CN115257879A - A cloud-based fully automatic operation signal system for urban rail transit based on 5G technology - Google Patents

Abstract

The invention relates to a 5G technology-based urban rail transit cloud full-automatic operation signal system, and belongs to the field of rail transit. The invention replaces the embedded special equipment by the station cloud server; the central ATS and the station ATS are both operated in the cloud server; the system functions are redistributed, the ZC and the CI functions in the existing FAO signal system are combined to form a ZCI subsystem, the speed limit of the vehicle operation is calculated, and the speed limit monitoring function is transferred from the vehicle-mounted equipment to the ground ZCI; a DCS subsystem of an urban rail transit full-automatic operation signal system based on 5G is adopted; a VC subsystem is designed, and vehicle-mounted action execution and state acquisition are realized; under the condition of emergency braking of the vehicle, the scheme of directly generating a speed limit of 25km/h through a ground subsystem and directly commanding VC to operate realizes emergency rescue under the condition of failure. The device has higher concentration ratio; the time delay of vehicle-ground communication is greatly reduced, and the control is more reliable; the response capability of the fault is greatly improved.

Description

A 5G technology-based urban rail transit cloud-based automatic operation signal system

technical field

The invention belongs to the field of rail transit, and in particular relates to a 5G technology-based cloud-based fully automatic operation signal system for urban rail transit.

Background technique

The signaling system is the control system for the operation of urban rail transit lines. The traditional signal system mainly consists of ATP (Automatic Train Protection) system, ATO (Automatic Train Operation) system, CI (Computer Interlocking) system, ATS (Automatic Train Monitoring) system, DCS (Data Transmission) subsystem and MSS (Maintenance Support ) Subsystem composition, the structure diagram is shown in Fig. 1.

in:

The ATP subsystem includes on-board ATP and trackside ATP (ie ZC). Its main functions include detecting the position of the train, controlling the interval between trains, preventing trains from overspeeding, monitoring train doors and safety doors, monitoring automatic return, transmitting safe operation control information, alarming and safety control. Automatic control, self-test and self-diagnosis functions.

The main functions of ATO are to achieve traction, cruise, coasting and braking control under the safety protection of ATP, time-division control of interval operation, door opening and closing supervision control, fixed-point parking control, automatic conversion of on-board equipment, and information exchange with ATS and ATP.

The main functions of ATS include automatic identification and tracking of trains, automatic and manual adjustment of operation, control functions, timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, and information exchange with other systems.

The main functions of CI include access interlock control, ensuring the correct interlock relationship, automatically arranging access, flank protection, establishing protection access, single operation and single lock of turnout, providing information to ATP/ATS, and perfect self-diagnosis.

The main function of DCS is to interconnect the ATS subsystem, interlock subsystem, ZC subsystem, ATP subsystem and other subsystems in the CBTC system such as the ATE simulation subsystem through dedicated interfaces, so as to realize transparent data transmission between subsystems .

The main functions of MSS are the collection, processing, local display and remote centralized monitoring of information such as equipment status of each subsystem, communication interface status, operation log, fault alarm, interactive data, etc., provide equipment sub-health warning, and help maintenance personnel to repair faulty equipment. Analyze, locate, and guide maintenance operation management.

Through the control of the signal system, the urban rail transit lines can operate normally. However, in the process of using the traditional signal system, a lot of operators are required to intervene, and the degree of automation of the equipment is not high. For example, after the ATO subsystem drives the train into the station and stops, it cannot start automatically. After the driver presses the start button, ATO can drive the train out of the station; Before the operation on the second day, it needs to be powered on again manually; after the emergency braking of the train, the driver needs to confirm on the train before the emergency braking can be released, and the vehicle can be re-driven to establish the positioning, and then the ATO subsystem can be used to automatically drive the vehicle. Due to the above solutions with a low degree of automation, a large amount of manpower is required in the actual operation, which brings huge labor costs to the subway operating company. Therefore, there is an urgent need to improve the traditional signal system and improve the automation level of urban rail transit operation, resulting in the fully automatic operation (FAO, Fully Automatic Operation) system.

