CN117818711B

CN117818711B - Integrated driving comprehensive automatic system

Info

Publication number: CN117818711B
Application number: CN202410251026.7A
Authority: CN
Inventors: 宋小莉; 郑然�; 赵兴; 张保航; 柴军; 罗霜晨
Original assignee: Beijing Helishi System Integration Co ltd
Current assignee: Beijing Helishi System Integration Co ltd
Priority date: 2024-03-06
Filing date: 2024-03-06
Publication date: 2024-05-24
Anticipated expiration: 2044-03-06
Also published as: CN117818711A

Abstract

The embodiment of the application provides an integrated comprehensive automatic system for driving, which comprises the following components: the system comprises a front-end processor, a vehicle gateway, a signal gateway, a real-time server, a workstation and a database server; the front-end processor is arranged for respectively collecting and converting the data of the plurality of monitoring systems; the vehicle gateway is arranged for collecting and converting the data of the system in the vehicle; the signal gateway is arranged for collecting and converting the data of the signal system; the real-time server is arranged to acquire data acquired by the front-end processor, the vehicle gateway and the signal gateway and process the acquired data; the workstation is arranged to display the acquired real-time status data. The application relates to the technical field of traffic, and can integrate the functions of a comprehensive monitoring system and a train automatic monitoring system, thereby reducing the number of servers and workstations and reducing the construction cost and maintenance cost.

Description

Integrated driving comprehensive automatic system

Technical Field

The present disclosure relates to the field of traffic technologies, and in particular, to an integrated driving comprehensive automation system.

Background

Urban rail transit provides safe and efficient driving service for passengers, and along with the high-speed development of urban rail transit, more and more cities adopt full-automatic running systems to ensure driving safety and improve transportation efficiency. The monitoring system related to driving dispatching mainly comprises a train automatic monitoring system (Automatic Train Supervision, abbreviated as ATS) and a comprehensive monitoring system (INTEGRATED SUPERVISORY CONTROL SYSTEM, abbreviated as ISCS), wherein the ATS is a driving dispatching system, the ISCS is a device dispatching system, and the device dispatching system comprises an electric power monitoring system and an electromechanical device monitoring system. ATS and ISCS are typically deployed separately (as shown in fig. 1) in urban rail transit. The train automatic monitoring system comprises a signal communication machine, a signal gateway, an application server, a database server, a train dispatching workstation (namely a train dispatching workstation) and the like. The signal communication machine is used for realizing communication with a passenger information system (Person Information System, PIS for short), a broadcasting system (PA for short), a Closed circuit television (CCTV for short) and other systems which are subsystem; the signal gateway realizes the communication with devices such as a Vehicle On-Board Controller (VOBC), a computer interlocking system (Computer Interlocking, CI), a Zone Controller (ZC), and the like; the application server receives the data of the signal communication machine and the signal gateway, and realizes application logic such as data aggregation, alarm management, train tracking, self-discharging route, train adjustment and the like; the database server realizes the storage and inquiry of historical data and relevant configuration data; the workstation realizes the running related function interface display, including station diagram, signal equipment state and control operation, display and edit running diagram, etc., meeting the working requirements of the running dispatcher. The integrated monitoring system includes a front-end processor (Front End Processor, abbreviated as FEP), a real-time server, and a power and environmental equipment scheduling workstation (i.e., power and environmental equipment scheduling workstation), wherein the FEP acts as a communication gateway, and the FEP passes down through various communication protocols and power monitoring systems (Power Supply Control and Monitoring Automation System, abbreviated as PSCADA) as subsystems (not shown in fig. 1), an environmental and equipment monitoring system (Building Automation System, BAS for short), fire alarm system (FIRE ALARM SYSTEM, FAS), platform screen door system (Platform Screen Doors, PSD) (not shown in fig. 1), passenger information system (PASSENGER INFORMATION SYSTEM PIS for short), broadcast system (PA for short), closed-circuit television (Closed-Circuit Television CCTV for short), ticketing and ticketing system (Auto Fare Collection, AFC (not shown in fig. 1) and other systems or related devices, and the real-time server receives the data of the FEP and issues control commands to the devices, so that functions of data aggregation, real-time data processing, alarm management, historical data storage, comprehensive monitoring service logic processing and the like are realized; the database server realizes the storage and inquiry of historical data; the workstation provides unified interface display, displays the states and alarms of all access devices of the integrated monitoring system, provides the function of device control operation, displays the results of data statistics analysis and the like, and meets the requirements of staff such as power dispatchers, environment device dispatchers and the like. In the above discrete system, the train automatic monitoring system communicates with the FEP of the integrated monitoring system through the signal communicator, generally adopts an ethernet communication mode, and a communication protocol is customized.

