CN118107631A - Low-energy-consumption rail transit comprehensive automatic system - Google Patents

Abstract

The invention provides a low-energy-consumption rail transit comprehensive automation system, which comprises a workstation end, a server end and an Ethernet switch connected with the workstation end and the server end, wherein a layered distributed system architecture is adopted, equipment information of each field level is collected to a control center through a full-line backbone network, and subsystems such as a signal automatic monitoring system (ATS), an environment and electromechanical equipment monitoring system (BAS), an electric power monitoring system (PSCADA), a Fire Alarm System (FAS), a video monitoring system (CCTV), a broadcasting system (PA), a Passenger Information System (PIS) and the like are integrated into a unified system platform to provide unified equipment state monitoring, control and alarm management, so that a comprehensive management system taking collaborative operation scheduling as a core is realized. The application of the invention can solve the problems of more terminals, non-uniform interface style, difficult maintenance and the like of low-energy rail transit projects with relatively tension operation manpower, greatly reduces construction and operation maintenance costs, manpower costs and management costs, and has great popularization and application values.

Description

Low-energy-consumption rail transit comprehensive automatic system

Technical Field

The invention relates to the technical field of urban rail transit comprehensive automatic control and scheduling management, in particular to a low-energy-capacity rail transit comprehensive automatic system.

Background

The business area of each control subsystem of the low-energy rail transit relates to a positive line section, a station, a vehicle base, a substation and a control center, and the overall functions of the system are as follows: by collecting, transmitting and processing the information of the line, the station and the crossing, the operation line is monitored and optimally scheduled in real time, various accidents are found and processed in time, and comprehensive, accurate and timely information service is provided for passengers, so that the service level of the low-energy rail transit is effectively improved, and the intelligent operation, scheduling and management of the low-energy rail transit line are promoted.

According to the investigation and analysis of the construction conditions of the existing low-energy-capacity rail transit engineering systems such as the tramcar, the intelligent rail, the cloud bar and the like, a CBTC signal system mode is generally adopted by a low-energy-capacity rail transit (such as Yun Ba) signal system with independent road rights, the driving automation level is higher, and the central control function is realized by integrating or interconnecting all subsystems of the control center. The low-energy rail transit automation level of visual driving is low, and all subsystems are relatively independent. The characteristics and the existing problems of the prior art of the low-energy rail transit control center mainly comprise:

(1) The number of subsystems is large, and the subsystems comprise systems such as signals, PSCADA, transmission, wireless, telephone, CCTV, PA, clock, FAS, BAS, access control, AFC and the like, and are mutually independent.

(2) The subsystem configuration is simple, each subsystem architecture of the low-energy rail transit is simple, the equipment configuration quantity is small, and the workload of subsystem management personnel is small.

(3) The non-independent road right line adopts complete central control and has no station level control; the control range of the station level of the independent road right line is enlarged, and the central control requirement is higher than that of a subway. The subsystem has higher automation degree requirement and higher linkage requirement between systems.

(4) Traditionally, the low performance is basically consistent with the subway in the overall arrangement of a dispatching desk of a control center. In professional equipment configuration, independent road rights are basically consistent with subways, the non-independent road rights are only weakened in function, and equipment terminal configuration is basically consistent with subways. However, compared with the subway, the low-energy rail transit has the characteristics of small overall passenger flow, less online transportation vehicles, small stations, simple equipment and the like, and the central dispatching monitoring task is less, so that under the condition that the equipment is not integrated, the low-energy rail transit central dispatching has personnel configuration redundancy, or under the condition of personnel optimization, the dispatcher faces complicated terminal equipment and inconvenient operation, and the operation is not timely or misoperation is possible.

(5) The equipment maintenance management is decentralized, each subsystem independently builds a maintenance management system, the arrangement of maintenance terminals and the configuration of personnel are relatively decentralized, the efficiency is low, and the convenience of operation and maintenance is not facilitated.