According to the definition of the International Association of Public Transport (UITP), five levels are defined in terms of the degree of automated operation of rail transit lines, ranging from GOA0 to GOA4 from low to high.

GOA0: visual driving mode.

GOA1: The driver manually controls the train operation, the driver controls the start and stop of the train, the operation of the doors, and the handling of emergencies or sudden route changes. And in this mode, there is an automatic train protection ATP device.

GOA2: semi-automatic train operation (STO). Semi-automatic train operation, start-stop and section operation are all automatically controlled, some of which require the driver to confirm the start of the train, the door switch can be realized manually or automatically, and manual intervention is required in emergencies. This method configures all ATO.

GOA3: driverless train operation (DTO). The train runs automatically without a driver. But the flight attendant is required to intervene in the door switch, or even to deal with emergency situations.

GOA4: unattended train operation (UTO). All operational scenarios and emergency processing scenarios are fully automated without manual intervention.

Fully automatic operation (FAO) system corresponds to GOA4 level.

The existing FAO system is improved on the basis of the traditional signal system, and its system structure is shown in Figure 2.

The inside of the dotted box is the FAO system. It can be seen that the structure is basically similar to the traditional signal system, with the addition of AAM (automatic wake-up) equipment, ZC and vehicle ATP are collectively referred to as the ATP subsystem.

ATS subsystem function and hardware equipment:

The main functions of ATS include automatic identification and tracking of trains, automatic and manual adjustment of operation, control functions, timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, and fully automatic operation of vehicle information Management, alarm, vehicle maintenance management, passenger clearing management, car washing machine management, passenger scheduling management, remote manual wake-up/sleep train function, remote manual on/off train compartment lighting function, remote manual application/release of train parking brake Function, the function of remote manual control of train collector/pantograph lifting, the function of remote manual opening/closing of doors and platform doors, the function of remote manual bypass train failure, the function of remote manual reset of train equipment, the function of remote manual setting of trains The function of air conditioning or electric heating parameters, etc., the function of remote manual exit/confirmation to enter the train evacuation mode, and the remote train entry creep mode authorization function.

The ATS subsystem runs on a general-purpose server, and the hardware structure is shown in Figure 3.

Among them, the main equipment of ATS is based on server groups, workstations and switches, and the number of single equipment is large.

Vehicle ATP subsystem function and hardware equipment:

As the core control subsystem of the FAO system, the on-board ATP subsystem is responsible for ensuring the safety of train operation. In addition to providing traditional safety protection functions such as train interval protection, overspeed protection, vehicle door supervision, and platform door activation protection, it also provides automatic sleep in the entire line. Wake up, automatic warehouse entry and exit, automatic car washing, automatic emergency linkage processing and other functions.

The vehicle-mounted ATP of each manufacturer uses embedded hardware, and the more general structure is shown in Figure 4.

Generally include the main control board, communication board, input board, output board, power board, recording board.

ATO subsystem function and hardware equipment:

The ATO subsystem under the FAO system completes the automatic speed regulation of the train under the ATP safety protection, including the traction, cruising, coasting, braking and parking control, and the control function of the door switch, realizing the main line, the return line and the entry and exit section (field) The automatic control of line operation realizes the adjustment and control of interval operation time, train sleep wake-up, fully automatic car washing, alignment isolation, passenger cleaning, vehicle fire emergency, creep mode, etc. The ATO system selects the best operating conditions according to the operating curve set by the system and the instructions of the ATS system to ensure that the train runs according to the operating diagram, and realize automatic adjustment of train operation and energy-saving control.

The hardware of the ATO subsystem is generally adopted as two mutually redundant boards, which are inserted into the cabinet of the vehicle-mounted ATP. The ATO of some manufacturers is a separate chassis.