The architecture shown in fig. 1 has the following problems:

1) The real-time server of the comprehensive monitoring system and the application server of the train automatic monitoring system are mutually independent server hardware devices and are in redundant deployment. Generally, each equipment centralized station, a main control center and a standby center are required to be deployed with 2 real-time servers and 2 application servers; the main control center and the standby center are both required to be provided with 2 redundant database servers and are provided with disk array equipment, so that the number of the server equipment is large, the maintenance workload is large and the construction cost is high;

2) The ISCS and the ATS need to interact data through interfaces, so that a data interface is complex, and the real-time performance of the data is reduced;

3) The ISCS and the ATS are respectively provided with interfaces with PIS, PA, CCTV, so that the interfaces are numerous and are networked, and the subsequent maintenance cost is high;

4) The respective workstations can only be deployed separately, so that the number of the workstations is large, and the space of a dispatching working room is occupied, so that the construction cost is high; and the respective workstations can only check the equipment state, alarm information and the like in the field, and cannot combine the scheduling functions, so that the operation cost is high.

Disclosure of Invention

The embodiment of the application provides an integrated driving comprehensive automation system, which can integrate functions of a comprehensive monitoring system and a train automatic monitoring system, does not need the communication between the train automatic monitoring system and FEP of the comprehensive monitoring system through a signal communication machine, does not need the interfaces of the comprehensive monitoring system and the train automatic monitoring system with a plurality of monitoring systems (for example PIS, PA, CCTV) respectively, and does not need to separately deploy a work station, a real-time server and a database server, thereby reducing the number of servers and work stations and reducing construction cost and maintenance cost.

The embodiment of the application provides an integrated comprehensive automatic system for driving, which comprises the following components: the system comprises a front-end processor, a vehicle gateway, a signal gateway, a real-time server, a workstation and a database server;

The front-end processor is respectively in communication connection with a plurality of monitoring systems and is arranged for respectively collecting and converting the data of the monitoring systems;

the vehicle gateway is in communication connection with the train control and management system and is used for collecting and converting data of a vehicle internal system;

the signal gateway is in communication connection with the signal system and is arranged for collecting and converting the data of the signal system;

The real-time server is respectively in communication connection with the front-end processor, the vehicle gateway and the signal gateway, and is configured to respectively acquire data acquired by the front-end processor, the vehicle gateway and the signal gateway and process the acquired data;

the workstation is in communication connection with the real-time server and is arranged to acquire the real-time state data of the plurality of processed monitoring systems, the signal system and the train control and management system and display the acquired real-time state data;

The database server is configured to store historical data of the plurality of monitoring systems, the train control and management system and the signal system and provide an interface for querying the historical data.

In an exemplary embodiment, the front-end processor includes a plurality of monitor driver modules and a first protocol conversion module;

Each driving module is arranged for carrying out data acquisition and data preprocessing on the corresponding monitoring system;

The first protocol conversion module is used for carrying out first protocol conversion on the data preprocessed by each driving module;

the vehicle gateway comprises a train control and management system driving module and a second protocol conversion module;

The train control and management system driving module is used for collecting and preprocessing data of a system in the vehicle;

the second protocol conversion module is used for carrying out second protocol conversion on the data preprocessed by the train control and management system driving module;

The signal gateway comprises a signal equipment driving module and a third protocol conversion module;

The signal equipment driving module is used for carrying out data acquisition and data preprocessing on special equipment or subsystems of the signal system;

the third protocol conversion module is configured to perform third protocol conversion on the data preprocessed by the signal device driving module.

