CN115257879A - Urban rail transit cloud full-automatic operation signal system based on 5G technology - Google Patents
Urban rail transit cloud full-automatic operation signal system based on 5G technology Download PDFInfo
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- CN115257879A CN115257879A CN202210262129.4A CN202210262129A CN115257879A CN 115257879 A CN115257879 A CN 115257879A CN 202210262129 A CN202210262129 A CN 202210262129A CN 115257879 A CN115257879 A CN 115257879A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L15/00—Indicators provided on the vehicle or vehicle train for signalling purposes ; On-board control or communication systems
- B61L15/0018—Communication with or on the vehicle or vehicle train
- B61L15/0027—Radio-based, e.g. using GSM-R
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
- B61L19/06—Interlocking devices having electrical operation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L19/00—Arrangements for interlocking between points and signals by means of a single interlocking device, e.g. central control
- B61L19/06—Interlocking devices having electrical operation
- B61L2019/065—Interlocking devices having electrical operation with electronic means
Abstract
The invention relates to a 5G technology-based urban rail transit cloud full-automatic operation signal system, and belongs to the field of rail transit. The invention replaces the embedded special equipment by the station cloud server; the central ATS and the station ATS are both operated in the cloud server; the system functions are redistributed, the ZC and the CI functions in the existing FAO signal system are combined to form a ZCI subsystem, the speed limit of the vehicle operation is calculated, and the speed limit monitoring function is transferred from the vehicle-mounted equipment to the ground ZCI; a DCS subsystem of an urban rail transit full-automatic operation signal system based on 5G is adopted; a VC subsystem is designed, and vehicle-mounted action execution and state acquisition are realized; under the condition of emergency braking of the vehicle, the scheme of directly generating a speed limit of 25km/h through a ground subsystem and directly commanding VC to operate realizes emergency rescue under the condition of failure. The device has higher concentration ratio; the time delay of vehicle-ground communication is greatly reduced, and the control is more reliable; the response capability of the fault is greatly improved.
Description
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a 5G technology-based urban rail transit cloud full-automatic operation signal system.
Background
The signal system is a control system for the operation of the urban rail transit line. The conventional signaling system is mainly composed of an ATP (automatic train protection) system, an ATO (automatic train operation) system, a CI (computer interlock) system, an ATS (automatic train monitoring) system, a DCS (data transmission) subsystem, and an MSS (maintenance support) subsystem, and a structure diagram is shown in fig. 1.
Wherein:
the ATP subsystem comprises a vehicle ATP and a trackside ATP (ZC), and has the main functions of detecting the position of a train, controlling the interval of the train, preventing the train from running in an overspeed manner, monitoring a vehicle door and a safety door, automatically turning back and supervising, transmitting safe running control information, alarming, controlling safe braking, self-checking and self-diagnosing.
The ATO has the main functions of realizing traction, cruise, coasting and braking control under the ATP safety protection, sub-control during interval running, door opening and closing supervision control, fixed-point parking control, automatic conversion of vehicle-mounted equipment, and information exchange with ATS and ATP.
The ATS has the main functions of automatic train identification and tracking, automatic and manual operation adjustment, control, schedule editing and management, monitoring and alarming, training/simulation, recording and playback, and information exchange with other systems.
The CI has the main functions of route interlocking control, correct interlocking relation guarantee, automatic route arrangement, flank protection, protection route establishment, turnout single operation and single lock, information provision for ATP/ATS and perfect self diagnosis.
The DCS has the main function of interconnecting other subsystems in the ATS subsystem, the interlocking subsystem, the ZC subsystem, the ATP subsystem and the CBTC system, such as an ATE simulation subsystem, through a special interface so as to realize transparent transmission of data among the subsystems.
The MSS has the main functions of collecting, processing and locally displaying information such as equipment states, communication interface states, operation logs, fault alarms and interactive data of all subsystems and remotely and centrally monitoring, provides sub-health early warning for equipment, helps maintenance personnel to analyze and position fault equipment and guides maintenance operation management.
Through the control of the signal system, the urban rail transit line can normally run. However, in the use process of the traditional signal system, a great deal of operator intervention is needed, and the automation degree of the equipment is not high. For example, after an ATO subsystem drives a train to enter a station and stop, the train cannot be automatically sent out, and after a driver presses a start button, the ATO subsystem can drive the train to exit the station; the train finishes the operation on the same day, cannot automatically sleep after returning to the parking lot, needs manual power off, and needs to be manually powered on again before the operation on the next day; after the emergency braking of the train, a driver is required to confirm on the train to relieve the emergency braking, and the train is re-driven to establish positioning, so that the ATO subsystem can be used for automatically driving the train. Due to the scheme with low automation degree, a large amount of labor investment is needed in actual operation, and huge labor cost is brought to subway operation companies. Therefore, there is an urgent need to improve the conventional signaling system to increase the automation level of the Operation of the urban rail transit, thereby creating a Full Automatic Operation (FAO) system.