As described above, the construction and operation environment of the low energy rail transit system are greatly changed from those of the conventional rail transit system. In the traditional urban rail transit engineering construction, due to the multiple factors of various electromechanical system devices, complex working conditions, large integration difficulty, different and equivalent limitation of various professional operation post demands, various systems such as driving, power supply, environment, video monitoring and the like in a control center are generally mutually divided and independently constructed, and the relationship among monitored objects is relatively independent.

The functions of all subsystems of low-energy rail transit weak current are simplified, so that the overall management level and the transportation efficiency of the system are improved, operators can conveniently and intensively monitor the operation process in all directions, the event processing capacity of a central level is improved, and the traditional operation management and control modes are not applicable any more.

Therefore, according to the characteristics of system constitution, operation mode and the like of low-energy rail transit, a comprehensive automatic system platform integrating operation monitoring, operation management, scheduling and commanding is established in a control center, unified management of equipment resources and labor cost is realized, and based on the integrated management platform, the operation interface of each dispatcher is simplified, so that various emergencies can be conveniently and timely handled.

Disclosure of Invention

The invention aims to provide a comprehensive automation system for low-energy-capacity rail transit, which brings the signal, PSCADA, CCTV, PIS, PA, BAS, FAS, ACS and other low-energy-capacity rail transit automation control systems into a unified system platform, forms a tightly combined whole by system integration, provides unified equipment state monitoring and alarm management, and realizes a system taking operation scheduling as a core. The specific technical scheme is as follows:

The system comprises a workstation end, a server end and an Ethernet switch connected with the workstation end and the server end, wherein the server end comprises a real-time server, a history server and an interface server, the workstation end comprises a dispatcher operating workstation and a maintenance workstation, the interface server is used for receiving state information and fault alarm information of each subsystem and sending various control instructions, the real-time server is used for completing acquisition and processing of real-time data, the history server is used for storing, recording and managing history data, the dispatcher operating workstation is used for realizing all functions of each integrated subsystem, and the maintenance workstation is used for checking the running state and alarm information of each related subsystem device.

Further, the real-time server, the interface server and the history server are all connected with a central ethernet switch through redundant 1000Mbps ethernet interfaces.

Furthermore, the real-time server comprises a special service function software module and a general service module, wherein the special service function software module can be added or subtracted according to actual needs, and the general service module can provide functions of system management, authority management, alarm management, configuration management and the like for each special service.

Further, the interface server comprises a plurality of data interface units, the data interface units comprise interface modules, and the interface modules are communicated with all subsystems by using agreed protocols to convert data information into a data format which is acceptable at the server end and is based on unified standards.

Further, the subsystem comprises at least one of a signal automatic monitoring system, an environment and electromechanical equipment monitoring system, a traction power supply scheduling system, a fire disaster automatic alarm system, a video monitoring system, a broadcasting system, a passenger information system, an AFC system and a clock system.

Further, the integrated automation system can simultaneously configure a real-time server 1 and a real-time server 2, wherein the real-time server 1 is deployed as the real-time application of the signal automatic monitoring system and the traction power supply scheduling system, and the real-time server 2 is deployed as the application of other subsystems.

Further, the dispatcher operating workstations comprise a comprehensive dispatching workstation, a general dispatching workstation, a line dispatching workstation, an electric dispatching workstation and a timetable editing workstation.

Further, the server side adopts Li nux non-real-time operating system, and the workstation side adopts Wi ndows operating system.

Furthermore, the server side also comprises information security equipment, wherein the information security equipment comprises an intrusion protection detection system, a vulnerability scanning system, a log audit system, a security perception system, an operation and maintenance audit system, whole network behavior management, a security check system and a firewall.

Further, the workstation end further comprises a printer and a large screen controller, the printer comprises a black-and-white printer and a color printer, and the output end of the large screen controller is connected with a dispatching large screen.

Compared with the prior art, the comprehensive automation system for the low-energy-consumption rail transit has the following beneficial effects:

1. The comprehensive automation system for the low-energy rail transit can realize the functions of automatic management and line monitoring of train operation in all-line areas (including access section lines, connecting lines, bus storage lines, turning lines, vehicle sections and the like) and can monitor all-line by a single screen.