In an exemplary embodiment, the plurality of monitoring drive modules includes an electric drive module, an environmental and equipment monitoring system drive module, a fire alarm system drive module, a platform screen door drive module, a passenger information drive module, a broadcast drive module, a closed circuit television drive module, an automated ticketing drive module.

In an exemplary embodiment, the real-time server includes a general service module and a plurality of application service modules;

The general service module is configured to provide general services for the plurality of monitoring systems, the signal system and the train control and management system;

each application service module is configured to implement service logic of the application service itself.

In an exemplary embodiment, the general service module includes a real-time service module, an alarm service module, a log service module, a right service module, a time correction service module, a history data service module, a redundancy switch service module, and a data sharing service module.

In an exemplary embodiment, the real-time service module is configured to assign the real-time status data as specified attribute values of the corresponding device model to specified attributes of the corresponding device model, respectively; processing the real-time status data, including: when the real-time state data is judged to be in accordance with the alarm condition, generating alarm information, and sending the alarm information to the alarm service module; triggering corresponding deflection logic when judging that the designated attribute value of the corresponding equipment model changes; and when judging that the data to be stored exists, storing the data to be stored into the database server.

In an exemplary embodiment, the application service module includes a comprehensive monitoring application module and a train automatic monitoring system application module;

The comprehensive monitoring application module is arranged to interact with the general service module and provides a plurality of monitoring applications and linkage functions;

The train automatic monitoring system application module is arranged to interact with the general service module and provides signal equipment monitoring and driving command application functions.

In an exemplary embodiment, the workstation comprises a human-machine interface generic framework, at least one scheduling interface;

The human-computer interface universal frame is configured to acquire real-time state data of the plurality of processed monitoring systems, the signal system and the train control and management system, and send the acquired data to the at least one scheduling interface;

the at least one scheduling interface is configured to communicate with the human-machine interface universal framework, and select and display data related to the scheduling interface from the received data.

In an exemplary embodiment, the at least one scheduling interface includes one or more of the following scheduling interfaces: the system comprises a power dispatching interface, an environment dispatching interface, a passenger dispatching interface, a driving dispatching interface, a vehicle dispatching interface and a maintenance dispatching interface.

In an exemplary embodiment, the workstation is further configured to receive a manual control command and issue the received manual control command to the real-time server;

The real-time server is further configured to receive the manual control command and the automatic trigger generation control command, and issue the manual control command and the automatic trigger generation control command to the front-end processor, or to the vehicle gateway, or to the signal gateway;

the front-end processor is further configured to forward the received manual control command and the control command generated by automatic triggering to the plurality of monitoring systems;

the vehicle gateway is further configured to forward the received manual control command and the control command generated by automatic triggering to the train control and management system;

The signal gateway is further configured to forward the received manual control command and the control command generated by automatic triggering to the signal system.

The integrated driving comprehensive automatic system is respectively in communication connection with a plurality of monitoring systems through the front-end processor and is arranged to respectively collect and convert protocol data of the plurality of monitoring systems; the vehicle gateway is in communication connection with the train control and management system and is arranged for collecting and converting the data of the system in the vehicle; the signal gateway is in communication connection with the signal system; the data acquisition and protocol conversion are set for the signal system; the real-time server is respectively in communication connection with the front-end processor, the vehicle gateway and the signal gateway, and is arranged to acquire data acquired by the front-end processor, the vehicle gateway and the signal gateway and process the acquired data; the workstation is in communication connection with the real-time server and is arranged to acquire the processed real-time state data of the monitoring systems, the signal systems and the train control and management systems and display the acquired real-time state data; the functions of the integrated monitoring system and the automatic train monitoring system can be integrated, the automatic train monitoring system is not required to communicate with the FEP of the integrated monitoring system through a signal communication machine, the integrated monitoring system and the automatic train monitoring system are not required to be respectively connected with a plurality of monitoring systems (for example PIS, PA, CCTV) through interfaces, and a workstation, a real-time server and a database server are not required to be deployed separately.

