WO2020048403A1 - 列车综合调度系统、调度方法和列车信号控制系统 - Google Patents

列车综合调度系统、调度方法和列车信号控制系统 Download PDF

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Publication number
WO2020048403A1
WO2020048403A1 PCT/CN2019/103827 CN2019103827W WO2020048403A1 WO 2020048403 A1 WO2020048403 A1 WO 2020048403A1 CN 2019103827 W CN2019103827 W CN 2019103827W WO 2020048403 A1 WO2020048403 A1 WO 2020048403A1
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Prior art keywords
train
integrated
control
control instruction
dispatching
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English (en)
French (fr)
Inventor
刘伟钊
苏波
薄云览
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BYD Co Ltd
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BYD Co Ltd
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    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Program-control systems
    • G05B19/02—Program-control systems electric
    • G05B19/04—Program control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/042—Program control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
    • G05B19/0423—Input/output
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/70—Details of trackside communication
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B19/00—Program-control systems
    • G05B19/02—Program-control systems electric
    • G05B19/04—Program control other than numerical control, i.e. in sequence controllers or logic controllers
    • G05B19/042—Program control other than numerical control, i.e. in sequence controllers or logic controllers using digital processors
    • H—ELECTRICITY
    • H04—ELECTRIC COMMUNICATION TECHNIQUE
    • H04L—TRANSMISSION OF DIGITAL INFORMATION, e.g. TELEGRAPHIC COMMUNICATION
    • H04L67/00—Network arrangements or protocols for supporting network services or applications
    • H04L67/01—Protocols
    • H04L67/12—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks
    • H04L67/125—Protocols specially adapted for proprietary or special-purpose networking environments, e.g. medical networks, sensor networks, networks in vehicles or remote metering networks involving control of end-device applications over a network
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05B—CONTROL OR REGULATING SYSTEMS IN GENERAL; FUNCTIONAL ELEMENTS OF SUCH SYSTEMS; MONITORING OR TESTING ARRANGEMENTS FOR SUCH SYSTEMS OR ELEMENTS
    • G05B2219/00—Program-control systems
    • G05B2219/20—Pc systems
    • G05B2219/25—Pc structure of the system
    • G05B2219/25257—Microcontroller

Definitions

  • the present application relates to the field of urban traffic management and control, and in particular, to a comprehensive train dispatching system, a dispatching method, and a train signal control system.
  • the traditional train monitoring system is provided with an ATS (Automatic Train Supervision) application server at both the station and the control center.
  • the ATS server at the station is called the station ATS extension, and is usually responsible for train scheduling in the centralized area.
  • Centrally controlled by the central ATS application server, stations, depots, or parking lots are also equipped with ATS workstation equipment.
  • a conventional ATS monitoring system needs to be interfaced with a CI (Computer Interlocking) device, and needs to be interfaced with a ZC (Zone Controller) device.
  • CI Computer Interlocking
  • ZC Zero Controller
  • the traditional train monitoring system has the following defects: 1) High hardware complexity and high cost, such as hardware devices such as ATS station extensions, multiple central ATS client devices, station ATS workstations, and vehicle depot workstations. 2) Because the hardware complexity is relatively high, and one more hardware device will have one more software component, the software complexity is higher, which increases the difficulty and cost of software development, such as ATS station server application software, central application server software, Center ATS client software, station workstation software and other software components, and the interfaces between the components will also increase; 3) The high complexity of hardware and software leads to delays in information interaction between various software and hardware components, and increases the system operation and Maintenance costs.
  • the purpose of this application is to solve at least one of the above-mentioned technical problems.
  • the scheduling system reduces software and hardware costs, reduces system operation and maintenance costs, and improves system real-time performance.
  • the second purpose of this application is to propose a method for train scheduling.
  • a third object of the present application is to propose a train signal control system.
  • the integrated train dispatching system provided by the embodiment of the first aspect of the present application includes: an integrated dispatching non-safety network, an dispatching control terminal, an integrated dispatching server, and a secure gateway.
  • the integrated scheduling non-secure network is configured to provide Ethernet, and establish a connection between the scheduling control terminal and the integrated scheduling server through the Ethernet, and establish an integrated scheduling server and the Ethernet through the Ethernet. Connection between security gateways;
  • the scheduling control terminal is configured to receive control information configured by a user in a corresponding target application according to a preset control requirement, and send the configured control information to the integrated scheduling server;
  • the integrated scheduling server is configured to call a corresponding target business service according to the control information, and generate a corresponding control instruction according to the control information through the target business service, and pass the control instruction through the integrated scheduling non-
  • the safety network sends to the safety gateway;
  • the security gateway is configured to provide an Ethernet interface, establish a connection with the controlled device through the Ethernet interface, and send the control instruction sent by the integrated scheduling server to the controlled device, so that The controlled device performs a corresponding operation according to the control instruction.
  • the integrated train dispatching system in the embodiment of the present application optimizes the system architecture on the premise of ensuring system safety and reliability, making the system hardware thinner, reducing the amount of information interaction between components and the delay of information interaction, and improving The real-time nature of the system reduces the hardware cost of the system, thereby reducing the cost of software development and reducing the system's operating and maintenance costs.
  • a method for performing train scheduling using the integrated train scheduling system described in the embodiment of the first aspect of the present application is provided in the embodiment of the second aspect of the present application, and the method includes:
  • the scheduling control terminal receives control information configured by a user in a corresponding target application according to a preset control requirement, and sends the configured control information to an integrated scheduling server;
  • the integrated scheduling server calls a corresponding target business service according to the control information, and generates a corresponding control instruction according to the control information through the target business service, and sends the control instruction to a security gateway;
  • the security gateway sends the control instruction sent by the integrated scheduling server to a controlled device, so that the controlled device performs a corresponding operation according to the control instruction.
  • train scheduling can be reduced by the integrated train scheduling system of the embodiment of the present application, which can reduce scheduling costs. Since the integrated train scheduling system of the present application optimizes the system on the premise of ensuring system safety and reliability The architecture reduces the amount of information interaction and the delay of information interaction between the various components and improves the real-time performance of the system. Therefore, during the scheduling process, train scheduling efficiency can be improved.
  • the train signal control system provided by the embodiment of the third aspect of the present application includes:
  • a vehicle controller for receiving a train control instruction sent by the train comprehensive dispatching system, and controlling the train accordingly according to the train control instruction;
  • a target controller configured to receive a control instruction sent by the integrated train dispatch system, and monitor a target controlled object according to the control instruction
  • a data communication system is used to establish a communication connection between the train comprehensive dispatching system, the vehicle controller, and the target controller.
