CN115782981A - Remote emergency driving system under fault scene of rail transit unmanned train control system - Google Patents
Remote emergency driving system under fault scene of rail transit unmanned train control system Download PDFInfo
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Abstract
A remote emergency driving system under a fault scene of an unmanned train control system of rail transit is applied to a GoA 4-level train control system so as to deal with three fault scenes of a vehicle-mounted ATP protection module fault, a train ground line information communication fault and a train positioning function fault; the method is characterized in that: the remote emergency driving system comprises a control center end emergency control subsystem, a train vehicle-mounted end emergency control subsystem and a trackside equipment end emergency control subsystem. The invention aims to improve the emergency treatment mode for the fault scene in the GoA 4-level automatic driving scene, so that when the normal operation fault of the train is influenced by an operation system, the train with the remote driving control fault can be continuously operated to the next station or a train yard on the basis of ensuring the safety, and the influence on passengers and operators caused by the system fault is reduced.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a remote emergency driving system of an Unattended train automatic operation system (UTO) under the condition of partial serious fault, wherein the Grade of Automation (GoA) of urban rail transit reaches 4 grades.
Background
The association of urban rail transit in china has issued the compendium for intelligent urban rail development of urban rail transit in china in 3 months of 2020, and along with the development of urban rail transit train control systems, the GoA 4-level train control system will be the main trend in development.
A Full Automatic Operation (FAO) system is a new generation urban rail transit system for realizing automation of the whole process of train operation based on the technologies of modern computers, communication, control, system integration and the like. The international public transport association (UITP) divides the Automation level (GoA) of train operation into 5 levels, i.e., goA0, goA1, goA2, goA3 and GoA4 levels, according to the allocation of responsibility between the operator and the system for the basic functions of train operation.
The operation of the train can be automatically completed by the grade of GoA3, but the train still needs to be attended by related personnel to deal with the emergency situation. And the train can run unattended under the grade of GoA 4. Compared with GoA3, the airborne operators are reduced. All working condition scenes of the train are completed through an automatic system. At the same time, the system also supports the basic detection and management of dangerous situations and emergency situations, such as passenger evacuation. Staff intervention is only required in some dangerous or emergency situations.
The automatic operation mode of unmanned driving relative to manual driving has higher requirements on a train operation control system. For serious faults that may occur in the unmanned system, research and related coping schemes should be intensively conducted to ensure the safety of passengers and the overall economy of operation when faults occur.
The operation safety is considered, the rail transit field adopts a backup mode design mode to ensure the operation safety and efficiency under a fault scene, and the system reliability is improved. The integration and the non-driver participation of the GoA4 level train control system enable the train control system not to directly use a backup mode of the original train control system.
Through combing and analyzing main fault types of the train, three typical fault scenes exist, the emergency treatment mode is to be perfected, and the related faults are as follows: a fault of a Protection module of a vehicle-mounted ATP (Automatic Train Protection system), a fault of communication of Train ground line information, and a fault of a Train positioning function. In the existing system, after a response fault occurs, the train needs to stop to wait for rescue, thereby affecting the operation efficiency. Therefore, a new backup degradation system is needed for the full-automatic operation system of the GoA4 level to ensure the safety and reliability of the operation process.
Hardware design aspect of backup system: industry practitioners and researchers have studied a lot in the field of emergency control of urban rail transit fault scenes, but most of all, emergency control strategies focusing on trackside equipment and vehicle-mounted equipment need to be built greatly on operation lines.
On the logic design level, the relevant researchers focus more on continuously maintaining the autonomous operation of the vehicle by increasing the number and functions of the trackside and vehicle-mounted equipment, but the safety and reliability requirements cannot be met in practical engineering because the related art is not mature in application. In recent years, the development of the fields of 5G communication technology, machine vision technology and the like is gradually researched and applied in the field of rail transit, which provides favorable conditions for constructing a remote emergency control system of a train with a control center as a leading part.