Additional features and advantages of the application will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the application. Other advantages of the application may be realized and attained by the structure particularly pointed out in the written description and drawings.

Drawings

The accompanying drawings are included to provide an understanding of the principles of the application, and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain, without limitation, the principles of the application.

FIG. 1 is a schematic diagram of a related art automatic train monitoring system and integrated monitoring system;

FIG. 2 is a schematic diagram of an integrated ride-on integrated automation system in accordance with an embodiment of the present application;

FIG. 3 is a schematic diagram of a front-end processor according to an embodiment of the present application;

FIG. 4 is a schematic diagram of a vehicle gateway according to an embodiment of the present application;

fig. 5 is a schematic diagram of a signal gateway according to an embodiment of the present application;

FIG. 6 is a schematic diagram of a real-time server according to an embodiment of the present application;

FIG. 7 is a schematic diagram of a workstation in accordance with an embodiment of the present application;

fig. 8 is a schematic diagram of an integrated driving comprehensive automation system software architecture according to an embodiment of the present application.

Detailed Description

Fig. 2 is a schematic diagram of an integrated driving comprehensive automation system according to an embodiment of the present application. As shown in fig. 2, the integrated driving integrated automation system includes: the system comprises a front-end processor, a vehicle gateway, a signal gateway, a real-time server, a workstation and a database server;

The integrated driving comprehensive automation system of the embodiment of the application collects and converts the protocol of the data through the front-end processor, the vehicle gateway and the signal gateway, so that the real-time server can acquire the data collected by the front-end processor, the vehicle gateway and the signal gateway and process the acquired data, and the workstation can acquire the data processed by the real-time server and display the data, thereby integrating the functions of the comprehensive monitoring system and the automatic train monitoring system, avoiding the communication between the automatic train monitoring system and the FEP of the comprehensive monitoring system through a signal communication machine, avoiding the need of the interfaces of the comprehensive monitoring system and the automatic train monitoring system with a plurality of monitoring systems (for example PIS, PA, CCTV) respectively, and avoiding the separate deployment of the workstation, the real-time server and the database server.

The multiple monitoring systems may include a power monitoring system (Power Supply Control and Monitoring Automation System, PSCADA), an environment and equipment monitoring system (Building Automation System, BAS), a fire alarm system (FIRE ALARM SYSTEM, FAS), a platform screen door system (Platform Screen Doors, PSD), a passenger information system (PASSENGER INFORMATION SYSTEM, PIS), a broadcasting system (PA), a Closed-circuit television (Closed-Circuit Television, CCTV), an automatic ticketing and ticketing system (Auto Fare Collection, AFC), and the like.

The protocol conversion may be converting the collected and preprocessed data into an open production control and unified architecture, OPC UA format.

In an exemplary embodiment, the dedicated devices or subsystems of the signaling system may include interlocking subsystems, ZCs, VOBC, and the like.

In one exemplary embodiment, the collected vehicle interior system data may include ventilation air conditioning data, door data, traction braking data, smoke detection data, obstacle detection data, and the like.

Fig. 3 is a schematic diagram of a front-end processor according to an embodiment of the application. As shown in fig. 3, the front-end processor includes a plurality of monitoring driving modules and a first protocol conversion module;

each driving module is used for carrying out data acquisition and data preprocessing on the corresponding monitoring system.

The first protocol conversion module is configured to perform first protocol conversion on the data preprocessed by the plurality of monitoring driving modules.

For example, the first protocol conversion module may convert the collected and preprocessed data into OPC UA format data.

The data preprocessing may include cleaning the data, and the like.

In an exemplary embodiment, the plurality of monitoring drive modules may include an electric drive module, an environmental and equipment monitoring system drive module, a fire alarm system drive module, a platform screen door drive module, a passenger information drive module, a broadcast drive module, a closed circuit television drive module, an automated ticketing drive module. The power driving module is used for carrying out data acquisition and data preprocessing on the power system;

The environment and equipment monitoring system driving module is used for carrying out data acquisition and data preprocessing on the environment and equipment monitoring system;

The fire alarm system driving module is used for carrying out data acquisition and data preprocessing on the fire alarm system.