According to the definition of the international public transport association (UITP), 5 grades are defined in the rail transit line automation operation degree, from low to high, which are GOA0 to GOA4.
GOA0: the driving mode was visually observed.
GOA1: the driver controls the train operation manually, and the driver controls the starting and stopping of the train, the operation of the door, and the handling of emergency situations or sudden route changes. And in this mode there is an automatic train protection ATP device.
GOA2: semi-automatic train operation (STO). The semi-automatic train operation, start-stop and interval operation are automatically controlled, a driver is partially required to confirm the start of the train, a vehicle door switch can be manually or automatically realized, and manual intervention is required in emergency. This approach all configures the ATO.
GOA3: drive radio train operation (DTO). The train runs automatically without drivers. But require the attendant to intervene in the door opening and closing, even to address emergency situations.
GOA4: unapended Train Operation (UTO). All operation scenes and emergency processing scenes are completely automated without manual intervention.
A Fully Automatic Operation (FAO) system corresponds to a GOA level 4.
The existing FAO system is improved on the basis of the conventional signal system, and the system structure thereof is shown in fig. 2.
Inside the dashed box is the FAO system. It can be seen that the structure is basically similar to the conventional signal system, an AAM (automatic wakeup) device is added, and ZC and ATP on board are collectively called ATP subsystem.
ATS subsystem function and hardware devices:
the ATS has the main functions of automatic train identification and tracking, automatic and manual operation adjustment, control function, schedule editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, full-automatic vehicle information management, alarming, vehicle maintenance management, passenger cleaning management, car washer management, passenger scheduling management, remote manual train awakening/sleeping function, remote manual train passenger room lighting on/off function, remote manual train parking brake applying/relieving function, remote manual train current collector/pantograph lifting control function, remote manual train door and platform door opening/closing function, remote manual bypass train fault function, remote manual train equipment resetting function, remote manual train air conditioner or electric heating parameter setting function and the like, remote manual train exiting/confirming entering evacuation mode function, and remote train entering creep mode authorization function.
The ATS subsystem operates in a general-purpose server, and the hardware structure is shown in fig. 3.
The ATS main equipment is based on a server group, a workstation and a switch, and the number of single equipment is large.
Vehicle ATP subsystem functions and hardware devices:
as a core control subsystem of the FAO system, the vehicle-mounted ATP subsystem is responsible for ensuring the running safety of the train, and provides the functions of automatic dormancy awakening in a full-line automatic warehouse, automatic warehouse entry and exit, automatic car washing, automatic emergency linkage processing and the like besides the traditional safety protection functions of train interval protection, overspeed protection, car door supervision, platform door activation protection and the like.
The vehicle-mounted ATP of each manufacturer adopts embedded hardware, and the relatively universal structure is shown in FIG. 4.
Generally comprises a main control board, a communication board, an input board, an output board, a power supply board and a recording board.
ATO subsystem functions and hardware devices:
an ATO subsystem under an FAO system completes automatic speed regulation of a train under ATP safety protection, including control of traction, cruising, idling, braking and stopping and control functions of opening and closing of a vehicle door, realizes automatic control of operation of a main line, a return line and an entrance and exit section (yard) line, realizes adjustment control during interval operation, awakening of train dormancy, full-automatic car washing, alignment isolation, passenger cleaning, emergency of vehicle fire, creeping modes and the like. The ATO system selects the optimal operation condition according to the operation curve set by the system and the instruction of the ATS system, ensures that the train operates according to the operation diagram, and realizes automatic adjustment and energy-saving control of train operation.
The hardware of the ATO subsystem is generally two mutually redundant board cards which are inserted into a cabinet of the vehicle-mounted ATP. There are some vendors' ATOs as separate chassis.
ZC (ground ATP) subsystem functions and hardware devices:
the ZC subsystem function under the FAO system and the vehicle-mounted ATP subsystem function supplement each other, run continuously for 24 hours, and manage and control the train entering the controlled area.
The ZC subsystem is a ground core device of a subway signal system, generates a train driving permission command in real time according to the state of a controlled train, the running position in the control range of the controlled train, interlocking route information, a temporary speed limit command, a rain and snow mode, dormancy awakening, the state of an SPKS switch and other information through interfaces with a CI, an ATS, a vehicle-mounted ATP, an adjacent ZC and maintenance equipment, and transmits the train driving permission command to the ATP vehicle-mounted subsystem through a wireless communication system, so that the running safety of all trains in the jurisdiction of the ZC subsystem is ensured, and mobile blocking is realized.
The ZC subsystem adopts independent embedded equipment, and the structure is shown in figure 5.