Disclosure of Invention
The purpose of this application is to perfect the emergency treatment mode to the fault scene under the GoA4 level automatic driving scene for when the operating system takes place to influence the normal operating fault of train, can use the train that the remote driving control trouble to continue to move to next website or parking lot on the basis of the guarantee safety, thereby reduce the influence to passenger and operator that causes because system's trouble.
In order to achieve the purpose, the invention adopts the following technical scheme:
a remote emergency driving system under a fault scene of an unmanned train control system of rail transit is applied to a GoA 4-level train control system (comprising a control center existing system, an emergency control system, a train-mounted existing system and a trackside existing system, wherein the train-mounted existing system comprises a train operation system and a vehicle-mounted ATP system, the trackside existing system comprises a trackside equipment management system) so as to deal with three fault scenes of faults of a vehicle-mounted ATP protection module, a communication fault of information of a train ground line and a fault of a train positioning function, and is characterized in that: the remote emergency driving system comprises a control center end emergency control subsystem, a train vehicle-mounted end emergency control subsystem and a trackside equipment end emergency control subsystem, wherein the control center end emergency control subsystem, the train vehicle-mounted end emergency control subsystem and the trackside equipment end emergency control subsystem are respectively provided with an emergency communication module to support mutual communication.
The emergency control subsystem of the control center end comprises a remote ATP protection calculation module, a vehicle-mounted video monitoring and judging module and a manual remote control module.
The train-mounted end emergency control subsystem comprises a running mode conversion module, a train auxiliary positioning module, a train-mounted video acquisition module and an obstacle identification module.
The trackside equipment end emergency control subsystem finishes the collection and processing of information of relevant equipment of an existing trackside system through an emergency communication module of the trackside equipment end emergency control subsystem, and executes various control instructions issued by the control center emergency control subsystem to finish various functions, and further, the relevant functions include but are not limited to track resource occupation release, interlocking judgment, turnout conversion and the like.
Furthermore, when the control center end emergency control subsystem identifies a corresponding fault, and after a manager in the manual remote control module confirms that the operation is converted into an emergency mode, the existing system of the control center sends fault information and a fault processing related instruction to the emergency communication modules of the train-mounted end emergency control subsystem and the trackside equipment end emergency control subsystem through the emergency communication module, the conversion between the fault information and the control center control instruction is completed, and the emergency control of the train operation system is started.
Further, the far-end ATP protection calculation module collects and obtains state information of the fault vehicle and the position, the speed and the like of the line related equipment through the trackside equipment end emergency control subsystem, carries out ATP protection calculation, and transmits a control instruction to the train-mounted end emergency control subsystem and the vehicle-mounted existing system through the emergency communication module in the form of protection curve data so as to implement an emergency operation process of the vehicle in a fault scene.
Further, the vehicle-mounted video monitoring and distinguishing module automatically identifies machine vision video information, simultaneously provides videos and identification results for personnel in a control center, and controls personnel in the manual remote control module perform manual monitoring: the control personnel can continuously check the train running in the fault scene, and if the personnel think that the emergency system runs normally without intervention, the system can always keep running in an emergency mode; when the control center management personnel judge that the train in the fault scene can not continuously operate by the remote emergency control scheme, the automatic mode can be quitted by the manual remote control function, and the creeping mode is switched to or the vehicle is remotely controlled to stop operating, so that the safety of the vehicle can be ensured, and the follow-up manual rescue is waited.
After the emergency communication module of the train-mounted end emergency control subsystem receives the emergency control instruction of the control center, the operation mode conversion module converts the operation mode, recognizes the operation mode as a fault state according to the information feature code and converts the operation mode into a remote control operation mode in an emergency state; thus the train operation system is separated from the vehicle-mounted ATP system with faults and is converted into an emergency operation mode; in the mode, the fault train can be remotely controlled according to the protection curve received from the control center remote ATP protection calculation module so as to ensure the safe operation of the fault train.
Further, the train-mounted end emergency control subsystem starts a video acquisition function through a train-mounted video monitoring and judging module, and uploads vehicle related running information to the control center end emergency control subsystem through the emergency communication module, wherein the uploaded information comprises running related information such as vehicle running information and machine vision video information.