Fig. 4 is a schematic diagram of a vehicle gateway according to an embodiment of the present application. As shown in fig. 4, the vehicle gateway includes a train control and management system driving module and a second protocol conversion module;

The second protocol conversion module is arranged for carrying out second protocol conversion on the data acquired and preprocessed by the train control and management system driving module.

The TCMS (Train Control AND MANAGEMENT SYSTEM) is a short term for Train Control and management system. The data of the vehicle interior system may include ventilation air conditioning data, door data, traction braking data, smoke detection data, obstacle detection data, and the like.

Fig. 5 is a schematic diagram of a signal gateway according to an embodiment of the present application. As shown in fig. 5, the signal gateway includes a signal device driving module and a third protocol conversion module;

The third protocol conversion module is configured to perform third protocol conversion on the data acquired and preprocessed by the signal device driving module.

Fig. 6 is a schematic diagram of a real-time server according to an embodiment of the present application. As shown in fig. 6, the real-time server includes a general service module and an application service module;

the application service module is configured to provide various service applications to implement service logic of various services.

The equipment model is established in configuration software, and equipment models are established for different types of equipment. For example, in PSCADA systems, device models are created for devices such as line switches, distribution transformers, rectifying transformers, feeder switches, and the like. And for example, equipment models can be built for equipment such as fans, water pumps, water chilling units, illumination, escalators and the like in the BAS system.

Different equipment models contain different attributes, such as variable frequency operation feedback, total faults, power frequency operation feedback, fan overload faults, fan operation states, vertical vibration alarms and other attributes for the fan model; the rectification transformation model comprises the properties of primary measurement current A phase, primary measurement current B phase, primary measurement voltage A phase, primary active power P, frequency, power factor, breaker position, closing permission, accident total signal, grounding knife position, transformer overtemperature signal, overcurrent I section protection, overload alarm and the like.

The alarm service module can be set to manage alarm data, provide interfaces for generating alarms, confirming the alarms, prohibiting the alarms, restraining the alarms and the like, manage the alarms in different states, realize the functions of alarm confirmation, alarm prohibition, alarm restraint and the like, and provide corresponding alarm information according to alarm screening conditions.

The log service module can be set to manage log information, provide interfaces for generating logs, inquiring logs and the like, and provide corresponding log information according to log screening conditions;

The authority service module can be set to manage roles, personnel and authority data, provide an authentication function, and provide interfaces such as user management and authority management;

Illustratively, the timing service module may be configured to provide a timing function for timing all machines in the system;

Illustratively, the history service module may be configured to manage history data, provide an interface for history data storage and querying;

the redundancy switch service module may be configured to implement determination of dual-network and dual-machine switching and actually complete the switching;

Wherein, the double network can be that two network wires are inserted into one computer: net A and net B. One network is disconnected, and communication can be performed through the other network, so that the overall function is not affected, and the system has high reliability.

The dual computers have a main-standby redundancy relationship, and the same key equipment adopts dual-computer redundancy deployment, so that after the host is down, the standby computers are automatically switched to serve as the host, and the overall function of the system is not affected, so that the system has high reliability.

Illustratively, the data sharing service module may be configured to provide a standard data sharing interface in the format of the restul API and OPC UA, and may share access to real-time data, alarms, logs, rights, historical data, and the like.

The data sharing service module can enable each module in the application service module to acquire real-time service, alarm, log data and the like through data sharing. When the application service module comprises the comprehensive monitoring application module and the train automatic monitoring system application module, the comprehensive monitoring application module and the train automatic monitoring system application module can be interacted with the signal communication machine without an interface between the front-end processor and the signal communication machine, so that intermediate data transmission delay caused by interface interaction is avoided, the real-time performance is high, FAO scene linkage execution efficiency can be improved, abnormal response is timely carried out, and safe and efficient vehicle operation is ensured.