CI subsystem functions and hardware devices:
and the CI subsystem under the FAO system is responsible for processing safety interlocking relations among turnouts, annunciators, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in an access, receiving control instructions of an ATS/MMI or an operator, outputting interlocking information to the outside and ensuring the access and driving safety.
The CI subsystem employs a stand-alone embedded device, the structure of which is shown in FIG. 6.
AAM device functions and hardware devices:
the AAM is equipment for assisting a vehicle-mounted ATP/ATO in a FAO system to sleep and wake up, and the main functions of the AAM comprise a remote sleep/wake-up function, a local sleep function, a vehicle-mounted ATP/ATO state monitoring function, a vehicle state monitoring function and a parking brake applying and relieving function.
The AAM adopts independent embedded equipment, and the structure is shown in FIG. 7.
DCS subsystem function and hardware equipment:
the DCS has the main function of interconnecting other subsystems such as an ATE simulation subsystem in the ATS subsystem, the interlocking subsystem, the ZC subsystem, the ATP subsystem and the CBTC system through special interfaces, so that transparent transmission of data among the subsystems is realized.
The DCS system is divided into a wired network part and a wireless access network part, wherein the wireless network part mainly adopts LTE-M or WLAN.
MSS subsystem functions and hardware devices:
the MSS subsystem is mainly responsible for monitoring and maintaining and managing the running state of full-line full-automatic running FAO signal system equipment, and mainly comprises the functions of monitoring and alarming the states of all equipment of the signal system in a centralized manner, monitoring the working condition of the signal system equipment in real time, positioning a fault place, analyzing fault reasons, early warning equipment faults, evaluating the health state of the equipment, counting fault time, managing and maintaining operation and the like.
The MSS system is composed of a plurality of general servers.
The basic workflow between subsystems is as follows:
the first step is as follows: and the ATS generates a driving plan.
The second step: and the ATS sends the awakening instruction to the AAM, the AAM equipment powers on the vehicle and the vehicle-mounted ATP/ATO, and the vehicle is subjected to self-inspection by the vehicle-mounted ATP/ATO.
The third step: the ATS informs the CI to pull the turnout, arrange the route (route: the path of the train running on the track), and inform the ZC of the arrangement of the route.
The fourth step: and the vehicle-mounted ATP reports the current train position to the ZC through the DCS subsystem.
The fifth step: and the ZC generates a distance which can be traveled forward by each train according to the position reported by the vehicle-mounted ATP and the route arrangement condition received from the CI, wherein the distance is called a mobile authorization, and sends the mobile authorization to the vehicle-mounted ATP through the DCS subsystem.
And a sixth step: and the vehicle-mounted ATP calculates the speed limit of the current train which can run according to the received mobile authorization, and sends the speed limit and the mobile authorization to the ATO.
The seventh step: and the ATO controls the vehicle to run to the next platform in real time for accurate parking according to the speed limit and the movement authorization. In the process, the vehicle-mounted ATP monitors the train speed in real time and cannot exceed the speed limit. And if the speed limit is exceeded, the vehicle-mounted ATP starts emergency braking. Meanwhile, the vehicle-mounted ATP reports the current position of the train to the ZC through the DCS subsystem in real time. And returning to the third step and circulating.
The eighth step: when the vehicle arrives at the parking lot as in the ATS plan, the ATS notifies the CI of the arrangement of the route to the parking lot, and the ZC, the ATP on the vehicle, and the ATO control the train to park in the parking lot according to the third step to the seventh step.
The ninth step: the ATS informs the AAM to perform a sleep operation.
The tenth step: and the AAM informs the vehicle ATP to prepare before dormancy, and after the preparation is completed, the AAM powers off the vehicle ATP, the ATO and the vehicle. And returning to the first step.
Abnormal conditions are as follows: if the vehicle-mounted ATP is lost and positioned, a driver needs to get on the vehicle for rescue or other vehicles need to push the vehicle for rescue.
The prior art scheme has the following disadvantages:
1. the vehicle-mounted equipment (including vehicle-mounted ATP and ATO) is complex, vehicle-mounted signal equipment is required to be configured at two ends of each train of subway vehicles, so that the quantity of the vehicle-mounted equipment of the whole line is large, the maintenance workload is huge, and the types of spare parts are various.
2. ZC and CI in the system are special embedded devices, the computing power of the devices is limited, and meanwhile, the devices are easily influenced by the shutdown of an embedded chip.
3. The vehicle can only operate under the condition that the vehicle-mounted ATP establishes the positioning, and if the vehicle-mounted ATP fails to realize the positioning, the vehicle stays in an interval and cannot complete rescue.