2. The comprehensive automation system for the low-energy rail transit provides an integrated and unified man-machine interaction interface, tools such as a menu bar, a station selecting bar and the like are provided at the top end of the man-machine interaction interface, and a dispatcher can rapidly switch and display monitoring pictures of different professions according to requirements to finish related dispatching control operation. And the application and the integrated management of the driving scheduling and the equipment scheduling are realized.

3. The integrated automation system for the low-energy rail transit provided by the invention has the advantages that the subsystems adopt a unified hardware platform, a software platform and a man-machine interface, the linkage function data flow is simpler, and the response is quicker. And meanwhile, the centralized setting of the central equipment can be realized, the construction cost (reducing the using area of a house) and the operation cost (reducing the electricity consumption, optimizing the dispatching and configuring the operation and maintenance personnel) can be saved.

Drawings

FIG. 1 is a schematic diagram of a low energy rail transit integrated automation system provided by the present invention;

FIG. 2 is a schematic diagram of the hierarchical relationship and interfaces of the integrated automation system for low energy rail transit provided by the invention;

fig. 3 is a schematic diagram of engineering deployment implementation of the integrated automation system for low-energy rail transit provided by the invention.

Detailed Description

The technical solutions of the embodiments of the present invention will be clearly and completely described in the following with reference to the drawings provided by the present invention, and advantages and features of the present invention will be more apparent from the following description. It should be noted that the drawings are in a very simplified form and are all to a non-precise scale, merely for convenience and clarity in aiding in the description of embodiments of the invention.

In the description of the present invention, unless explicitly stated and limited otherwise, the terms "connected" and "coupled" should be interpreted broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; the terms may be used in any form, such as directly or indirectly through an intermediate medium, or may be used in any form of communication between two elements or in any form of interaction between two elements, and the terms are specifically understood by those of ordinary skill in the art.

In the description of the present invention, the terms "upper", "lower", "left", "right", "front", "rear", "center", "horizontal", "vertical", "top", "bottom", "inner", "outer", and the like are orientation or positional relationships based on those shown in the drawings, merely for convenience of description and simplicity of operation, and do not indicate or imply that the apparatus or elements referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus should not be construed as limiting the present invention.

Example 1: the embodiment provides a low-energy-consumption rail transit comprehensive automation system, referring to fig. 1, the system comprises a workstation end, a server end and an ethernet switch, the server end comprises a real-time server, an interface server, a history server and information security equipment, and the workstation end comprises a dispatcher operation workstation, a maintenance workstation, a printer, a large screen controller and a dispatching large screen.

Specifically, the comprehensive automation system is provided with two redundant three-layer Ethernet switches, which are used for connecting a backbone network, a real-time server, an interface server, a history server, information safety equipment, a dispatcher operating workstation, a maintenance workstation, a printer and the like;

Specifically, a server side of the comprehensive automation system is provided with redundant real-time servers, which are used for completing central real-time data acquisition and processing work, the redundant real-time servers can be automatically switched, and each real-time server is connected with an Ethernet switch through a redundant 1000Mbps Ethernet interface; the server side of the comprehensive automation system is provided with a redundant history server which is used for completing the work of storing, recording, managing and the like of history data, the redundant history server can be automatically switched, an external disk array is configured, the capacity of the disk array can be expanded, and each history server is connected with an Ethernet switch through a redundant 1000Mbps Ethernet interface; the server side of the comprehensive automation system is provided with a redundant interface server which is used for receiving state information and fault alarm information of each subsystem and sending various control instructions, and each communication interface server is respectively connected with an Ethernet redundant switch through at least 2 1000Mbps Ethernet interfaces; the server side of the comprehensive automation system is provided with information security equipment, wherein the information security equipment comprises an intrusion protection detection system, a vulnerability scanning system, a log audit system, a security perception system, an operation and maintenance audit system, a whole network behavior management system, a security check system, a firewall and other equipment, and special antivirus software and the like are required to be configured. The method for realizing the system information security mainly comprises the following steps: and encrypting the wireless data, ensuring network security, arranging a special firewall and other network isolation devices, isolating external interfaces, enhancing host auditing, and arranging information network security devices. The low-energy-capacity rail transit adopts the line with independent road rights, the weak current systems are closer to the subway system, the information security level of the signal system, the PSCADA system and the like adopts 3 levels, the information security level of the communication system, the comprehensive monitoring system and the like adopts 2 levels, and the line information security level of the non-independent road rights adopts 2 levels.