Further, the train auxiliary positioning module of the train vehicle-mounted end emergency control subsystem confirms the position of the train when the train is positioned in a required state, and uploads the position to the control center end emergency control subsystem so as to provide more accurate running information.
Compared with the prior art, the method has the following advantages:
(1) The emergency treatment mode of the urban rail transit unmanned train control system is improved, and the automatic operation of the train is continuously maintained by using the remote control mode of the control center in a fault scene. The direct influence and potential influence caused by the fault of the vehicle-mounted ATP protection module, the fault of the ground line information communication and the fault of the train positioning function are greatly reduced, and the reliability and safety of the system in the full-scene operation are improved.
(2) When a specific serious fault occurs, the system works to ensure the safety and efficiency of operation in a remote emergency automatic driving mode or a remote limited driving mode.
(3) The emergency control modules of the subsystems adopt a wired backbone network to interact with the existing system so as to ensure the reliability and timeliness of the communication between the emergency control modules and the existing system.
(4) The emergency treatment system framework provided by the application is based on the existing unmanned train control system framework, the characteristics of high calculation power and the like of a control center end are fully utilized, the system is convenient to modify, the layout difficulty is low, and the rapid deployment and application are facilitated.
The emergency control system and the emergency control method are expected to be capable of playing the advantages of the control center and the vehicle-mounted end, focus on emergency control on the control center and the vehicle-mounted end, and reduce the transformation cost of the existing system to the maximum extent. In addition, the train remote control system realizes the train remote control under the fault scene by means of the participation of control personnel of the control center, and is more suitable for the safety and reliability requirements of the existing rail transit system and the actual application level of the related technology.
Drawings
In order to more clearly explain the technical solution of the present application, the following will briefly describe a specific embodiment of the present application with reference to the attached drawings in the embodiment of the present application. It should be apparent that the illustrated embodiments of the present application are only some of the embodiments of the present application, and other embodiments or drawings obtained by those skilled in the art without inventive work are not beyond the scope of the present application.
Fig. 1 is a schematic diagram of an emergency control logic provided in an embodiment of the present application.
Fig. 2 is a schematic diagram of implementation logic of an obstacle identification function according to an embodiment of the present application.
Fig. 3 is a schematic diagram of logic for implementing a train auxiliary positioning function according to an embodiment of the present disclosure.
Fig. 4 is a schematic diagram of an overall functional framework of an emergency control system according to an embodiment of the present disclosure.
Detailed Description
An embodiment of the present application is described below with reference to the drawings. The following examples are only used to further illustrate the technical solutions of the present application, and the protection scope of the present application is not limited thereby.
Fig. 1 shows the overall functional framework of the remote emergency control system constructed by the present application:
the method is characterized in that: the remote emergency driving system comprises a control center end emergency control subsystem, a train vehicle-mounted end emergency control subsystem and a trackside equipment end emergency control subsystem. And information interaction under a fault scene is realized among the three subsystems through an emergency communication module.
Emergency control subsystem at control center end
When a fault occurs, the control center end emergency control subsystem interacts train control related information with a train and trackside equipment through an emergency communication function. Specifically, the emergency control subsystem at the control center end is used for realizing the following functions:
a) Protection calculation of remote ATP (Automatic Train Protection system)
The function is responsible for calculating the ATP protection curve of train operation at the control center end, and ensures that the train is still under safety control under extreme conditions, thereby ensuring the operation safety.
The information input required by the function comprises: the speed and the acceleration of the fault train, the position of the train in front of the fault train, the position of a station in front of the fault train, the speed of the train in front of the fault train, the maximum braking acceleration of the fault train, the time delay of a communication system and the time delay of an ATO control module of the train.
The information output of the function comprises: and recommending an ATP speed limit curve and the evaluation of the current train running state. The output is transmitted to the vehicle end through the center end and the vehicle end emergency communication system, and the operation of the train is controlled through the ATO system of the vehicle end.
b) Vehicle-mounted video monitoring discrimination
The function is to analyze and judge the machine vision information collected by the vehicle-mounted end.