Disclosure of Invention
Technical problem to be solved
The invention provides a 5G technology-based urban rail transit clouded full-automatic operation signal system, and aims to solve the problems that in the prior art, vehicle-mounted equipment (including vehicle-mounted ATP and ATO) is complex, the maintenance workload is huge, the types of spare parts are various, ZC and CI in the system are special embedded equipment, the computing capacity of the equipment is limited, the equipment is easily influenced by the stop of an embedded chip, a vehicle can operate only under the condition that the vehicle-mounted ATP is positioned, and the like.
(II) technical scheme
In order to solve the technical problem, the invention provides a 5G technology-based full-automatic operation signal system for urban rail transit clouding, which comprises an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine;
the ATS subsystem operates on the cloud server to complete automatic train identification and tracking, automatic operation and manual adjustment and control functions;
the ZCI subsystem runs in a station cloud server, generates train movement authorization in real time according to the state of a controlled train, the running position in the control range of the controlled train, interlocking route information, a temporary speed limit command, a rain and snow mode, dormancy awakening and SPKS switch state information, transmits the train movement authorization to the VC subsystem through a wireless communication system, and realizes movement blocking; processing safety interlocking relations among turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in an access, receiving control instructions of an ATS/MMI or an operator, and outputting interlocking information to the outside; calculating the speed limit of each train, performing overspeed protection, car door supervision, platform door activation protection functions, automatic dormancy awakening control, automatic warehousing and ex-warehousing, automatic car washing, automatic emergency linkage processing according to the received train speed, communicating with VC equipment, and sending the speed limit in real time;
the DCS subsystem adopts a 5G networking, interconnects the ATS subsystem, the ZCI subsystem and the VC subsystem through special interfaces, and realizes transparent transmission of data among the subsystems;
the VC subsystem is responsible for completing vehicle speed measurement and vehicle action execution;
the AAM device adopts an independent embedded device to assist the ZCI and the VC in sleeping and waking up in the FAO system.
Further, the ATS subsystem is used for achieving timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, full-automatic running vehicle information management, alarming, vehicle maintenance management, passenger cleaning management, car washer management, passenger scheduling management, remote manual train awakening/sleeping functions, remote manual train passenger room lighting on/off functions, remote manual train parking brake applying/relieving functions, remote manual train current collector/pantograph lifting control functions, remote manual train door and platform door opening/closing functions, remote manual train bypass fault functions, remote manual train equipment resetting functions, remote manual train air conditioner or electric heating parameter setting functions, remote manual train exiting/confirming entering evacuation mode entering functions and remote train entering creep mode authorization functions.
Furthermore, the ZCI adopts a cloud platform virtual machine mode, the two virtual machines are respectively used as an I system and an II system, the I system and the II system are respectively calculated, and the calculation results are compared without errors and then output and control are carried out.
Furthermore, the VC subsystem finishes the functions of vehicle speed acquisition, input acquisition, output driving, control of traction, cruising, idling, braking and stopping and control of vehicle door opening and closing, realizes the automatic control of the operation of a positive line, a return line and an access section line, realizes the adjustment control during interval operation, awakens the train from dormancy, washes the vehicle fully automatically, aligns and isolates, clears passengers, and realizes the emergency and creeping modes of vehicle fire.
Further, the AAM device is configured to implement a remote sleep/wake-up function, a local sleep function, a VC state monitoring function, a vehicle state monitoring function, and a parking brake application and release function.
Further, the work flow of each subsystem is as follows:
the first step is as follows: the ATS generates a driving plan;
the second step is that: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;
the third step: ATS informs ZCI to pull the turnout and arrange the route;
the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;
the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;
and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received mobile authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, the ZCI judges whether the train is overspeed or not, if so, the ZCI sends an emergency braking command to the VC;
the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; meanwhile, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step, and circulating;
eighth step: if the time of the vehicle arriving at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access way of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;
the ninth step: the ATS informs the AAM of carrying out sleep operation;
the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.
Further, if the VC is positioned in a lost manner, the ZCI directly sends out 25km/h speed limit and mobile authorization to the VC according to the occupied state of the line track, the end point is positioned at the end point of the front idle track, and the train is monitored in real time whether to overspeed or not until the train runs to the platform.
The invention also provides a 5G technology-based urban rail transit cloud full-automatic operation method, which is applied to a system comprising an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine; the method comprises the following steps:
the first step is as follows: the ATS generates a driving plan;
the second step: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;
the third step: the ATS informs the ZCI to pull the turnout and arrange the route;
the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;
the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;
and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received movement authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, the ZCI judges whether the train is overspeed or not, if so, the ZCI sends an emergency braking command to the VC;
the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; meanwhile, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step, and circulating;
eighth step: if the time when the vehicle arrives at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access road of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;
the ninth step: the ATS informs the AAM to carry out sleep operation;
the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.