  • the train signal control system through the integrated train dispatching system in cooperation with the vehicle controller, the target controller, and the data communication system, realizes the vehicle's online high-efficiency fully automatic unmanned driving, ensuring system safety and reliability.
  • the system architecture is optimized, the system construction and maintenance costs are reduced, the system hardware and equipment are reduced, the system software complexity is reduced, the vehicle is organized to run efficiently online, and the dispatching system is operated concisely and quickly.
  • FIG. 1 is a schematic structural diagram of a conventional train monitoring system
  • FIG. 2 is a schematic structural diagram of a train comprehensive dispatching system according to an embodiment of the present application.
  • FIG. 3 is a schematic structural diagram of a train comprehensive dispatching system according to another embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of a train comprehensive dispatching system according to another embodiment of the present application.
  • FIG. 5 is a flowchart of a train scheduling method according to an embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a train signal control system according to an embodiment of the present application.
  • the traditional train monitoring system is provided with ATS application servers at both the station and the control center.
  • the ATS server at the station is called the station ATS extension. It is usually responsible for train scheduling in the centralized area.
  • the central ATS application server performs unified control and control.
  • the car depot or parking lot is also equipped with ATS workstation equipment.
  • the traditional ATS monitoring system needs to be interfaced with CI equipment, and needs to be interfaced with ZC equipment.
  • traditional train monitoring systems usually have problems such as high hardware complexity, high cost, many software components, delays in information interaction between various software and hardware components, and high system operation and maintenance costs.
  • this application proposes a train comprehensive dispatching system, dispatching method, and train signal control system.
  • a train comprehensive dispatching system, a dispatching method, and a train signal control system according to embodiments of the present application will be described below with reference to the drawings.
  • FIG. 2 is a schematic structural diagram of a train comprehensive dispatching system according to an embodiment of the present application.
  • the train integrated dispatching system 200 may include: a comprehensive dispatching non-safety network 210, a dispatching control terminal 220, an integrated dispatching server 230, and a secure gateway 240.
  • the integrated scheduling non-secure network 210 may be used to provide an Ethernet, and establish a connection between the scheduling control terminal 220 and the integrated scheduling server 230 through the Ethernet, and establish a connection between the integrated scheduling server 230 and the security gateway 240 through the Ethernet. Connection.
  • the integrated dispatching non-safety network 210 may establish an Ethernet network, and connect the dispatching control terminal 220 and the comprehensive dispatching server 230 through the Ethernet, and connect the comprehensive dispatching server 230 and the security gateway 240 through the Ethernet. Make a communication connection.
  • the integrated scheduling non-safety network 210 may adopt a dual Ethernet redundant communication mode. That is, the integrated dispatching non-secure network 210 may use two independent Ethernet channels to establish a communication connection between the dispatch control terminal 220 and the comprehensive dispatch server 230, and a communication connection between the comprehensive dispatch server 230 and the secure gateway 240.
  • the scheduling control terminal 220, the integrated scheduling server 230, and the security gateway 240 can be configured with two completely independent network interfaces (such as redundant configurations including communication media, network controllers, and drive interfaces). In this way, A and B can be configured. Two independent Ethernet channels. Among them, each network interface has its own IP address, which is respectively connected to the physically independent Ethernet A and B networks in the integrated scheduling non-safety network 210. In this way, when one of the networks fails, the comprehensive scheduling non-safety network 210 Messages can still be sent and received using another network, which effectively improves the reliability of system equipment communication.
  • the scheduling control terminal 220 may be configured to receive control information configured by a user in a corresponding target application according to a preset control requirement, and send the configured control information to the integrated scheduling server 230.
  • the dispatch control terminal 220 can provide users with information display and operation interfaces.
  • the dispatch control terminal 220 can be provided with a station HMI (Human Machine Interface) control application software, an operation chart editing application software, and an operation chart display application.
  • Software, scheduling system maintenance application software, playback application software, etc., the user can perform corresponding configuration on various application software in the scheduling control terminal 220 according to requirements.
  • the scheduling control terminal 220 can run the corresponding target application according to preset control requirements, and obtain the control information configured by the user on the target application through the information display and operation interface, and pass the configured control information through comprehensive scheduling.
  • the Ethernet provided by the non-secure network 210 is sent to the integrated scheduling server 230.
  • the dispatch control terminal 220 can start the running map editing application software according to the demand, and receive the user's configuration for the running map adjustment configured on the running map editing application software. Information, and send the information to the integrated scheduling server 230 through the Ethernet provided by the integrated scheduling non-safety network 210.
  • the integrated scheduling server 230 may be configured to call a corresponding target business service according to the configured control information, and generate a corresponding control instruction according to the control information through the target business service, and pass the control instruction through the integrated scheduling non-safety network 210 Send to the secure gateway 240.
  • the integrated dispatch server 230 may have the functions of realizing station indication, station control, operation plan editing, operation plan management, operation plan release, actual operation chart data collection, vehicle automatic adjustment, vehicle tracking, vehicle information display, and vehicle control. , Operation mode management, alarm and event management, report management, playback and recording and other business services, providing functional services for security gateways and central dispatch control terminals, and also serves as the database server of the system.
  • the integrated scheduling server 230 when it receives the information for the adjustment of the running graph sent by the scheduling control terminal 220, it can call the corresponding operation according to the information.
  • Plan edit business service and use this operation plan edit business service to adjust the corresponding operation chart according to the information adjusted for the operation chart, and generate corresponding control instructions according to the adjusted operation chart, such as for the adjusted operation chart.
  • the train dispatch control instruction is sent to the security gateway 240 through the Ethernet provided by the integrated dispatch non-safety network 210.
  • the security gateway 240 may be configured to provide an Ethernet interface, establish a connection with the controlled device 300 through the Ethernet interface, and send the control instruction sent by the integrated scheduling server 230 to the controlled device 300, so that the controlled device 300 performs a corresponding operation according to the control instruction.
  • the security gateway 240 is responsible for performing an Ethernet interface with the safety network where the controlled device 300 is located, so as to isolate the train comprehensive dispatching system from the safety equipment, and simultaneously satisfy the data exchange between the train comprehensive dispatching system and the monitored equipment.
  • the interface between the security gateway 240 and the controlled device 300 may adopt an RSSP (Railway Signal Safety Protocol) protocol. Therefore, the security of data transmission between the train comprehensive dispatching system and the controlled equipment can be ensured.
  • RSSP Rollway Signal Safety Protocol
  • the security gateway and the dispatch control terminal in the integrated train dispatching system may be set to a safety integrity level SIL2 (English: Safety Integration Leve 2)
  • SIL2 Safety Integration Leve 2
  • the integrated scheduling server can be set as a non-security device.