In a specific implementation process, the low-energy-capacity rail transit comprehensive automation system is simultaneously configured with the real-time server 1 (redundant configuration) and the real-time server 2 (redundant configuration) to work in parallel, databases in the two sets of redundant servers belong to one distributed real-time database, and the two sets of redundant real-time servers are independently debugged. Two sets of redundant real-time servers are specifically assigned as follows: the real-time server 1: in consideration of high requirements on signal service instantaneity, safety and reliability, an independent server is adopted to deploy real-time application of a signal automatic monitoring system (ATS) and a traction power supply scheduling system (PSCADA); the real-time server 2: applications for other video surveillance systems (CCTV), passenger Information Systems (PIS), broadcast systems (PA), fire automatic alarm systems (FAS), environmental and equipment monitoring systems (BAS), access Control Systems (ACS), AFC systems, and clock systems (CLK) are deployed. Meanwhile, the comprehensive automation system is provided with two redundant communication interface servers, the communication interface server 1 is used for accessing a signal automatic monitoring System (SIG) and a traction power supply scheduling system (PSCADA), and the communication interface server 1 is used for accessing a video monitoring system (CCTV), a Passenger Information System (PIS), a broadcasting system (PA) fire automatic alarm system (FAS), an environment and equipment monitoring system (BAS), an Access Control System (ACS), an AFC system, a clock system (CLK) and the like.

The comprehensive automatic system takes a signal automatic monitoring System (SIG) as a core, and is connected with signal systems of stations/turnout areas/intersections through a backbone network to complete the central monitoring function of the signal automatic monitoring system. The system keeps basic platforms such as a central server, a switch, a workstation and the like of the signal automatic monitoring system, and can integrate central-level equipment of other subsystems. The system realizes the management and monitoring functions of train operation in the whole line area (including positive line, vehicle section/parking lot, etc.), and comprises the functions of signal equipment, train operation state display, train monitoring and tracking, train operation adjustment, route control, operation diagram/timetable, fault alarm, operation record, statistics, etc.

The comprehensive automation system deeply integrates a switch, a main and standby system server, a disk array and a workstation of an original traction power supply dispatching system (PSCADA), cancels central-level equipment, and directly exchanges information with PSCADA modules in the comprehensive automation system through a communication transmission network by substation information. The monitoring and control of the all-line power supply equipment and related systems are realized, and the functions of data acquisition, data processing, control operation, alarm management, display function, shielding and the like are included.

The central level switch, server, storage and terminal hardware and software of the comprehensive automation system deep integrated original video monitoring system (CCTV) are interfaced with a communication transmission system to realize the uploading of station level CCTV video streams, a corresponding decoder is provided according to the CCTV requirement to realize the interface with a large screen system, and the CCTV system is not provided with central level equipment. The functions of the dispatching center such as selecting, switching, video playback, control and display of the images of the cameras of stations, trains, power substations and yards, monitoring the states of video equipment and the like are realized. The system can monitor and select any one of the real-time video images of the regional video monitoring system, and can call and view any one of the locally stored images at any time in the past.

The comprehensive automation system deeply integrates a central level switch, a server, storage and terminal hardware and software of an original Passenger Information System (PIS), interfaces with a communication transmission system, realizes information interaction with a Passenger Information System (PIS) station level, and the original Passenger Information System (PIS) is not provided with central level equipment. The system can realize editing, customizing, previewing, storing, auditing, publishing and clearing of passenger information and various media data, and can monitor the running state of passenger information system equipment. In case of emergency such as fire, emergency information release such as emergency evacuation and disaster relief information display can be provided in linkage with FAS or other systems.