Furthermore, the ATS center, the ATS station machine and the ZCI subsystem all run on the cloud server, and the DCS subsystem adopts a 5G networking.
Further, if the VC is positioned in a lost mode, the ZCI directly sends out 25km/h speed limit and mobile authorization to the VC through the occupied state of the line track, the end point is located at the end point of the front idle track, and whether the train is overspeed or not is monitored in real time until the train runs to the platform.
(III) advantageous effects
The invention provides a 5G technology-based urban rail transit cloud full-automatic operation signal system, and designs a brand-new scheme of the urban rail transit full-automatic operation signal system, and a station cloud server replaces embedded special equipment in the traditional signal system; the central ATS and the station ATS are both operated in the cloud server; the system functions are redistributed, the ZC and the CI functions in the existing FAO signal system are combined to form a ZCI subsystem, the speed limit of the vehicle operation is calculated, and the speed limit monitoring function is transferred from the vehicle-mounted equipment to the ground ZCI; a DCS subsystem of an urban rail transit full-automatic operation signal system based on 5G is adopted; the VC subsystem is designed, and vehicle-mounted action execution and state acquisition are realized; under the condition of emergency braking of the vehicle, the scheme of directly generating a speed limit of 25km/h through a ground subsystem and directly commanding VC to operate realizes emergency rescue under the condition of failure.
The invention has the following advantages:
1. ZCI based on station cloud ware has significantly reduced the quantity of embedded equipment, and the equipment concentration is higher.
2. The ATS center and the station run on the cloud platform, resources are effectively utilized, and the number of servers and workstations is greatly reduced.
3. The vehicle-mounted equipment is greatly simplified, the complexity and the number of the vehicle-mounted equipment are reduced, the types of spare parts are reduced, and the long-term maintenance of the line equipment is facilitated.
4. And by adopting a wireless communication network based on 5G, the vehicle-ground communication delay is greatly reduced, and the control is more reliable.
5. A remote rescue method under the condition of a fault is designed, and the response capability of the fault is greatly improved.
Drawings
FIG. 1 is a block diagram of a conventional signaling system of the present invention;
FIG. 2 is a diagram of a conventional FAO system architecture;
FIG. 3 is a diagram of the ATS subsystem hardware architecture;
FIG. 4 is a diagram of the structure of ATP;
FIG. 5 is a view of a ZC subsystem structure;
FIG. 6 is a diagram of the CI subsystem architecture;
FIG. 7 is a diagram of the structure of AAM;
FIG. 8 is a system block diagram of the present invention;
FIG. 9 is a diagram of the ATS subsystem hardware architecture of the present invention;
FIG. 10 is a block diagram of the ZCI subsystem of the present invention;
FIG. 11 is a diagram of the DCS subsystem architecture of the present invention;
fig. 12 is a diagram of the VC subsystem architecture of the present invention;
FIG. 13 is the AAM structure of the invention.
Detailed Description
In order to make the objects, contents and advantages of the present invention clearer, the following detailed description of the embodiments of the present invention will be made in conjunction with the accompanying drawings and examples.
The English abbreviation or technical nouns appearing in the technical book of intersection need to be explained, and English abbreviations also need to be English full spellings and translations.
FAO: full automatic Operation of full automatic Operation
AAM: automatic Awake Module of Automatic Awake Module
ATP: automatic Protection of Automatic Train Protection
ATO: automatic Train Operation
CI: computer Interlock
ATS: automatic Train Supervision
DCS: data Communication Subsystem
MSS: maintenance Support subsystem for Maintennence Support System
GOA: grade of Automation level
ZCI: zone Control & Interlock Zone Control and Interlock
VC: vehicle controller for Vehicle Control
Aiming at the defect 1, the invention aims to simplify the complexity of the vehicle-mounted equipment, reduce the number of functions and board cards borne by the vehicle-mounted equipment, transfer the vehicle-mounted control logic to the ground for calculation, change the vehicle-mounted control logic into an execution unit, reduce the maintenance workload and reduce the types of spare parts.
Aiming at the defect 2, the invention aims to reduce the dependence of ground ZC and CI subsystems on a special embedded device, complete the main operation functions of the ZC and the CI by using a cloud platform, improve the computing capability, bear part of operation logic of vehicle-mounted equipment and avoid the influence of the shutdown of an embedded chip.
Aiming at the defect 3, the invention adopts 5G as a vehicle-ground communication mode, directly sends a vehicle control instruction to a vehicle through a ground system based on the high-reliability low-delay characteristic of 5G, and the ground system can still control the vehicle to arrive at a platform for rescue under the condition that the vehicle-mounted equipment loses accurate positioning due to emergency.
The invention designs a set of urban rail transit cloud full-automatic operation signal system based on the 5G technology, and the system structure is shown in figure 8.