  • the train integrated dispatching system 200 may further include an external system interface unit 250.
  • the external system interface unit 250 may establish a connection with the integrated scheduling server 230 through the Ethernet.
  • the external system interface unit 250 may be configured to provide a connection interface, establish a connection with the external system 400 through the connection interface, and implement data exchange between the integrated scheduling server 230 and the external system 400 through the connection.
  • various types of interfaces can be integrated into the external system interface unit 250, and corresponding interface software can be run according to the interface requirements with the external system, thereby implementing data exchange between the integrated train dispatching system and the external system through these interfaces.
  • the train integrated scheduling system 200 may further include a data storage device 260.
  • the data storage device 260 may be connected to the integrated scheduling server 230.
  • the data storage device 260 may be configured to store database data in the integrated scheduling server 230. That is, the data storage device 260 may store database data generated in the integrated scheduling server 230.
  • the controlled device 300 may include a vehicle controller 310 and a target controller 320.
  • the comprehensive dispatch server 230 can communicate with the vehicle controller 310 through the security gateway 240, and generate a train control instruction according to the control information sent by the dispatch control terminal 220, and send the train control instruction to the vehicle controller 310 to Make the vehicle controller 310 control the vehicle accordingly according to the train control instruction; it can be seen that the train control instructions (such as departure, guided departure, door opening and closing, emergency braking, emergency) between the dispatch control terminal and the vehicle controller (Brake mitigation, remote restart, remote hibernation, remote wakeup, and other commands) are issued in the following path: dispatch control terminal —> comprehensive dispatch server —> security gateway —> vehicle controller.
  • the integrated scheduling server 230 can communicate with the target controller 320 through the security gateway 240, and generate a control instruction for the target controlled object according to the control information sent by the scheduling control terminal 220, and send the control instruction for the target controlled object to The target controller 320, so that the target controller 320 monitors the target controlled object according to the control instruction.
  • the target controlled object may include a platform gate controller and a turnout controller.
  • the integrated scheduling server 230 may generate a platform shielding door control instruction according to the control information sent by the scheduling control terminal 220, and send the platform shielding door control instruction to the target controller 320 to enable the target control
  • the controller 320 monitors the platform screen door through the platform screen door controller according to the platform screen door control instruction; it can be seen that the platform screen door control instruction (such as a remote control switch of the platform screen door) is dispatched between the control terminal and the platform screen door controller.
  • the integrated dispatch server 230 generates a turnout control instruction according to the control information sent by the dispatch control terminal 220, and sends the turnout control instruction to the target controller 320, so that the target controller 320 performs the turnout through the turnout controller according to the turnout control instruction. monitor.
  • the route for issuing turnout control instructions between the dispatch control terminal and the turnout controller is: dispatch control terminal —> comprehensive dispatch server —> security gateway —> Target controller—> Turnout controller.
  • the integrated train dispatching system of the embodiment of the present application can implement functions including line information display, vehicle operation tracking, vehicle operation control, vehicle operation plan and vehicle management, vehicle emergency processing, and interaction information with external systems as required.
  • the internal interface protocol in the integrated train dispatching system uses the HTTP (HyperText Transfer Protocol) protocol, the TCP (Transmission Control Protocol) protocol, and UDP. (User Datagram Protocol), and the internal interface protocol adopts a cyclic redundancy check CRC check method to perform security check on transmission data in the train integrated dispatching system.
  • the internal interface protocol of the integrated train dispatching system can adopt new technology created by OPC UA (the OPC Foundation), which is more secure, reliable, and neutral (irrespective of the supplier).
  • OPC UA the OPC Foundation
  • the Enterprise Resource Planning (ERP) system transmits original data and pre-processed information), or adds a CRC check to the TCP and UDP protocols to ensure the security of secure data interaction.
  • the multiple integrated scheduling servers form a dual-machine redundant device.
  • the number of integrated scheduling servers may be two, and the two integrated scheduling servers may form a dual-machine redundant device.
  • the integrated dispatching server can adopt dual-machine redundant equipment, thereby improving the reliability of the integrated train dispatching system.
  • the comprehensive dispatching server 230 may be further configured to send the control instruction to the controlled equipment.
  • feedback information is returned to the dispatch control terminal 220;
  • the scheduling control terminal 220 may be further configured to, when receiving the feedback information, provide secondary confirmation information for the control instruction, and when receiving the user's confirmation operation for the secondary confirmation information, send the The confirmation operation is sent to the comprehensive scheduling server 230;
  • the integrated scheduling server 230 may be further configured to generate a secondary confirmation instruction according to the confirmation operation, and send the secondary confirmation instruction to the controlled device 300, so that when the controlled device 300 receives the secondary confirmation instruction, A corresponding operation is performed according to the control instruction.
  • the dispatch of the security command between the dispatch control terminal and the controlled device can adopt the method of secondary confirmation, so that the security command can be correctly issued, and at the same time, the operator is reminded to exercise caution.
  • the integrated scheduling server, data storage device, and external system interface unit may be virtual devices on a cloud server, and the corresponding software is deployed in the cloud, and the cloud can be shared through multiple lines.
  • Core services which can reduce system software and hardware costs.
  • the integrated train dispatching system in the embodiment of the present application reduces the interface with the ZC area controller, reduces the interface with the CI interlocking equipment, and increases the interface with the OC target controller. Control of turnouts and station screen doors through OC; compared to traditional train monitoring systems, ATS application servers are installed at stations and control centers, and the integrated train dispatching system of the present application, on the premise of ensuring system safety and reliability, Optimize the system architecture, make the system hardware thin, reduce the amount of information interaction and delay between information interactions, improve the real-time performance of the system, reduce the hardware cost of the system, and thus reduce the cost of software development and reduce The system operation and maintenance costs.
  • an embodiment of the present application further provides a train dispatching method, because the train dispatching method provided by the embodiments of the present application and the integrated train dispatching provided by the foregoing embodiments are provided.
  • the system corresponds to this. Therefore, the foregoing implementation of the integrated train scheduling is also applicable to the train scheduling method provided in this embodiment, which will not be described in detail in this embodiment.
  • FIG. 5 is a flowchart of a train scheduling method according to an embodiment of the present application.
  • the train scheduling method in the embodiment of the present application may use the integrated train scheduling system described in any one of the foregoing embodiments of the present application for train scheduling.
  • the train scheduling method may include:
  • the scheduling control terminal receives control information configured by a user in a corresponding target application according to a preset control requirement, and sends the configured control information to an integrated scheduling server.
  • the integrated scheduling server calls the corresponding target business service according to the control information, and generates the corresponding control instruction according to the control information through the target business service, and sends the control instruction to the security gateway.