The comprehensive automation system adopts a scheme of interconnection and interface integration with an original broadcasting system (PA), realizes the linkage function with the broadcasting system (PA), and mainly comprises equipment such as broadcasting control equipment, broadcasting control boxes (containing microphones) of various dispatching stations, information source equipment, a state display device, a digital recording device and the like. Because the broadcast system (PA) descending information is mainly text information, the storage requirement is low, the central server equipment is not configured basically, the central level broadcast control function can be realized only through the digital broadcast host, and the voice broadcast service is realized, which comprises the functions of real-time broadcast, prerecorded broadcast, background music broadcast, broadcast monitoring, and monitoring of the working state and the alarm state of the broadcast system equipment. The system can realize fire control broadcasting function in linkage with the FAS system and realize automatic broadcasting linkage of train arrival and departure with the ATS automatic train monitoring system.

The comprehensive automatic system realizes integration of fire automatic alarm systems (FAS), environment and equipment monitoring systems (BAS) and Access Control Systems (ACS) of all sites through a network, central monitoring functions of the fire automatic alarm systems (FAS), the environment and equipment monitoring systems (BAS) and the Access Control Systems (ACS) are completed, central-level equipment is not arranged in the fire automatic alarm systems (FAS) and the environment and equipment monitoring systems (BAS), and the Access Control Systems (ACS) reserve access control authorization servers and are interfaced with the comprehensive automatic system. The comprehensive automatic system monitors fire alarm information and the running state of fire alarm system equipment of all stations, vehicle sections, control centers and power substations. When a fire alarm signal occurs, a floor plan map of the area where the fire is located can be automatically pushed out on the comprehensive dispatching workstation, the fire alarm point is displayed, the audible and visual alarm signal is started, and the information of occurrence, time, place, all operations and the like of the fire alarm and related system equipment faults can be recorded; the comprehensive automatic system can monitor and control the operation of electromechanical equipment such as water supply and drainage, illumination, ventilation and air conditioning, elevators (including stations and vertical elevators and escalator of nearby pedestrian bridges) and the like of the whole-line station and the substation, realize the monitoring of environmental parameters such as temperature, humidity and the like, and has an overrun automatic alarm function; the comprehensive automation system monitors the running state of the entrance guard system equipment including stations, vehicle sections, power substations and the like in the whole line range, and has the functions of entrance guard state monitoring, entrance guard record inquiring, remote door opening control and the like.

The comprehensive automation system adopts an interface mode of interconnection with the original AFC system, receives passenger flow information of the AFC system for realizing operation simulation input and passenger flow information display of the comprehensive automation system, receives equipment state information of the AFC system, and realizes comprehensive operation and maintenance management of system equipment. The AFC system is arranged in a sub-center of the comprehensive automation system and is mainly used for analyzing and processing ticket business data. The running state and fault information of the whole line ticket selling and checking system equipment can be monitored in real time, and statistical information such as real-time incoming and outgoing passenger flow, ticket business and the like of each station of the line can be displayed.

The integrated automation system is interconnected with a clock system interface to obtain a time scale signal and distribute the signal to the system and each controlled system.

Optionally, the system can monitor the operation state, alarm and manage the functions of the sliding door, emergency door, end door and the like of the underground station or other types of platform doors arranged on part of the low-energy rail transit line.

Optionally, customized application functions may be supplemented for certain projects with specific subsystem requirements (e.g., hydrogen energy monitoring, supercapacitor monitoring, etc.).

Specifically, a work station end of the comprehensive automation system is provided with a dispatcher operation work station, the dispatcher operation work station comprises a comprehensive dispatching work station, a total dispatching work station, an electric dispatching work station, a line dispatching work station and a timetable editing work station, wherein the comprehensive dispatching work station can realize all functions of each integrated subsystem center, is mutually standby, and can activate corresponding HMI according to different user authorities. And flexibly setting information displayed on each display according to the authority of the login user. The display output control of the dispatching work station is relatively independent, one display fails, and the other can complete the whole display and control functions. The workstation end of the comprehensive automation system is provided with a maintenance workstation, and the maintenance workstation can check the running state and alarm information of related subsystem equipment governed by the comprehensive operation scheduling management system. The workstation end of the comprehensive automation system is provided with printers, including black-and-white report network printers and color event graphic network printers. The workstation end of the comprehensive automation system is provided with a large screen controller, and the output end of the large screen controller is connected with a dispatching large screen for displaying monitoring and dispatching information of the comprehensive automation system in real time. The HMI of the above-described operation and maintenance workstations should be friendly, easy to operate, and employ chinese graphical interfaces.