Furthermore, the module simultaneously presents the result to a control center supervisor, and helps the control staff supervise the train dynamic state and simultaneously assists in checking possible fault reasons.
The input of the function is video information inside the train, machine vision information outside the train and the like collected by the train end; and outputting the visual video which is the related information and the intelligent judgment result after the obstacle identification.
c) Manual remote train control
The function is responsible for the remote driving control of the control center supervisor to the train.
Specifically, the function is manually controlled by a controller, when the fault is controllable, the remote emergency control mode is switched to, an operation module switching instruction is sent to the vehicle-mounted end, and the controller serves as a temporary driver to remotely control the train. The relevant information that the function involves to transmit includes but is not limited to: speed instruction, shield door switch, voice broadcast, start and stop station and other safety emergency related instructions.
Emergency control subsystem for train-mounted end
And the emergency control subsystem of the train-mounted end is responsible for information collection and operation control of the train end in an emergency control mode. Specifically, the train-mounted end emergency control subsystem is used for realizing the following functions:
a) Operating mode switching
The function is used for the vehicle and the system to complete the conversion between the fault control mode and the normal operation mode.
The input of the function is an instruction sent by the train control center, namely, a command for switching from a normal operation state to a corresponding fault emergency mode and a command for recovering from a fault state to a normal operation state.
The functions need to keep working states in all operation scenes, periodically detect input conditions and execution feedback conditions of related instructions, and control modules such as a vehicle and a trackside module to update control logic after receiving the related instructions; and when the execution abnormity is monitored, the creep operation is automatically converted and fed back to the control center to wait for a subsequent command.
The output of the function is the current operating mode of the train, and the result is transmitted back to the control center through the communication system.
b) Train auxiliary positioning
The responsibility of the function is to carry out auxiliary positioning of the train in a combined positioning mode, and ensure the accuracy and reliability of train positioning in a fault scene.
The function related module is arranged on a vehicle, is started after the system is converted into a fault state, and completes the positioning of the train in a combined positioning mode. Taking the Doppler radar technology as an example, the modeling of the running line is completed through the radar, and the positioning of the train is completed through the comparison of the characteristics of the existing line.
c) Vehicle video acquisition
The functions include video information of the carriage obtained by a conventional camera in the train and train operation environment information obtained by machine vision equipment additionally arranged outside the train.
And the train operation environment information acquired by the function is subjected to preliminary identification and analysis by a train section obstacle identification module.
Furthermore, the two types of videos are uploaded to the control center through the emergency communication module, so that the control personnel can know the running state and the line condition of the vehicle in real time.
d) Obstacle identification
The functional module is arranged on a vehicle, and is started after the system is converted into a fault state, so that the advancing direction of the train and related video information in the train are obtained in real time.
Furthermore, the functional module can automatically identify obstacles and safety conditions according to the video information in a machine learning mode and the like.
Furthermore, the function uploads the acquired video information to a control center, so that remote control auxiliary reference is provided for remote control personnel of the control center, and the driving safety of the system is guaranteed.
(III) trackside equipment end emergency control subsystem
The trackside equipment end emergency control subsystem realizes the collection and processing of information of relevant equipment of a trackside existing system, and executes the functions of interlocking, turnout control and the like according to the instruction of the emergency control system of the control center.
(IV) emergency communication module
And the emergency communication module is responsible for the communication functions of the control center, the train end and the trackside equipment end in a fault scene. And under a fault scene, the transmission of information such as vehicle machine vision video information, vehicle ATP protection information, vehicle kinematic parameters, control center personnel instructions and the like is ensured. Figure 2 is a schematic diagram of an exemplary fail-safe control logic provided in accordance with an embodiment of the present application,
when the control center identifies the faults given by the application, namely the faults of the vehicle-mounted ATP protection module, the ground line information communication fault and the train positioning function fault, after the control center manually confirms to be converted into the emergency mode to operate, the existing system of the control center sends fault information and relevant fault processing instructions to the emergency communication module of the control center end, and the emergency communication modules among the subsystems complete the conversion of the fault information and the control instructions of the control center and start the emergency control mode of the train operation system.