  • the security gateway sends the control instruction sent by the integrated scheduling server to the controlled device, so that the controlled device performs a corresponding operation according to the control instruction.
  • train scheduling can be reduced by the integrated train scheduling system of the embodiment of the present application, which can reduce scheduling costs. Since the integrated train scheduling system of the present application optimizes the system on the premise of ensuring system safety and reliability The architecture reduces the amount of information interaction and the delay of information interaction between the various components and improves the real-time performance of the system. Therefore, during the scheduling process, train scheduling efficiency can be improved.
  • the present application also proposes a train signal control system.
  • FIG. 6 is a schematic structural diagram of a train signal control system according to an embodiment of the present application.
  • the train signal control system 600 may include a train comprehensive dispatching system 200, a vehicle controller 310, a target controller 320, and a data communication system 610.
  • the whole vehicle controller 310 is configured to receive a train control instruction sent by the train integrated dispatching system 200 and control the train accordingly according to the train control instruction.
  • the integrated train dispatching system realizes the control of the vehicle by communicating with the vehicle's vehicle controller.
  • the target controller 320 is configured to receive a control instruction sent by the train integrated dispatching system 200, and monitor the target controlled object according to the control instruction.
  • the target controlled object may include a platform gate controller and a turnout controller.
  • the target controller 320 may receive the platform shielding door control instruction sent by the integrated train dispatching system 200, and according to the platform shielding door control instruction, use the platform shielding door controller to the platform shielding door. Performing monitoring, and receiving a turnout control instruction sent by the integrated train dispatch system 200, and monitoring the turnout through the turnout controller according to the turnout control instruction.
  • the data communication system 610 is used to establish a communication connection between the train comprehensive dispatching system 200, the vehicle controller 310, and the target controller 320.
  • the integrated scheduling server, data storage device, and external system interface unit may be virtual devices on a cloud server, and the corresponding software is deployed in the cloud, and the cloud can be shared through multiple lines.
  • Core services and set the vehicle controller, target controller and data communication system to form the Yunba train signal control system.
  • the Yamba train signal control system can be composed of subsystems such as an intelligent vehicle controller, a target controller, a data communication system, and an integrated train dispatch system.
  • This application provides a comprehensive train dispatch system for the Yamba train signal control system.
  • the scheme cooperates with the subsystems of the vehicle controller, target controller, and data communication system to organize the vehicle's online and efficient fully automatic unmanned driving.
  • the train signal control system takes vehicle active control as the core, integrated vehicle control integration technology, vehicle precise positioning technology, vehicle-to-vehicle communication technology, and LTE multi-service integrated bearing and other advanced technologies to ensure driving safety and reliability.