The comprehensive automation system can also realize the functions of system management, user management, control authority management, interface management, redundancy management, unified alarm display, processing, event inquiry, unified operation report form, printing management, database and log playback management and the like.

In summary, the comprehensive automation system of the energy-carrying urban rail with fully integrated depth software and hardware performs comprehensive information integration on all subsystems to form a unified information platform, so that information intercommunication and linkage among all the systems are realized, and the linkage mode can be divided into three modes of full automation, semi-automation and manual operation.

Referring to fig. 2, a hierarchical relationship and an interface diagram of the above comprehensive automation system are shown, where a terminal of the system communicates with a server of the system in a workstation side manner, and the server is formed by a series of software modules that complete different functions, and may be specifically implemented in four layers: a presentation layer, a dedicated service layer, a generic service layer and an access adaptation layer. The special service layer and the access layer are the cores of the whole server, and mainly complete control of service rules, data and logic processing and the like. The access layer is composed of configurable data interface units, and the interface modules are developed for adapting to different communication equipment terminals, and each different equipment needs to be configured with a corresponding interface module to realize the matching of communication protocols. The interface module is responsible for communicating with the terminal device using a pre-agreed protocol, converting the data information into a data format acceptable by the server and based on a unified standard, so as to be transmitted to the general service layer and the special service layer for use.

Specifically, the real-time server comprises two types of software, one type is a special service function software module, and the other type is a general service module. The modules exchange information with each other and can directly access the database. The special service function software module can be added or cut according to the actual requirement of the project, and the general service module can provide the functions of system management, authority management, alarm management, configuration management and the like for each special service.

The invention relates to a low-energy-capacity rail transit application scene applicable to a low-energy-capacity rail transit comprehensive automation system, which mainly comprises the following steps: (1) normal linkage scenario: the operation is performed in the morning and evening, the operation is finished in the evening, the train enters a station, the train exits, and the temporary operation is adjusted; (2) disaster mode linkage scenario: train fires, platform fires, terrorist attacks, etc.; (3) blocking mode linkage scenario: blocking a train section, blocking an intersection and the like; (4) failure mode linkage scenario: the contact net loses electricity, the train emergency braking, the ground signal equipment fails, the train rescue and the like.

Referring to fig. 3, the comprehensive automation system can be deployed and implemented according to an engineering interface layer, a general system layer and an engineering configuration layer when engineering implementation is performed. The engineering interface layer determines the hardware interface type (such as serial port or network port) of each professional hardware platform, interface protocol or mode (such as TCP/IP or UDP), message content (message point list, periodic report or message changing mode) of each professional hardware platform interface by designing conference negotiation at the contact stage according to different projects, different signals, PSCADA, CCTV, PIS, PA, BAS and other manufacturers, and develops customized each professional hardware platform interface to adapt to the software and hardware interface platform according to different projects.

The universal system layer comprises: ① Hardware platform: a commercial server, an industrial personal computer, a disk array and network equipment are adopted to construct a communication backbone network; ② Operating system: the server end adopts Li nux non-real-time operating system, and the workstation end adopts Wi ndows operating system; ③ database: a commercial relational database is adopted, and the database redundancy function is realized; ④ drive: the driving of each hardware platform requirement is met; ⑤ Service middleware software: the middleware is mainly responsible for isolating the difference of different operating system versions in terms of partial APIs, and is responsible for process management, processing operating system interface messages, error processing, database interfaces, public data interfaces, program logs, authority management and the like; ⑥ System platform generic application component model: the general application component model (corresponding professional software modules can be added according to the requirements) comprising a signal scheduling software module, a PSCADA software module, a CCTV software module, a PI S software module, a PA software module and the like is responsible for processing related state data, executing related business logic and processing related commands, and is the core of the system; ⑦ The customized application component model may be tailored: the customized application assembly can be supplemented for some projects with special subsystem requirements (such as hydrogen energy monitoring, explosion protection or gas alarm).