The data sharing service module may also enable the universal service module and the plurality of different application service modules to be completed by different vendors or teams without requiring tight coupling.

By way of example, the plurality of monitoring applications may include power applications, environmental and equipment monitoring system applications, fire alarm system applications, platform screen door applications, passenger information applications, broadcast applications, closed circuit television applications, ticketing applications, and the like;

Fig. 7 is a schematic diagram of a workstation according to an embodiment of the present application. As shown in fig. 7, the workstation comprises a human-computer interface universal framework, a scheduling interface 1 and a scheduling interface n;

wherein n is a positive integer. Here, the scheduling interfaces 1 to n represent that there may be only one scheduling interface or a plurality of scheduling interfaces.

In an exemplary embodiment, the scheduling interfaces 1 to n may be one or more of the following scheduling interfaces: the system comprises a power dispatching interface, an environment dispatching interface, a passenger dispatching interface, a driving dispatching interface, a vehicle dispatching interface and a maintenance dispatching interface.

When the dispatching interfaces comprise a plurality of dispatching interfaces, a plurality of dispatching functions can be realized on one workstation, so that the number of central dispatching personnel is greatly reduced, and the operation cost is reduced.

Fig. 8 is a schematic diagram of an integrated driving comprehensive automation system software architecture according to an embodiment of the present application. As shown in fig. 8, the software platform includes a data acquisition layer, a data processing layer, and a data presentation layer.

The data acquisition layer comprises a plurality of monitoring driving modules, a signal equipment driving module, a train control and management system driving module and a protocol conversion module.

The monitoring driving modules comprise driving software such as electric driving, environment and equipment monitoring system driving, fire alarm system driving, platform screen door driving, passenger information driving, broadcasting driving, closed-circuit television driving, automatic ticket selling and checking driving and the like. The electric drive realizes data acquisition and data preprocessing of the electric power system. The environment and equipment monitoring system drives to realize data acquisition and data preprocessing of the environment and equipment monitoring system. The fire alarm system drives to realize data acquisition and data preprocessing of the fire alarm system. The platform screen door drive performs data acquisition and data preprocessing on the platform screen door system. The passenger information drive performs data acquisition and data preprocessing on the passenger information system. The broadcasting driver performs data acquisition and data preprocessing on the broadcasting system. The closed circuit television driver performs data acquisition and data preprocessing on the closed circuit television system. The automatic ticket vending and checking driver performs data acquisition and data preprocessing on the automatic ticket vending and checking system. The signal equipment driving module is used for realizing data acquisition of the signal equipment. The train control and management system driving module realizes data acquisition of TCMS.

The protocol conversion module is arranged for respectively carrying out protocol conversion on the data collected by the monitoring driving modules, the signal equipment driving modules and the train control and management system driving modules. For example, the collected data is converted into OPC UA format data.

The data processing layer is divided into two parts, one part is platform service software (corresponding to the general service module), and the other part is each application service module, such as comprehensive monitoring system application and train automatic monitoring system application. The platform service provides the service common to all business systems of urban rail transit, and comprises the following steps:

1) Real-time services

The real-time service is set to establish a device model, the appointed attribute value of the device model is updated by the received real-time data, the real-time data is processed, whether the real-time data accords with the alarm condition is judged, if so, alarm information is generated, and the alarm information is sent to the alarm service; judging whether the equipment data has a change, if so, triggering corresponding shifting logic; calling an interface of a database server for data needing long-term storage, and storing the data into a database;

2) Alarm service

The alarm service is set to manage alarm data, can realize functions of alarm confirmation, alarm prohibition, alarm suppression and the like, can provide corresponding alarm information according to alarm screening conditions, and provides interfaces for generating an alarm, confirming the alarm, prohibiting the alarm, suppressing the alarm and the like;

3) Log service

The log service is set to manage log information, provides interfaces for generating logs, inquiring logs and the like, and can provide corresponding log information according to log screening conditions;

4) Rights service

The authority service is set to manage roles, personnel and authority data, provides an authentication function, and provides interfaces such as user management and authority management;

5) Timing service

The timing service is set to provide timing function to perform timing on all machines in the system;

6) History service

The history service is set to manage history data and provides an interface for storing and inquiring the history data;

7) Redundant switching service

The redundant switching service is set to realize the judgment of the switching of the double networks and the double machines and actually finish the switching;

8) Data sharing service

The data sharing service is set to provide a standard RESTFUL API and an OPC UA format data sharing interface, and can share and access real-time data, alarms, logs, rights, historical data and the like.