And the remote ATP protection calculation module carries out ATP protection calculation on the running of the train at the remote end by summarizing and processing state information such as the position, the speed and the like of the fault vehicle and the related equipment of the line at the control center end and transmits a control instruction to the vehicle-mounted communication receiving end through the communication system in the form of protection curve data.
Further, the vehicle-mounted video monitoring and distinguishing module at the control center end can automatically recognize machine vision video information, and simultaneously provides videos and recognition results for personnel at the control center, and the personnel at the control center perform manual monitoring: if the emergency system operates normally, the control personnel do not intervene, and the system can always operate in an emergency mode; if the control personnel judge that the emergency control can not ensure the safe operation, the automatic mode can be quitted through the manual remote control function, and the creep mode is switched to or the vehicle is remotely controlled to stop operating.
After the vehicle-mounted end receives the emergency control command of the control center, the operation mode conversion module identifies the control command sent by the control center to complete the conversion function of the operation mode, so that the train is converted into a remote control operation mode in an emergency state. Furthermore, the vehicle is separated from the vehicle-mounted ATP system with the fault, traction and braking are carried out according to the ATP protection curve information given by the emergency mode operation system, and automatic operation control of the vehicle with the fault is continued.
Further, the vehicle-mounted end starts a video acquisition function and uploads the relevant running information of the vehicle to the control center end through the vehicle-mounted emergency communication module, wherein: the uploaded information comprises vehicle operation information, machine vision video information and the like.
Furthermore, when the vehicle positioning is required, the train auxiliary positioning function is started, the train position is confirmed through a redundant train auxiliary positioning technology, and the train position is uploaded to the control center to provide more accurate running information.
Furthermore, the trackside end equipment completes the collection and processing of information of relevant equipment such as a trackside equipment management system, a vehicle-mounted system and a control center by the control center end through a trackside emergency communication module in a fault scene.
Fig. 3 is a flowchart illustrating an implementation process of the obstacle recognition function, and the present application takes a machine vision system as an example. Machine vision mainly studies to simulate human visual function by a computer to extract information from an image of an objective object, process and understand the information, and finally the information is used for actual detection, measurement and control. The application describes an operation flow of a machine vision function module as follows: firstly, optical image acquisition of a measured target line is carried out, then subsequent digital processing is carried out, and the vehicle-mounted end image processing and obstacle recognition system is switched to. The vehicle-mounted end can perform preliminary obstacle identification.
Further, the module sends video information to the control center end through the emergency communication system so as to provide help for remote monitoring driving of control personnel at the control center end.
Fig. 4 is a diagram illustrating the implementation of the train auxiliary positioning function, and the doppler radar positioning technology is taken as an example in the present application. The typical working mode of the doppler velocity radar is as follows: the radio frequency transmitter sends a signal to a target to be detected through the antenna, and the signal is received by the antenna again after being reflected. Furthermore, the re-received reflected signals are transferred to an information processing unit for data processing so as to calculate the train running speed information. In addition, in order to improve the precision, a heuristic algorithm can be introduced to further analyze and process the data.
The above-mentioned embodiments are only a part of the detailed description of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be made by those skilled in the art without inventive efforts within the technical scope of the present application shall be covered by the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (10)
1. A remote emergency driving system under a fault scene of an unmanned train control system of rail transit is applied to a GoA 4-level train control system to deal with three fault scenes of a fault of a vehicle-mounted ATP protection module, a fault of vehicle-to-ground line information communication and a fault of a train positioning function; the GoA 4-level train control system comprises a control center existing system, an emergency control system, a train-mounted existing system and a trackside existing system; the train-mounted existing system comprises a train operation system and a train-mounted ATP system; the existing trackside system comprises a trackside equipment management system, and is characterized in that:
the remote emergency driving system comprises a control center end emergency control subsystem, a train vehicle-mounted end emergency control subsystem and a trackside equipment end emergency control subsystem, wherein the control center end emergency control subsystem, the train vehicle-mounted end emergency control subsystem and the trackside equipment end emergency control subsystem are respectively provided with an emergency communication module to support mutual communication.
2. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 1, which is characterized in that:
the emergency control subsystem of the control center end comprises a remote ATP protection calculation module, a vehicle-mounted video monitoring and judging module and a manual remote control module.
3. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 1, characterized in that:
the train-mounted end emergency control subsystem comprises a running mode conversion module, a train auxiliary positioning module, a train-mounted video acquisition module and an obstacle identification module.
4. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 1, which is characterized in that:
the trackside equipment end emergency control subsystem finishes the collection and processing of information of relevant equipment of an existing trackside system through an emergency communication module of the trackside equipment end emergency control subsystem, and executes various control instructions issued by the control center emergency control subsystem to finish various functions, and further, the relevant functions include but are not limited to track resource occupation release, interlocking judgment and turnout switch.
5. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 1 or 2, characterized in that:
further, when the control center end emergency control subsystem identifies a corresponding fault, and after a manager in the manual remote control module confirms that the operation is switched to the emergency mode, the existing system of the control center sends fault information and a fault processing related instruction to the emergency communication modules of the train-mounted end emergency control subsystem and the trackside equipment end emergency control subsystem through the emergency communication module, the conversion of the fault information and the control center control instruction is completed, and the emergency control of the train operation system is started.
6. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 2, characterized in that:
further, the far-end ATP protection calculation module collects and obtains state information of the position and speed of the fault vehicle and the relevant line equipment through the trackside equipment end emergency control subsystem, carries out ATP protection calculation, and transmits a control instruction to the train-mounted end emergency control subsystem and the vehicle-mounted existing system through the emergency communication module in the form of protection curve data so as to implement an emergency operation process of the vehicle in a fault scene.
7. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 2, which is characterized in that:
further, the vehicle-mounted video monitoring and distinguishing module automatically identifies machine vision video information, simultaneously provides videos and identification results for personnel in a control center, and controls personnel in the manual remote control module perform manual monitoring: the control personnel can continuously check the train running in the fault scene, and if the personnel think that the emergency system runs normally without intervention, the system can always keep running in an emergency mode; when the control center management personnel judge that the train in the fault scene can not continuously operate by the remote emergency control scheme, the automatic mode can be quitted by the manual remote control function, and the creeping mode is switched to or the vehicle is remotely controlled to stop operating, so that the safety of the vehicle can be ensured, and the follow-up manual rescue is waited.
8. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 1, 3 or 6, which is characterized in that:
after the emergency communication module of the train-mounted end emergency control subsystem receives the emergency control instruction of the control center, the operation mode conversion module converts the operation mode, recognizes the operation mode as a fault state according to the information feature code and converts the operation mode into a remote control operation mode in an emergency state; thus, the train operation system is separated from the vehicle-mounted ATP system with the fault and is converted into an emergency operation mode; in the mode, the fault train can be remotely controlled according to the protection curve received from the control center remote ATP protection calculation module so as to ensure the safe operation of the fault train.
9. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 8, wherein:
further, the train-mounted end emergency control subsystem starts a video acquisition function through a train-mounted video monitoring and judging module, and uploads vehicle related running information to the control center end emergency control subsystem through the emergency communication module, wherein the uploaded information comprises running related information such as vehicle running information and machine vision video information.
10. The remote emergency driving system under the fault scene of the rail transit unmanned train control system as claimed in claim 9, wherein:
further, the train auxiliary positioning module of the train vehicle-mounted end emergency control subsystem confirms the position of the train when the train is positioned in a required state, and uploads the position to the control center end emergency control subsystem so as to provide more accurate running information.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115994362A (en) * | 2023-03-23 | 2023-04-21 | 卡斯柯信号(北京)有限公司 | Safety analysis method and device for full-automatic operation system |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN115994362A (en) * | 2023-03-23 | 2023-04-21 | 卡斯柯信号(北京)有限公司 | Safety analysis method and device for full-automatic operation system |
| CN115994362B (en) * | 2023-03-23 | 2023-06-09 | 卡斯柯信号(北京)有限公司 | Safety analysis method and device for full-automatic operation system |
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