceleration and central ATS related plan of the train, and information related to emergency braking state.

9. The rail transit operation system of claim 6, wherein the second communication sub-unit is in wireless communication with an on-board control system (TES) of a neighboring train on the same operation route based on a 5G V2X technology; the wireless communication mode is full-duplex point-to-point communication.

10. The rail transit operating system of claim 3, further comprising: a central control system ITS arranged at the cloud end;

11. The rail transit operating system of claim 10, wherein the central control system ITS is based on model predictive control theory to formulate the autonomous virtual flexible consist strategy according to the transport organization plan.

12. The rail transit operating system of claim 10, wherein the central control system ITS further comprises: the second interface is communicated with the central turnout controller, and the third interface is communicated with the local turnout controller;

the central control system ITS sends at least one of the following instructions to the central turnout controller through the second interface: power-on unlocking, switch lock clearing, single switch operation, switch fault resetting, switch sharing lock setting and canceling, switch strong-pulling, application and release of 1/2-bit lock of cross crossover, and switch region blocking or unblocking;

correspondingly, the central control system ITS is further configured to receive, via the third interface, at least one of the following information sent by the local switch controller: the turnout state, the turnout locking state, the platform door state, the ESB state, the current control mode of the turnout in the spot and the working state.

13. The rail transit operating system of claim 10, wherein the central control system ITS, further comprises: a fourth interface in communication with the orbital star link system (TSL);

correspondingly, the track star link system TSL is further configured to receive, through the fourth interface, a command for establishing or releasing a protection area sent by the central control system ITS.

14. The rail transit running system of claim 2, wherein the onboard control system, TES, further comprises: the fifth interface is communicated with the central turnout controller, and the sixth interface is communicated with the local turnout controller;