Each application service module realizes the service logic of the application service itself, and comprises:

1) Comprehensive monitoring system application

The integrated monitoring system application is set to interact with the platform service software to realize PSCADA functions such as application, environment and equipment monitoring system application, fire alarm system application, communication application and linkage. The system specifically comprises locking logic of power equipment, mode control and schedule control logic of a BAS, FAS fire linkage, FAO full-automatic operation scene linkage and other functional logic.

2) Train automatic monitoring system application

The train automatic monitoring system application is set to interact with the platform service software to realize signal equipment monitoring and driving command application. The method specifically comprises application logic such as train tracking, self-discharging route, train adjustment and the like.

The data presentation layer software may include a human-machine interface universal framework, a power dispatch interface, an environmental dispatch interface, a passenger dispatch interface, a driving dispatch interface, a vehicle dispatch interface, and a maintenance dispatch interface. The data presentation layer software may also include a scheduling interface.

The human-computer interface universal framework realizes communication with the data processing layer software through OPC UA, acquires data such as real-time data, alarm data, log data and the like in a publishing and subscribing mode, and transmits manual control commands received by each scheduling interface. Each scheduling interface is a series of HMI (Human MACHINE INTERFACE, human-machine interface) interfaces drawn for meeting the working demands of different scheduling staff, the HMI interfaces are communicated with a Human-machine interface universal frame, the Human-machine interface universal frame is used for uniform scheduling, and the switching of different scheduling interfaces can be realized through a navigation bar.

The data acquisition layer software can be deployed in the front-end processor, the vehicle gateway and the signal gateway, respectively. The data processing layer software may be deployed in a real-time server. The data presentation layer software may be deployed in a workstation.

In summary, the integrated driving comprehensive automation system provided by the embodiment of the application has the following advantages:

1) And (3) unifying a platform: the integrated monitoring system and the ATS system adopt unified software platforms (namely the universal service modules) to realize universal software functions, including real-time data processing, alarm processing, log processing, authority management, redundancy switching and the like, and the special application functions of each system are realized by each system (namely the application service modules), so that the difficulty of software development can be reduced, and the ATS system only focuses on special service logic of the ATS system, so that the construction cost can be reduced;

2) Unified hardware: the comprehensive monitoring system and the ATS system adopt unified real-time servers, database servers and workstations, so that the number of the servers and the workstations can be greatly reduced, and the construction cost and the maintenance cost are reduced;

for example, the device concentration station only needs to deploy one set of redundant station-level real-time servers, the center and the standby center only need to deploy one set of redundant center-level real-time servers and history servers (i.e. the database servers), and compared with the traditional scheme, one device concentration station can reduce two station-level real-time servers, and one line can reduce four center-level real-time servers and history servers. If a line of 10 centralized stations is adopted, 20 station-level real-time servers, 4 center-level real-time servers and 4 calendar history servers can be reduced, so that the construction cost can be greatly reduced, and meanwhile, the operation and maintenance cost can be reduced.