  • vehicle active control as the core
  • vehicle precise positioning technology vehicle-to-vehicle communication technology
  • LTE multi-service integrated bearing and other advanced technologies to ensure driving safety and reliability.
  • optimize the system architecture reduce construction and maintenance costs, reduce railside equipment, reduce operating intervals, and form a more intelligent driving organization method.
  • the train signal control system in the embodiment of the present application through the integrated train dispatching system and the vehicle controller, the target controller, the data communication system and other systems, realizes the on-line and efficient automatic unmanned driving of the vehicle.
  • the system architecture is optimized, the system construction and maintenance costs are reduced, the system hardware and equipment are reduced, the system software complexity is reduced, the online and efficient vehicle operation is organized, and the dispatching system operation is simple and straightforward.
  • first and second are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as “first” and “second” may explicitly or implicitly include at least one of the features. In the description of the present application, the meaning of "a plurality" is at least two, for example, two, three, etc., unless it is specifically and specifically defined otherwise.
  • the terms “installation,” “connected,” “connected,” and “fixed” should be broadly understood unless otherwise specified and limited. For example, they can be fixed connections or removable connections. , Or integrated; it can be mechanical or electrical; it can be directly connected or indirectly connected through an intermediate medium, it can be the internal connection of the two elements or the interaction between the two elements, unless otherwise specified The limit.
  • the specific meanings of the above terms in this application can be understood according to specific situations.

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Abstract

一种列车综合调度系统（200）、调度方法和列车信号控制系统（600），列车综合调度系统（200）包括：综合调度非安全网（210）、调度控制终端（220）、综合调度服务器（230）和安全网关（240），其中，综合调度非安全网（210），用于建立调度控制终端（220）与综合调度服务器（230）之间的连接，并建立综合调度服务器（230）与安全网关（240）之间的连接；调度控制终端（220），用于接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将控制信息发送给综合调度服务器（230）；综合调度服务器（230），用于根据控制信息生成对应的控制指令，并将控制指令通过综合调度非安全网（210）发送给安全网关（240）；安全网关（240），用于建立与被控设备（300）的连接，并将综合调度服务器（230）发送的控制指令发送至被控设备（300），以使被控设备（300）根据控制指令执行相应操作，该列车综合调度系统（200）优化了系统架构，降低了系统建设和维护成本。

Description

列车综合调度系统、调度方法和列车信号控制系统
相关申请的交叉引用
本申请要求于2018年9月3日提交中国专利局、申请号为201811022778.7、发明名称为“列车综合调度系统、调度方法和列车信号控制系统”的中国专利申请的优先权，其全部内容通过引用结合在本申请中。
技术领域
本申请涉及城市交通管理控制领域，尤其涉及一种列车综合调度系统、调度方法和列车信号控制系统。
背景技术
目前，传统的列车监控系统在车站和控制中心均设有ATS(Automatic Train Supervision，自动列车监控系统)应用服务器，车站的ATS服务器称之为车站ATS分机，通常负责本集中区的列车调度，同时被中心ATS应用服务器进行统一管控，车站、车辆段或停车场同时设有ATS工作站设备。例如，如图1所示，传统的ATS监控系统需要与CI(Computer Interlocking，计算机联锁)设备进行接口连接，并需要与ZC(Zone Controller，区域控制器)设备进行接口连接。
但是，传统的列车监控系统存在以下缺陷：1)硬件复杂度高、成本高的问题，比如设有ATS车站分机、多个中心ATS客户端设备、车站ATS工作站、车辆段派班工作站等硬件设备；2)由于硬件复杂度比较高，且多一个硬件设备会多一个软件组件，所以导致软件复杂度较高，增加了软件开发的难度和成本，比如ATS车站服务器应用软件、中心应用服务器软件、中心ATS客户端软件、车站工作站软件等软件组件，且组件之间的接口也会增多；3)硬件和软件的复杂度高导致各个软硬件组件之间信息交互延迟，并增加了系统的运营和维护成本。
发明内容
本申请的目的旨在至少在一定程度上解决上述的技术问题之一。
为此，本申请的第一个目的在于提出一种列车综合调度系统。该调度系统降低了软硬件成本，并降低了系统的运营和维护成本，提高了系统的实时性。
本申请的第二个目的在于提出一种列车调度方法。
本申请的第三个目的在于提出一种列车信号控制系统。
为达到上述目的，本申请第一方面实施例提出的列车综合调度系统，包括：综合调度非安全网、调度控制终端、综合调度服务器和安全网关，其中，
所述综合调度非安全网，用于提供以太网，并通过所述以太网建立所述调度控制终端与所述综合调度服务器之间的连接，并通过所述以太网建立综合调度服务器与所述安全网关之间的连接；
所述调度控制终端，用于接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将所述配置的控制信息发送给所述综合调度服务器；
所述综合调度服务器，用于根据所述控制信息调用对应的目标业务服务，并通过所述目标业务服务根据所述控制信息生成对应的控制指令，并将所述控制指令通过所述综合调度非安全网发送给所述安全网关；