ZC (ground ATP) subsystem function and hardware equipment:

The functions of the ZC subsystem under the FAO system and the vehicle-mounted ATP subsystem complement each other and operate 24 hours a day to manage and control the trains entering the controlled area.

The ZC subsystem is the ground core equipment of the subway signal system. Through the interface with CI, ATS, on-board ATP, adjacent ZC and maintenance equipment, according to the state of the controlled train, the running position within its control range, interlocking route information, Information such as temporary speed limit command, rain and snow mode, sleep wake-up and SPKS switch status are generated in real time and transmitted to the ATP on-board subsystem through the wireless communication system to ensure the safe operation of all trains within its jurisdiction and realize Mobile occlusion.

The ZC subsystem adopts an independent embedded device, and its structure is shown in Figure 5.

CI subsystem functions and hardware devices:

The CI subsystem under the FAO system is responsible for handling the safety interlocking relationship among the turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons, and SPKS switches in the approach, and accepts the control of ATS/MMI or operators command, and output interlocking information externally to ensure road and driving safety.

The CI subsystem adopts an independent embedded device, and its structure is shown in Figure 6.

AAM device functions and hardware devices:

AAM is a device that assists vehicle-mounted ATP/ATO to sleep and wake up in the FAO system. The main functions of AAM include remote sleep/wake-up function, local sleep function, vehicle-mounted ATP/ATO status monitoring function, vehicle status monitoring function, parking brake application and Mitigation function.

AAM uses an independent embedded device, and its structure is shown in Figure 7.

DCS subsystem function and hardware equipment:

The main function of DCS is to interconnect the ATS subsystem, interlock subsystem, ZC subsystem, ATP subsystem and other subsystems in the CBTC system such as the ATE simulation subsystem through dedicated interfaces, so as to realize transparent data transmission between subsystems .

The DCS system is divided into two parts: the wired network part and the wireless access network part, among which the wireless network part mostly adopts LTE-M or WLAN.

MSS subsystem functions and hardware devices:

The MSS subsystem is mainly responsible for the operation status monitoring and maintenance management of the full-automatic operation of the FAO signal system equipment, mainly including the centralized monitoring and alarm of the status of all equipment in the signal system, real-time monitoring of the working conditions of the signal system equipment, locating the fault location, and analyzing Failure reasons, early warning of equipment failures, evaluation of equipment health status, statistics of failure time, management and maintenance operations and other functions.

The MSS system is composed of several common servers.

The basic workflow between subsystems is as follows:

Step 1: ATS generates a driving plan.

Step 2: The ATS sends the wake-up command to the AAM, and the AAM device powers on the vehicle and the on-board ATP/ATO, and the on-board ATP/ATO performs self-inspection on the vehicle.

Step 3: ATS notifies CI to pull the switch, arrange the route (route: the path of the train running on the track), and inform ZC of the route arrangement.

Step 4: The on-board ATP reports the current train position to ZC through the DCS subsystem.

Step 5: ZC generates the distance that each train can run forward according to the position reported by the on-board ATP and the route arrangement received from CI. This distance is called the movement authorization, and sends the movement authorization to the DCS subsystem through the DCS subsystem. Onboard ATP.

Step 6: The on-board ATP calculates the speed limit that the current train can run according to the received movement authorization, and sends the speed limit and movement authorization to ATO.

Step 7: According to the speed limit and movement authorization, the ATO controls the vehicle in real time to run to the next platform for precise parking. During this process, the vehicle-mounted ATP monitors the train speed in real time and cannot exceed the speed limit. If the speed limit is exceeded, the on-board ATP initiates emergency braking. At the same time, the vehicle-mounted ATP reports the current position of the train to the ZC through the DCS subsystem in real time. Go back to the third step, loop.