3) Flattening an interface: all subsystems, such as PSCADA, BAS, FAS, PSD, AFC, PIS, PA, CCTV, TCMS, VOBC, CI, ZC and the like, are connected with the integrated driving comprehensive automation system, and all the subsystems are not connected with each other, so that the original interface reticulation is changed, and the original interface is changed into a flattened interface, the complexity of the interface can be reduced, and the workload of interface debugging and the like is reduced;

4) Unified operation command: based on a unified platform and unified hardware, the dispatching functions such as power dispatching, environment dispatching, driving dispatching and the like can be realized on the same workstation, unified operation dispatching is realized, a foundation is laid for the subsequent development of comprehensive dispatching, and FAO operation scenes are realized more conveniently;

5) Unified maintenance: based on the unified platform and unified hardware, the method can realize unified state monitoring of all-line equipment, preventive maintenance, state maintenance and plan maintenance of the equipment, provide analysis support for equipment faults, assist in maintenance scheduling decisions, and realize unified maintenance of the comprehensive monitoring system and the ATS system, and reduce construction and maintenance costs.

The present application has been described in terms of several embodiments, but the description is illustrative and not restrictive, and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the described embodiments. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or in place of any other feature or element of any other embodiment unless specifically limited.

The present application includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The disclosed embodiments, features and elements of the present application may also be combined with any conventional features or elements to form a unique inventive arrangement. Any feature or element of any embodiment may also be combined with features or elements from other inventive arrangements to form another unique inventive arrangement. It is therefore to be understood that any of the features shown and/or discussed in the present application may be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Further, various modifications and changes may be made within the scope of the appended claims.

Furthermore, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other sequences of steps are possible as will be appreciated by those of ordinary skill in the art. Accordingly, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Furthermore, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present application.

Those of ordinary skill in the art will appreciate that all or some of the steps, systems, functional modules/units in the apparatus, and methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between the functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed cooperatively by several physical components. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term "computer storage media" includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as known to those skilled in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer. Furthermore, as is well known to those of ordinary skill in the art, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "first," "second," etc. can include at least one such feature, either explicitly or implicitly.

In the description of the present application, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.

In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present application. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present application have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the application, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the application.

Claims

1. An integrated vehicular integrated automation system, comprising: the system comprises a front-end processor, a vehicle gateway, a signal gateway, a real-time server, a workstation and a database server;

the database server is configured to store historical data of the plurality of monitoring systems, the train control and management system and the signal system and provide an interface for inquiring the historical data;

The real-time server comprises a general service module and a plurality of application service modules;

2. The integrated drive integrated automation system of claim 1, wherein,

The front-end processor comprises a plurality of monitoring driving modules and a first protocol conversion module;

3. The integrated drive integrated automation system of claim 2, wherein,

The monitoring driving modules comprise an electric driving module, an environment and equipment monitoring system driving module, a fire alarm system driving module, a platform screen door driving module, a passenger information driving module, a broadcasting driving module, a closed-circuit television driving module and an automatic ticket selling and checking driving module.

4. The integrated drive integrated automation system of claim 1, wherein,

The general service module comprises a real-time service module, an alarm service module, a log service module, a permission service module, a timing service module, a historical data service module, a redundancy switching service module and a data sharing service module.

5. The integrated drive integrated automation system of claim 4, wherein,

The real-time service module is configured to assign the real-time state data as specified attribute values of the corresponding equipment model to specified attributes of the corresponding equipment model respectively; processing the real-time status data, including: when the real-time state data is judged to be in accordance with the alarm condition, generating alarm information, and sending the alarm information to the alarm service module; triggering corresponding deflection logic when judging that the designated attribute value of the corresponding equipment model changes; and when judging that the data to be stored exists, storing the data to be stored into the database server.

6. The integrated drive integrated automation system of claim 1, wherein,

The application business module comprises a comprehensive monitoring application module and a train automatic monitoring system application module;

7. The integrated drive integrated automation system of claim 1, wherein,

The workstation comprises a human-computer interface universal frame and at least one scheduling interface;

8. The integrated drive synthesis automation system of claim 7, wherein,

The at least one scheduling interface includes one or more of the following scheduling interfaces: the system comprises a power dispatching interface, an environment dispatching interface, a passenger dispatching interface, a driving dispatching interface, a vehicle dispatching interface and a maintenance dispatching interface.

9. The integrated drive integrated automation system of claim 1, wherein,

The workstation is further configured to receive a manual control command and send the received manual control command to the real-time server;