The structure comprises an ATS subsystem (including ATS center and ATS station and station functions), a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment.
The ATS subsystem has basically the same functions as the ATS subsystem in the existing FAO scheme, completes the automatic train identification and tracking, has automatic operation and manual adjustment and control functions, and operates on a cloud server.
The ZCI subsystem: the Zone Control and Interlock is responsible for completing functions of an original ZC subsystem and a CI subsystem and transferring part of functions of a vehicle-mounted ATP (automatic train protection) to the ground, the ZCI subsystem runs in a station cloud server, a train driving permission command is generated in real time according to information such as the state of a controlled train, the running position in the Control range of the controlled train, interlocking route information, a temporary speed limit command, a rain and snow mode, dormancy awakening and an SPKS switching state and the like, and the information is transmitted to the ATP vehicle-mounted subsystem through a wireless communication system, so that the running safety of all trains in the jurisdiction of the subsystem is guaranteed, and mobile blocking is realized; processing safety interlocking relations among turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in an access, receiving control instructions of an ATS/MMI or an operator, outputting interlocking information to the outside, and ensuring access and driving safety; and calculating the speed limit of each train, and performing functions of overspeed protection, vehicle door supervision, platform door activation protection, automatic dormancy awakening control, automatic warehousing and ex-warehousing, automatic vehicle washing, automatic emergency linkage processing, communication with VC equipment, real-time speed limit sending and the like according to the received train speed.
And the DCS subsystem adopts a 5G networking and interconnects the ATS subsystem, the ZCI subsystem and the VC subsystem through special interfaces, so that the data is transparently transmitted among the subsystems.
And the VC subsystem: and the Vehicle Control is responsible for completing Vehicle-mounted speed measurement and Vehicle action execution.
The AAM device assists the ZCI and VC in sleeping and waking up in the FAO system.
The details of each subsystem are as follows:
ATS subsystem function and hardware devices:
the ATS subsystem has the main functions of automatic train identification and tracking, automatic and manual operation adjustment and control, schedule editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, full-automatic vehicle information management, alarming, vehicle maintenance management, passenger cleaning management, car washer management, passenger scheduling management, remote manual train awakening/sleeping functions, remote manual train passenger room lighting on/off functions, remote manual train parking brake applying/relieving functions, remote manual train current collector/pantograph lifting control functions, remote manual train door and platform door opening/closing functions, remote manual train bypass fault functions, remote manual train equipment resetting functions, remote manual train air conditioner or electric heating parameter setting functions and the like, remote manual train exit/confirmation entry evacuation mode functions, and remote train entry creep mode authorization functions.
The ATS subsystem operates in a cloud server, and the hardware structure is shown in fig. 9.
ZCI subsystem functions and hardware devices:
the ZCI subsystem in the scheme is responsible for completing the functions of the original ZC and CI subsystems and transferring part of vehicle-mounted ATP functions to the ground, and comprises
(1) And generating a train driving permission command in real time according to the state of the controlled train, the running position in the control range of the controlled train, interlocking access information, a temporary speed limit command, a rain and snow mode, dormancy awakening, the state of an SPKS switch and other information, transmitting the train driving permission command to an ATP vehicle-mounted subsystem through a wireless communication system, ensuring the running safety of all trains under the jurisdiction of the ATP vehicle-mounted subsystem, and realizing mobile blocking.
(2) And processing safety interlocking relations among turnouts, annunciators, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in the approach, receiving control instructions of an ATS/MMI or an operator, outputting interlocking information to the outside, and ensuring the approach and driving safety.
(3) And calculating the speed limit of each train, and performing functions of overspeed protection, vehicle door supervision, platform door activation protection, automatic dormancy awakening control, automatic warehousing and ex-warehousing, automatic vehicle washing, automatic emergency linkage processing, communication with VC equipment, real-time speed limit sending and the like according to the received train speed.
The ZCI runs in a station cloud server, a cloud platform virtual machine mode is adopted, the two virtual machines are respectively used as an I system and an II system, the I system and the II system are respectively calculated, and output control is performed after calculation results are compared without errors, and the structure is shown in FIG. 10.
DCS subsystem function and hardware equipment:
the DCS has the main function of interconnecting the ATS subsystem, the ZCI subsystem and the VC subsystem through special interfaces to realize transparent transmission of data among the subsystems.
In the scheme, an independent private network is established by adopting 5G, and different from the traditional LTE-M or WLAN, the high-reliability low-delay characteristic of the 5G can meet the requirement of mutual communication between the ZCI and the vehicle-mounted VC equipment. The structure is shown in fig. 11.