Engineering configuration layer: and developing and scheduling a station yard, a line, a station equipment placement position and the like aiming at a line, a station yard, a station equipment layout interface and data (customized data) of a certain line, and configuring various point table data aiming at each station according to different systems.

The low-energy-capacity rail transit comprehensive automation system is designed according to engineering requirements, and is high in universality and integration degree. When different engineering projects are matched, the main adjustment workload is generated in an engineering interface layer and an engineering configuration layer, and only a small amount of technicians who master the engineering configuration method are required to finish the engineering configuration according to standard configuration requirements, so that the repeated development cost for the different projects is greatly reduced.

It will be appreciated by those skilled in the art that the invention can be embodied in many other specific forms without departing from the spirit or scope of the invention, and that, based on the embodiments of the invention, any changes and modifications to the invention as described in the foregoing disclosure will be within the scope of the appended claims.

Claims (10)

1. The utility model provides a low fortune can track traffic synthesizes automatic system which characterized in that: the system comprises a workstation end, a server end and an Ethernet switch connected with the workstation end and the server end, wherein the server end comprises a real-time server, a history server and an interface server, the workstation end comprises a dispatcher operating workstation and a maintenance workstation, the interface server is used for receiving state information and fault alarm information of each subsystem and sending various control instructions, the real-time server is used for completing acquisition and processing of real-time data, the history server is used for storing, recording and managing history data, the dispatcher operating workstation is used for realizing all functions of each integrated subsystem, and the maintenance workstation is used for checking running states and alarm information of each related subsystem device.

2. The low energy rail transit integrated automation system of claim 1, wherein: the real-time server, the interface server and the history server are all connected with a central Ethernet switch through redundant 1000Mbps Ethernet interfaces.

3. The low energy rail transit integrated automation system of claim 2, wherein: the real-time server comprises a special service function software module and a general service module, wherein the special service function software module can be added or subtracted according to actual needs, and the general service module can provide functions of system management, authority management, alarm management, configuration management and the like for each special service.

4. The integrated low energy rail transit automation system of claim 3, wherein: the interface server comprises a plurality of data interface units, the data interface units comprise interface modules, the interface modules are communicated with all subsystems by using agreed protocols, and data information is converted into a data format which is acceptable at the server end and is based on unified standards.

5. The low energy rail transit integrated automation system of claim 4, wherein: the subsystem comprises at least one of a signal automatic monitoring system, an environment and electromechanical equipment monitoring system, a traction power supply dispatching system, a fire disaster automatic alarm system, a video monitoring system, a broadcasting system, a passenger information system, an AFC system and a clock system.

6. The low energy rail transit integrated automation system of claim 5, wherein: the comprehensive automation system can be configured with a real-time server 1 and a real-time server 2 at the same time, wherein the real-time server 1 is deployed as the real-time application of the signal automatic monitoring system and the traction power supply scheduling system, and the real-time server 2 is deployed as the application of other subsystems.

7. The low energy rail transit integrated automation system of claim 1, wherein: the dispatcher operating workstations comprise a comprehensive dispatching workstation, a general dispatching workstation, a line dispatching workstation, an electric dispatching workstation and a timetable editing workstation.

8. The low energy rail transit integrated automation system of claim 1, wherein: the server side adopts a Linux non-real-time operating system, and the workstation side adopts a Windows operating system.

9. The low energy rail transit integrated automation system of claim 1, wherein: the server side also comprises information security equipment, wherein the information security equipment comprises an intrusion protection detection system, a vulnerability scanning system, a log audit system, a security perception system, an operation and maintenance audit system, a whole network behavior management system, a security check system and a firewall.

10. The low energy rail transit integrated automation system of claim 1, wherein: the workstation end also comprises a printer and a large screen controller, wherein the printer comprises a black-and-white printer and a color printer, and the output end of the large screen controller is connected with a dispatching large screen.