所述安全网关，用于提供以太网接口，并通过所述以太网接口建立与被控设备的连接，并将所述综合调度服务器发送的所述控制指令发送至所述被控设备，以使所述被控设备根据所述控制指令执行相应操作。
本申请实施例的列车综合调度系统，在保证系统安全和可靠性的前提下，优化了系统构架，使得系统硬件得到瘦身，减少了各个组件之间信息的交互量和信息交互的延迟，提高了系统的实时性，降低了系统的硬件成本，从而降低了软件的开发成本，降低了系统的运营和维护成本。
为达到上述目的，本申请第二方面实施例提出的使用本申请第一方面实施例所述的列车综合调度系统进行列车调度的方法，所述方法包括：
调度控制终端接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将所述配置的控制信息发送给综合调度服务器；
所述综合调度服务器根据所述控制信息调用对应的目标业务服务，并通过所述目标业务服务根据所述控制信息生成对应的控制指令，并将所述控制指令发送给安全网关；
所述安全网关将所述综合调度服务器发送的所述控制指令发送至被控设备，以使所述被控设备根据所述控制指令执行相应操作。
本申请实施例的列车调度方法，通过本申请实施例的列车综合调度系统进行列车调度，可以降低调度成本，由于本申请的列车综合调度系统在保证系统安全和可靠性的前提下，优化了系统构架，减少了各个组件之间信息的交互量和信息交互的延迟，提高了系统的实时性，所以，在调度过程中，可以提高列车调度效率。
为达到上述目的，本申请第三方面实施例提出的列车信号控制系统，包括：
本申请第一方面实施例所述的列车综合调度系统；
整车控制器，用于接收所述列车综合调度系统发送的列车控制指令，并根据所述列车控制指令对列车进行相应控制；
目标控制器，用于接收所述列车综合调度系统发送的控制指令，并根据所述控制指令对目标被控对象进行监控；
数据通信系统，用于建立所述列车综合调度系统、所述整车控制器、所述目标控制器之间的通信连接。
本申请实施例的列车信号控制系统，通过列车综合调度系统配合整车控制器、目标控制器、数据通信系统等系统，实现了车辆在线高效的全自动无人驾驶，在保证系统安全和可靠性的前提下，优化了系统架构，降低了系统建设和维护成本，减少了系统硬件设备，降低了系统软件的复杂度，组织车辆在线高效运行，并使得调度系统运行简捷明快。
本申请附加的方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请上述的和/或附加的方面和优点从下面结合附图对实施例的描述中将变得明显和容易理解，其中，
图1是传统的列车监控系统的结构示意图；
图2是根据本申请一个实施例的列车综合调度系统的结构示意图；
图3是根据本申请另一个实施例的列车综合调度系统的结构示意图；
图4是根据本申请又一个实施例的列车综合调度系统的结构示意图；
图5是根据本申请一个实施例的列车调度方法的流程图；
图6是根据本申请一个实施例的列车信号控制系统的结构示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，旨在用于解释本申请，而不能理解为对本申请的限制。
目前，传统的列车监控系统在车站和控制中心均设有ATS应用服务器，车站的ATS服务器称之为车站ATS分机，通常负责本集中区的列车调度，同时被中心ATS应用服务器进行统一管控，车站、车辆段或停车场同时设有ATS工作站设备。例如，如图1所示，传统的ATS监控系统需要与CI设备进行接口连接，并需要与ZC设备进行接口连接。但是，传统的列车监控系统通常会存在硬件复杂度高、成本高，软件组件多，各个软硬件组件之间信息交互延 迟，以及系统的运营和维护成本高等问题。
为此，为了解决传统的列车监控系统所存在的技术问题，本申请提出了一种列车综合调度系统、调度方法和列车信号控制系统。具体地，下面参考附图描述根据本申请实施例的列车综合调度系统、调度方法和列车信号控制系统。
图2是根据本申请一个实施例的列车综合调度系统的结构示意图。如图2所示，该列车综合调度系统200可以包括：综合调度非安全网210、调度控制终端220、综合调度服务器230和安全网关240。
具体地，综合调度非安全网210可用于提供以太网，并通过该以太网建立调度控制终端220与综合调度服务器230之间的连接，并通过该以太网建立综合调度服务器230与安全网关240之间的连接。
也就是说，综合调度非安全网210可建立一个以太网网络，并通过该以太网将调度控制终端220与综合调度服务器230进行通信连接，并通过该以太网将综合调度服务器230与安全网关240进行通信连接。
作为一种示例，综合调度非安全网210可采用双以太网冗余通信方式。也就是说，综合调度非安全网210可采用两个独立以太网通道，建立调度控制终端220与综合调度服务器230之间的通信连接，以及综合调度服务器230与安全网关240之间的通信连接。例如，调度控制终端220、综合调度服务器230和安全网关240可配置两个完全独立的网络接口(如包括通讯介质、网络控制器、驱动接口等均冗余配置)，这样，可构成A、B两个独立以太网通道。其中，每个网络接口拥有各自的IP地址，分别与综合调度非安全网210中物理上独立的以太网A网和B网相连，这样，当其中一个网络出现故障时，综合调度非安全网210仍可以利用另一个网络进行报文收发，有效提高了系统设备通信的可靠性。
调度控制终端220可用于接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将该配置的控制信息发送给综合调度服务器230。例如，调度控制终端220可为用户提供信息显示和操作界面，调度控制终端220中可设置有站场HMI(Human Machine Interface，人机界面)控制应用软件、运行图编辑应用软件、运行图显示应用软件、调度系统维护应用软件、回放应用软件等，用户可根据需求在调度控制终端220中的各种应用软件上进行相应的配置。也就是说，调度控制终端220可根据预设的控制需求运行对应的目标应用，并通过所述信息显示和操作界面获取用户在目标应用上配置的控制信息，并将配置的控制信息通过综合调度非安全网210提供的以太网发送给综合调度服务器230。
举例而言，以用户根据需求对列车的运行图进行调整为例，调度控制终端220可根据该需求启动运行图编辑应用软件，并接收用户在运行图编辑应用软件上配置的针对运行图调整的信息，并将该信息通过综合调度非安全网210提供的以太网发送给综合调度服务器230。
综合调度服务器230可用于根据所述配置的控制信息调用对应的目标业务服务，并通过该目标业务服务根据所述控制信息生成对应的控制指令，并将所述控制指令通过综合调度非安全网210发送给安全网关240。可选地，综合调度服务器230可具有实现站场表示、站场控制、运行计划编辑、运行计划管理、运行计划发布、实际运行图数据采集、车辆自动调整、车辆追踪、车辆信息显示、车辆控制、运行模式管理、报警与事件管理、报表管理、回放与记录等业务服务，为安全网关和中心调度控制终端提供功能服务，同时兼作系统的数据库服务器使用。
例如，以所述配置的控制信息为针对运行图调整的信息为例，综合调度服务器230在接收到调度控制终端220发送的所述针对运行图调整的信息时，可根据该信息调用对应的运行计划编辑业务服务，并通过该运行计划编辑业务服务根据所述针对运行图调整的信息进行相应的运行图调整，并根据调整后的运行图生成对应的控制指令，如针对调整后的运行图的列车调度控制指令，并将该控制指令通过综合调度非安全网210提供的以太网发送给安全网关240。
安全网关240可用于提供以太网接口，并通过所述以太网接口建立与被控设备300的连接，并将综合调度服务器230发送的所述控制指令发送至被控设备300，以使被控设备300根据所述控制指令执行相应操作。也就是说，安全网关240负责与被控设备300所在的安全网进行以太网接口，实现列车综合调度系统与安全设备隔离，同时满足列车综合调度系统与被监控设备的数据交换。
作为一种示例，安全网关240与被控设备300之间的接口可采用RSSP(Railway Signal Safety Protocol，铁路安全通信协议)协议。由此，可以确保列车综合调度系统与被控设备之间数据传输的安全性。
为了提高列车综合调度系统的安全性，可选地，在本申请的一个实施例中，列车综合调度系统中的安全网关、调度控制终端可设置为安全完整性等级SIL2(英文为：Safety Integrity Leve 2)的安全设备，综合调度服务器可设置为非安全设备。
为了能够保证列车综合调度系统可以与外部系统进行数据交互，可选地，在本申请的一个实施例中，如图3所示，该列车综合调度系统200还可包括：外部系统接口单元250。其中，外部系统接口单元250可通过所述以太网建立与综合调度服务器230的连接。外部系统接口单元250可用于提供连接接口，并通过所述连接接口建立与外部系统400之间的连接，并通过所述连接实现综合调度服务器230与外部系统400的数据交换。