Step 8: As in the ATS plan, when the vehicle arrives back to the parking lot, ATS informs CI to arrange the way back to the parking lot. ZC, on-board ATP, and ATO control the train to stop in the parking lot according to steps 3 to 7.

Step 9: ATS notifies AAM to perform sleep operation.

Step 10: AAM informs the on-board ATP to prepare for dormancy. After the preparation is completed, the AAM powers off the on-board ATP, ATO and the vehicle. Return to step one.

Abnormal situation: If the vehicle-mounted ATP loses its location, the driver needs to get on the vehicle for rescue or be pushed by other vehicles for rescue.

There is following shortcoming in prior art scheme:

1. The vehicle-mounted equipment (including vehicle-mounted ATP and ATO) is complex, and both ends of each subway vehicle need to be equipped with vehicle-mounted signaling equipment, resulting in a large number of vehicle-mounted equipment for the entire line, a huge maintenance workload, and many types of spare parts.

2. The ZC and CI in the system are dedicated embedded devices, which have limited computing power and are easily affected by the production stoppage of embedded chips.

3. The vehicle can only operate when the vehicle-mounted ATP has established its positioning. If the vehicle-mounted ATP fails and loses its positioning, the vehicle will stay in the section and rescue cannot be completed.

Contents of the invention

(1) Technical problems to be solved

The technical problem to be solved by the present invention is how to provide a 5G-based urban rail transit cloud-based fully automatic operation signal system to solve the problem of complex on-board equipment (including on-board ATP and ATO) in the prior art, huge maintenance workload, and lack of spare parts. There are many kinds of spare parts, and the ZC and CI in the system are dedicated embedded devices. The computing power of this type of device is limited, and at the same time, it is easily affected by the shutdown of embedded chips. question.

(2) Technical solutions

In order to solve the above technical problems, the present invention proposes a 5G-based urban rail transit cloud-based fully automatic operation signal system, the system includes ATS subsystem, ZCI subsystem, DCS subsystem, VC subsystem and AAM equipment, ATS subsystem The system includes ATS center and ATS station machine;

The ATS subsystem runs on the cloud server to complete automatic identification and tracking of trains, automatic and manual adjustment and control functions;

The ZCI subsystem runs on the station cloud server, and generates trains in real time according to the state of the controlled train, its running position within its control range, interlocking route information, temporary speed limit command, rain and snow mode, sleep wake-up and SPKS switch status information Mobile authorization, and transmit it to the VC subsystem through the wireless communication system, and realize mobile blocking; handle the safety interlock among the turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons, and SPKS switches in the approach Relation, accept ATS/MMI or operator's control instructions, output interlocking information to the outside; calculate the speed limit of each train, and perform overspeed protection, door supervision, platform door activation protection functions, automatic sleep wake-up control according to the received train speed , automatic warehouse entry and exit, automatic car washing, automatic emergency linkage processing, communication with VC equipment, real-time transmission of speed limit;

The DCS subsystem adopts 5G networking to interconnect the ATS subsystem, ZCI subsystem, and VC subsystem through dedicated interfaces to realize transparent data transmission between subsystems;

The VC subsystem is responsible for completing vehicle speed measurement and vehicle action execution;

The AAM device uses an independent embedded device to assist ZCI and VC to sleep and wake up in the FAO system.

Further, the ATS subsystem is used to implement timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, fully automatic operation of vehicle information management, alarming, vehicle maintenance management, clearing Passenger management, car washing machine management, passenger scheduling management, remote manual wake-up/sleep train function, remote manual on/off train compartment lighting function, remote manual application/releasing of train parking brake function, remote manual control of train receivers / function of pantograph lifting, remote manual opening/closing of train doors and platform doors, remote manual bypass of train faults, remote manual reset of train equipment, remote manual setting of train air conditioning or electric heating parameters, remote manual Exit/confirm to enter the train evacuation mode function, and the remote train enters the creep mode authorization function.