VC subsystem functions and hardware devices:
the VC subsystem finishes vehicle speed acquisition, input acquisition, output driving and original ATO functions (comprising the control functions of traction, cruise, coasting, braking and stopping and the control function of a vehicle door switch, realizes the automatic control of the operation of a positive line, a return line and an access section (field) line, realizes the adjustment control of interval operation time division, the dormancy awakening of a train, full-automatic vehicle washing, alignment isolation, passenger clearing, vehicle fire emergency, creeping modes and the like).
Because the original vehicle-mounted ATP function is transferred to the ZCI of the scheme to be completed, the calculation performance requirement of the vehicle-mounted VC subsystem is greatly reduced, the equipment can be greatly simplified, and the scheme adopts a hardware structure as shown in figure 12:
AAM device functions and hardware devices:
the AAM is a device for assisting ZCI and VC in sleeping and awakening in an FAO system, and the main functions of the AAM comprise a remote sleeping/awakening function, a local sleeping function, a VC state monitoring function, a vehicle state monitoring function and a parking brake applying and relieving function.
The AAM uses a stand-alone embedded device, and the structure is shown in fig. 13.
The basic workflow between subsystems is as follows:
the first step is as follows: and the ATS generates a driving plan.
The second step is that: and the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle.
The third step: the ATS informs the ZCI to toggle the switch and arrange the routes (i.e., routes where the train travels on the track).
The fourth step: and the VC calculates the current location in real time and reports the current train position and speed to the ZCI through the DCS subsystem.
The fifth step: and the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G.
And a sixth step: and the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop according to the received mobile authorization and speed limit. In the process, the ZCI monitors the train speed in real time and cannot exceed the speed limit. And according to the train speed reported by the VC in real time, judging whether the vehicle is overspeed or not by the ZCI, and if the vehicle is overspeed, sending an emergency braking command to the VC by the ZCI.
The seventh step: if the VC receives an emergency braking command, the emergency braking command is executed through the relay. And simultaneously, the VC reports the current position and the speed of the train to the ZC through the DCS subsystem in real time. And returning to the third step and circulating.
The eighth step: and as in the ATS plan, when the vehicle reaches the parking lot, the ATS informs the ZCI to arrange the access way of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step.
The ninth step: the ATS informs the AAM to perform a sleep operation.
The tenth step: the AAM informs the ZCI to prepare before sleep, and after the preparation is completed, the AAM powers off the VC and the vehicle. And returning to the first step.
Abnormal conditions are as follows: if the VC is positioned by losing, the ZCI directly sends out 25km/h speed limit and mobile authorization (the terminal point is positioned at the terminal point of the front idle track) to the VC according to the occupation state of the line track, and monitors whether the train is overspeed or not in real time until the train runs to the platform.
The key innovation points of the invention are as follows:
1. a brand-new scheme for the full-automatic operation signal system of the urban rail transit is designed, and in the scheme, the station cloud server replaces embedded special equipment in a traditional signal system.
2. The central ATS and the station ATS are both operated on the cloud server.
3. The system functions are redistributed, the ZC and the CI functions in the existing FAO signal system are combined to form a ZCI subsystem, the speed limit of the vehicle operation is calculated, and the speed limit monitoring function is transferred from the vehicle-mounted equipment to the ground ZCI.
4. The DCS system of the urban rail transit full-automatic operation signal system based on 5G is adopted.
5. And a VC subsystem is designed, so that vehicle-mounted action execution and state acquisition are realized.
6. Under the condition of emergency braking of the vehicle, the scheme of directly generating a speed limit of 25km/h through a ground subsystem and directly commanding VC to operate realizes emergency rescue under the condition of failure.
The main advantages of the technical scheme are as follows:
1. ZCI based on station cloud ware has significantly reduced the quantity of embedded equipment, and the equipment concentration is higher.
2. The ATS center and the stations run on the cloud platform, resources are effectively utilized, and the number of servers and workstations is greatly reduced.
3. The vehicle-mounted equipment is greatly simplified, the complexity and the number of the vehicle-mounted equipment are reduced, the types of spare parts are reduced, and the long-term maintenance of the line equipment is facilitated.
4. And by adopting a wireless communication network based on 5G, the vehicle-ground communication delay is greatly reduced, and the control is more reliable.