可选地，外部系统接口单元250中可集成各种类型的接口，可以根据与外部系统的接口需求运行相应的接口软件，从而通过这些接口实现列车综合调度系统与外部系统的数据交换。
为了能够满足数据存储，减轻综合调度服务器的数据存储压力，可选地，在本申请的一个实施例中，如图4所示，该列车综合调度系统200还可包括：数据存储设备260。其中，数据存储设备260可与综合调度服务器230连接。数据存储设备260可用于对综合调度服务器230中的数据库数据进行存储。也就是说，数据存储设备260可存储综合调度服务器230中产生的数据库数据。
需要说明的是，被控设备所包含的设备的不同，则列车综合调度系统所实现的功能也会不同。举例而言，如图4所示，被控设备300可包括整车控制器310和目标控制器320。其中，综合调度服务器230可通过安全网关240与整车控制器310进行通信，并根据调度控制终端220发送的控制信息生成列车控制指令，并将该列车控制指令发送至整车控制器310，以使整车控制器310根据所述列车控制指令对车辆进行相应控制；可以看出，调度控制终端与整车控制器之间列车控制指令(比如发车、引导发车、开关车门、紧急制动、紧急制动缓解、远程重启、远程休眠、远程唤醒等命令)的下发路径为：调度控制终端—>综合调度服务器—>安全网关—>整车控制器。
综合调度服务器230可通过安全网关240与目标控制器320进行通信，并根据调度控制终端220发送的控制信息生成针对目标被控对象的控制指令，并将该针对目标被控对象的控制指令发送到目标控制器320，以使目标控制器320根据该控制指令对所述目标被控对象进行监控。
作为一种示例，目标被控对象可包括站台屏蔽门控制器和道岔控制器。其中，在本申请的实施例中，综合调度服务器230可根据调度控制终端220发送的控制信息生成站台屏蔽门控制指令，并将该站台屏蔽门控制指令发送至目标控制器320，以使目标控制器320根据所述站台屏蔽门控制指令通过站台屏蔽门控制器对站台屏蔽门进行监控；可以看出，调度控制终端与站台屏蔽门控制器之间站台屏蔽门控制指令(比如遥控开关站台屏蔽门等命令)的下发路径为：调度控制终端—>综合调度服务器—>安全网关—>目标控制器—>站台屏蔽门控制器。
综合调度服务器230根据调度控制终端220发送的控制信息生成道岔控制指令，并将该道岔控制指令发送至目标控制器320，以使目标控制器320根据所述道岔控制指令通过道岔控制器对道岔进行监控。可以看出，调度控制终端与道岔控制器之间道岔控制指令(比如道岔定操、道岔反操、强扳道岔等命令)的下发路径为：调度控制终端—>综合调度服务器—>安全网关—>目标控制器—>道岔控制器。
由此，本申请实施例的列车综合调度系统可以根据需要实现包括线路信息显示、车辆运行追踪、车辆运行控制、车辆运行计划及车辆管理、车辆应急处理、与外部系统交互信息等功能。
需要说明的是，在本申请的一个实施例中，列车综合调度系统中的内部接口协议采用HTTP(HyperText Transfer Protocol，超文本传输协议)协议、TCP(Transmission Control Protocol，传输控制协议)协议和UDP(User Datagram Protocol，用户数据报协议)协议中的任意一种，且所述内部接口协议采用循环冗余校验CRC校验方式以对所述列车综合调度系统中的传输数据进行安全校验。例如，列车综合调度系统的内部接口协议可采用通过OPC UA(是OPC基金会(OPC Foundation)创建的新技术，更加安全、可靠、中性(与供应商无关)，为制造现场到生产计划或企业资源计划(英文简称ERP)系统传输原始数据和预处理信息)认证的基础协议或者在TCP、UDP协议基础上添加CRC校验来保证安全数据交互的安全性。
可选地，在本申请的一个实施例中，综合调度服务器为多个，多个所述综合调度服务器形成双机冗余设备。例如，综合调度服务器的个数可为两个，该两个综合调度服务器可形成双机冗余设备。也就是说，综合调度服务器可采用双机冗余设备，从而提高了列车综合调度系统的可靠性。
为了保证列车综合调度系统与被控设备之间安全命令的正确下发，可选地，在本申请的一个实施例中，综合调度服务器230还可用于在将所述控制指令发送至被控设备300时，向调度控制终端220返回反馈信息；
调度控制终端220还可用于在接收到所述反馈信息时，提供针对所述控制指令的二次确认信息，并在接收到所述用户针对所述二次确认信息的确认操作时，将所述确认操作发送至综合调度服务器230；
综合调度服务器230还可用于根据所述确认操作生成二次确认指令，并将所述二次确认指令发送给被控设备300，以使被控设备300在接收到所述二次确认指令时，根据所述控制指令执行相应操作。
也就是说，调度控制终端与被控设备之间的安全命令的下发可采用二次确认的方式，从而可以保证安全命令的正确下发，并同时提醒操作人员谨慎操作。
需要说明的是，在本申请的一个实施例中，综合调度服务器、数据存储设备、外部系统接口单元可以是云服务器上的虚拟设备，相应的软件部署在云端，并通过多条线路可以共享云端核心服务，从而可以降低系统软硬件成本。
综上所述，本申请实施例的列车综合调度系统，与传统ATS系统相比减少了与ZC区域控制器接口，减少了与CI联锁设备的接口，增加了与OC目标控制器的接口，通过OC实现对道岔和车站屏蔽门的控制；相对于传统的列车监控系统在车站和控制中心都设有ATS应用服务器，而本申请的列车综合调度系统在保证系统安全和可靠性的前提下，优化了系统构架，使得系统硬件得到瘦身，减少了各个组件之间信息的交互量和信息交互的延迟，提高了系统 的实时性，降低了系统的硬件成本，从而降低了软件的开发成本，降低了系统的运营和维护成本。
与上述几种实施例提供列车综合调度系统相对应，本申请的一种实施例还提供一种列车调度方法，由于本申请实施例提供的列车调度方法与上述几种实施例提供的列车综合调度系统相对应，因此在前述列车综合调度的实施方式也适用于本实施例提供的列车调度方法，在本实施例中不再详细描述。图5是根据本申请一个实施例的列车调度方法的流程图。
需要说明的是，本申请实施例的列车调度方法可使用本申请上述任一个实施例所述的列车综合调度系统进行列车调度。具体地，如图5所示，该列车调度方法可以包括：
S510，调度控制终端接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将配置的控制信息发送给综合调度服务器。
S520，综合调度服务器根据控制信息调用对应的目标业务服务，并通过目标业务服务根据控制信息生成对应的控制指令，并将控制指令发送给安全网关。
S530，安全网关将综合调度服务器发送的控制指令发送至被控设备，以使被控设备根据控制指令执行相应操作。
本申请实施例的列车调度方法，通过本申请实施例的列车综合调度系统进行列车调度，可以降低调度成本，由于本申请的列车综合调度系统在保证系统安全和可靠性的前提下，优化了系统构架，减少了各个组件之间信息的交互量和信息交互的延迟，提高了系统的实时性，所以，在调度过程中，可以提高列车调度效率。
本申请还提出了一种列车信号控制系统。
图6是根据本申请一个实施例的列车信号控制系统的结构示意图。如图6所示，该列车信号控制系统600可以包括：列车综合调度系统200、整车控制器310、目标控制器320和数据通信系统610。
具体地，列车综合调度系统200的功能描述可参见上述图2至图4所示的列车综合调度系统的具体功能描述，在此不再赘述。
整车控制器310用于接收列车综合调度系统200发送的列车控制指令，并根据列车控制指令对列车进行相应控制。也就是说，列车综合调度系统通过与车辆的整车控制器的通信，实现了对车辆的控制。
目标控制器320用于接收列车综合调度系统200发送的控制指令，并根据控制指令对目标被控对象进行监控。作为一种示例，目标被控对象可包括站台屏蔽门控制器和道岔控制器。其中，在本申请的实施例中，目标控制器320可接收列车综合调度系统200发送的站台屏蔽门控制指令，并根据所述站台屏蔽门控制指令通过所述站台屏蔽门控制器对站台屏蔽门进行监控，以及接收列车综合调度系统200发送的道岔控制指令，并根据所述道岔控制指令通过 所述道岔控制器对道岔进行监控。
数据通信系统610用于建立列车综合调度系统200、整车控制器310、目标控制器320之间的通信连接。
需要说明的是，在本申请的一个实施例中，综合调度服务器、数据存储设备、外部系统接口单元可以是云服务器上的虚拟设备，相应的软件部署在云端，并通过多条线路可以共享云端核心服务，并设置整车控制器、目标控制器和数据通信系统，以形成云巴列车信号控制系统。