5. A remote rescue method under the condition of a fault is designed, and the response capability of the fault is greatly improved.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (10)
1. A full-automatic operation signal system of urban rail transit cloud based on 5G technology is characterized by comprising an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine;
the ATS subsystem operates on the cloud server to complete automatic train identification and tracking, automatic operation and manual adjustment and control functions;
the ZCI subsystem runs in a station cloud server, generates train movement authorization in real time according to the state of a controlled train, the running position in the control range of the controlled train, interlocking route information, a temporary speed limit command, a rain and snow mode, dormancy awakening and SPKS switch state information, transmits the train movement authorization to the VC subsystem through a wireless communication system, and realizes movement blocking; processing safety interlocking relations among turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in an access, receiving control instructions of an ATS/MMI or an operator, and outputting interlocking information to the outside; calculating the speed limit of each train, performing overspeed protection, car door supervision, platform door activation protection functions, automatic dormancy awakening control, automatic warehousing and ex-warehousing, automatic car washing, automatic emergency linkage processing according to the received train speed, communicating with VC equipment, and sending the speed limit in real time;
the DCS subsystem adopts a 5G networking and interconnects the ATS subsystem, the ZCI subsystem and the VC subsystem through special interfaces to realize transparent transmission of data among the subsystems;
the VC subsystem is responsible for completing vehicle speed measurement and vehicle action execution;
the AAM device adopts an independent embedded device to assist the ZCI and the VC in sleeping and waking up in the FAO system.
2. The city rail transit clouded full-automatic operation signal system based on 5G technology according to claim 1, wherein the ATS subsystem is used to realize timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, full-automatic operation vehicle information management, alarming, vehicle maintenance management, passenger cleaning management, car washer management, passenger scheduling management, remote manual train awakening/sleeping function, remote manual train room lighting on/off function, remote manual train parking brake application/release function, remote manual train current collector/pantograph lifting control function, remote manual train door and platform door opening/closing function, remote manual train bypass failure bypass function, remote manual train equipment reset function, remote manual train air conditioner or electric heating parameter setting peristalsis function, remote manual train exit/confirmation entry evacuation mode function, remote train entry mode authorization function.
3. The urban rail transit clouding full-automatic operation signal system based on the 5G technology as claimed in claim 2, wherein ZCI adopts a cloud platform virtual machine mode, two virtual machines are respectively used as an I system and a II system, the I system and the II system are respectively calculated, and the calculation results are compared without errors and then output for control.
4. The urban rail transit clouded full-automatic operation signal system based on the 5G technology as claimed in claim 3, wherein the VC subsystem completes vehicle speed acquisition, input acquisition, output driving, control of traction, cruise, coasting, braking and parking and control functions of a door switch, realizes automatic control of the operation of a main line, a return line and an entrance and exit section line, realizes adjustment control during interval operation, awakening of train dormancy, full-automatic car washing, alignment isolation, passenger cleaning, vehicle fire emergency and creeping modes.
5. The urban rail transit clouded full-automatic operation signal system based on 5G technology according to claim 3, wherein AAM equipment is used to realize a remote dormancy/wake-up function, a local dormancy function, a VC state monitoring function, a vehicle state monitoring function and a parking brake application and release function.
6. The urban rail transit clouding full-automatic operation signal system based on the 5G technology according to any one of claims 1 to 5, wherein the work flow of each subsystem is as follows:
the first step is as follows: the ATS generates a driving plan;
the second step is that: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;
the third step: ATS informs ZCI to pull the turnout and arrange the route;
the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;
the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;
and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received movement authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, judging whether the vehicle is overspeed or not by the ZCI, if so, sending an emergency braking command to the VC by the ZCI;
the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; simultaneously, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step and circulating;
the eighth step: if the time when the vehicle arrives at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access road of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;
the ninth step: the ATS informs the AAM to carry out sleep operation;
the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.
7. The urban rail transit clouded full-automatic operation signal system based on the 5G technology as claimed in claim 6, wherein if the VC is lost for positioning, the ZCI directly sends out 25km/h speed limit and moving authorization to the VC through the line track occupation state, the terminal point is located at the terminal point of the front idle track, and monitors whether the train is overspeed in real time until the vehicle runs to the platform.
8. A full-automatic operation method of urban rail transit clouding based on 5G technology is characterized in that the method is applied to a system comprising an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine; the method comprises the following steps:
the first step is as follows: the ATS generates a driving plan;
the second step: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;
the third step: the ATS informs the ZCI to pull the turnout and arrange the route;
the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;
the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;
and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received mobile authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, the ZCI judges whether the train is overspeed or not, if so, the ZCI sends an emergency braking command to the VC;
the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; meanwhile, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step, and circulating;
the eighth step: if the time of the vehicle arriving at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access way of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;
the ninth step: the ATS informs the AAM of carrying out sleep operation;
the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.
9. The urban rail transit clouding full-automatic operation signal system based on the 5G technology as claimed in claim 8, wherein the ATS center, the ATS station machine, and the ZCI subsystem are all operated on a cloud server, and the DCS subsystem adopts a 5G networking.
10. The urban rail transit clouded full-automatic operation signal system based on the 5G technology according to claim 8, wherein if the VC is positioned by losing, the ZCI directly sends out 25km/h speed limit and movement authorization to the VC by the line track occupation state, the terminal point is located at the terminal point of the front idle track, and monitors whether the train is overspeed in real time until the train runs to the platform.
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