也就是说，云巴列车信号控制系统可由智能整车控制器、目标控制器、数据通信系统、列车综合调度系统等子系统组成，本申请为云巴列车信号控制系统提供一种列车综合调度系统方案，配合整车控制器、目标控制器、数据通信系统等子系统组织车辆在线高效的全自动无人驾驶。
由此可见，列车信号控制系统以车辆主动控制为核心，综合整车控制一体化技术，车辆精准定位技术，车车通信技术，LTE多业务综合承载等多种先进技术，在保证行车安全和可靠性的前提下，优化系统架构，降低建设和维护成本，减少轨旁设备，缩小运行间隔，形成更加智能化的行车组织方式。
综上所述，本申请实施例的列车信号控制系统，通过列车综合调度系统配合整车控制器、目标控制器、数据通信系统等系统，实现了车辆在线高效的全自动无人驾驶，在保证系统安全和可靠性的前提下，优化了系统架构，降低了系统建设和维护成本，减少了系统硬件设备，降低了系统软件的复杂度，组织车辆在线高效运行，并使得调度系统运行简捷明快。
在本申请的描述中，需要理解的是，术语“第一”、“第二”仅用于描述目的，而不能理解为指示或暗示相对重要性或者隐含指明所指示的技术特征的数量。由此，限定有“第一”、“第二”的特征可以明示或者隐含地包括至少一个该特征。在本申请的描述中，“多个”的含义是至少两个，例如两个，三个等，除非另有明确具体的限定。
在本申请中，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”、“固定”等术语应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或成一体；可以是机械连接，也可以是电连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通或两个元件的相互作用关系，除非另有明确的限定。对于本领域的普通技术人员而言，可以根据具体情况理解上述术语在本申请中的具体含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合该实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不必须针对的是相同的实施例或示例。而且，描述的具体特征、结构、材料或者特点可以在任一个或 多个实施例或示例中以合适的方式结合。此外，在不相互矛盾的情况下，本领域的技术人员可以将本说明书中描述的不同实施例或示例以及不同实施例或示例的特征进行结合和组合。
尽管上面已经示出和描述了本申请的实施例，可以理解的是，上述实施例是示例性的，不能理解为对本申请的限制，本领域的普通技术人员在本申请的范围内可以对上述实施例进行变化、修改、替换和变型。

Claims (13)

  1. 一种列车综合调度系统，其特征在于，包括：综合调度非安全网、调度控制终端、综合调度服务器和安全网关，其中，
    所述综合调度非安全网，用于提供以太网，并通过所述以太网建立所述调度控制终端与所述综合调度服务器之间的连接，并通过所述以太网建立综合调度服务器与所述安全网关之间的连接；
    所述调度控制终端，用于接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将所述配置的控制信息发送给所述综合调度服务器；
    所述综合调度服务器，用于根据所述控制信息调用对应的目标业务服务，并通过所述目标业务服务根据所述控制信息生成对应的控制指令，并将所述控制指令通过所述综合调度非安全网发送给所述安全网关；
    所述安全网关，用于提供以太网接口，并通过所述以太网接口建立与被控设备的连接，并将所述综合调度服务器发送的所述控制指令发送至所述被控设备，以使所述被控设备根据所述控制指令执行相应操作。
  2. 如权利要求1所述的列车综合调度系统，其特征在于，还包括：外部系统接口单元，其中，
    所述外部系统接口单元通过所述以太网建立与所述综合调度服务器的连接，所述外部系统接口单元用于提供连接接口，并通过所述连接接口建立与外部系统之间的连接，并通过所述连接实现所述综合调度服务器与所述外部系统的数据交换。
  3. 如权利要求1或2所述的列车综合调度系统，其特征在于，还包括：
    与所述综合调度服务器连接的数据存储设备，用于对所述综合调度服务器中的数据库数据进行存储。
  4. 如权利要求1所述的列车综合调度系统，其特征在于，所述综合调度非安全网采用双以太网冗余通信方式。
  5. 如权利要求1所述的列车综合调度系统，其特征在于，所述安全网关与所述被控设备之间的接口采用铁路安全通信协议RSSP协议。
  6. 如权利要求1所述的列车综合调度系统，其特征在于，所述被控设备包括整车控制器和目标控制器，其中，
    所述综合调度服务器通过所述安全网关与所述整车控制器进行通信，并根据所述调度控制终端发送的控制信息生成列车控制指令，并发送至所述整车控制器，以使所述整车控制器根据所述列车控制指令对车辆进行相应控制；
    所述综合调度服务器通过所述安全网关与所述目标控制器进行通信，并根据所述调度控制终端发送的控制信息生成针对目标被控对象的控制指令，并发送至所述目标控制器，以使所述目标控制器根据所述控制指令对所述目标被控对象进行监控。
  7. 如权利要求6所述的列车综合调度系统，其特征在于，所述目标被控对象包括站台屏蔽门控制器和道岔控制器；其中，
    所述综合调度服务器根据所述调度控制终端发送的控制信息生成站台屏蔽门控制指令，并发送至所述目标控制器，以使所述目标控制器根据所述站台屏蔽门控制指令通过站台屏蔽门控制器对站台屏蔽门进行监控；
    所述综合调度服务器根据所述调度控制终端发送的控制信息生成道岔控制指令，并发送至所述目标控制器，以使所述目标控制器根据所述道岔控制指令通过道岔控制器对道岔进行监控。
  8. 如权利要求1所述的列车综合调度系统，其特征在于，列车综合调度系统中的内部接口协议采用HTTP协议、TCP协议和UDP协议中的任意一种，且所述内部接口协议采用循环冗余校验CRC校验方式以对所述列车综合调度系统中的传输数据进行安全校验。
  9. 如权利要求1所述的列车综合调度系统，其特征在于，所述综合调度服务器为多个，多个所述综合调度服务器形成双机冗余设备。
  10. 如权利要求1至9中任一项所述的列车综合调度系统，其特征在于，
    所述综合调度服务器，还用于在将所述控制指令发送至所述被控设备时，向所述调度控制终端返回反馈信息；
    所述调度控制终端，还用于在接收到所述反馈信息时，提供针对所述控制指令的二次确认信息，并在接收到所述用户针对所述二次确认信息的确认操作时，将所述确认操作发送至所述综合调度服务器；
    所述综合调度服务器，还用于根据所述确认操作生成二次确认指令，并将所述二次确认指令发送给所述被控设备，以使所述被控设备在接收到所述二次确认指令时，根据所述控制指令执行相应操作。
  11. 一种使用如权利要求1至10中任一项所述的列车综合调度系统进行列车调度的方法，其特征在于，包括：
    调度控制终端接收用户根据预设的控制需求在对应的目标应用中配置的控制信息，并将所述配置的控制信息发送给综合调度服务器；
    所述综合调度服务器根据所述控制信息调用对应的目标业务服务，并通过所述目标业务服务根据所述控制信息生成对应的控制指令，并将所述控制指令发送给安全网关；
    所述安全网关将所述综合调度服务器发送的所述控制指令发送至被控设备，以使所述被 控设备根据所述控制指令执行相应操作。
  12. 一种列车信号控制系统，其特征在于，包括：
    如权利要求1至10中任一项所述的列车综合调度系统；
    整车控制器，用于接收所述列车综合调度系统发送的列车控制指令，并根据所述列车控制指令对列车进行相应控制；
    目标控制器，用于接收所述列车综合调度系统发送的控制指令，并根据所述控制指令对目标被控对象进行监控；
    数据通信系统，用于建立所述列车综合调度系统、所述整车控制器、所述目标控制器之间的通信连接。
  13. 如权利要求12所述的列车信号控制系统，其特征在于，目标被控对象包括站台屏蔽门控制器和道岔控制器；其中，
    所述目标控制器接收所述列车综合调度系统发送的站台屏蔽门控制指令，并根据所述站台屏蔽门控制指令通过所述站台屏蔽门控制器对站台屏蔽门进行监控，以及接收所述列车综合调度系统发送的道岔控制指令，并根据所述道岔控制指令通过所述道岔控制器对道岔进行监控。
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CN117424898A (zh) * 2023-09-27 2024-01-19 北京城建智控科技股份有限公司 基于云平台的地铁车辆段管控一体化系统
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