Furthermore, ZCI adopts the cloud platform virtual machine method, and the two virtual machines are respectively used as the I series and the II series, and the I series and the II series are calculated separately, and the calculation results are output after the comparison is correct.

Further, the VC subsystem completes vehicle speed acquisition, input acquisition, output drive, traction, cruising, coasting, braking and parking control, and door switch control functions to realize the main line, return line, and entry and exit section line operation The automatic control realizes the adjustment and control of the running time of the section, the train wakes up from sleep, fully automatic car washing, alignment isolation, passenger cleaning, vehicle fire emergency and creep mode.

Further, the AAM device is used to realize remote sleep/wake function, local sleep function, VC status monitoring function, vehicle status monitoring function and parking brake applying and releasing function.

Further, the workflow of each subsystem is as follows:

Step 1: ATS generates a driving plan;

Step 2: ATS sends the wake-up command to AAM and ZCI, the AAM device powers on the vehicle and VC, and the ZCI sends the specific command of sleep wake-up to the VC for self-inspection of the vehicle;

Step 3: ATS informs ZCI to pull the switch and arrange the approach;

Step 4: VC calculates the current position in real time, and reports the current train position and speed to ZCI through the DCS subsystem;

Step 5: ZCI generates the current speed limit of each train based on the position reported by the VC, and sends the speed limit to the on-board VC through the 5G-based DCS subsystem;

Step 6: The vehicle-mounted VC controls the vehicle in real time to run to the next platform and accurately stops according to the received movement authorization and speed limit; during this process, ZCI monitors the train speed in real time and cannot exceed the speed limit; according to the train speed reported by VC in real time, ZCI Judging whether the vehicle is overspeeding, if overspeeding, ZCI sends an emergency braking command to VC;

Step 7: If VC receives an emergency braking command, execute the emergency braking command through the relay; at the same time, VC reports the current position and speed of the train to ZC through the DCS subsystem in real time; return to the third step and cycle;

Step 8: If the time for the vehicle to return to the parking lot is in the ATS plan, ATS informs ZCI to arrange the route back to the parking lot, and ZCI and VC control the train to stop in the parking lot according to steps 3 to 7;

Step 9: ATS notifies AAM to perform sleep operation;

Step 10: AAM informs ZCI to prepare for dormancy. After the preparation is completed, AAM powers off the VC and the vehicle; return to Step 1.

Furthermore, if the VC loses its location, ZCI will directly issue a 25km/h speed limit and movement authorization to the VC through the state of track occupation, and the end point is located at the end of the free track ahead, and monitor whether the train is overspeeding in real time until the vehicle reaches the platform .

The present invention also provides a fully automatic operation method of urban rail transit cloudification based on 5G technology, the method is applied to a system including ATS subsystem, ZCI subsystem, DCS subsystem, VC subsystem and AAM equipment, and the ATS subsystem includes ATS centers and ATS stations; the method includes:

Step 1: ATS generates a driving plan;

Step 2: ATS sends the wake-up command to AAM and ZCI, the AAM device powers on the vehicle and VC, and the ZCI sends the specific command of sleep wake-up to the VC for self-inspection of the vehicle;

Step 3: ATS informs ZCI to pull the switch and arrange the approach;

Step 4: VC calculates the current position in real time, and reports the current train position and speed to ZCI through the DCS subsystem;

Step 5: ZCI generates the current speed limit of each train based on the position reported by the VC, and sends the speed limit to the on-board VC through the 5G-based DCS subsystem;

Step 6: The vehicle-mounted VC controls the vehicle in real time to run to the next platform and accurately stops according to the received movement authorization and speed limit; during this process, ZCI monitors the train speed in real time and cannot exceed the speed limit; according to the train speed reported by VC in real time, ZCI Judging whether the vehicle is overspeeding, if overspeeding, ZCI sends an emergency braking command to VC;

Step 7: If VC receives an emergency braking command, execute the emergency braking command through the relay; at the same time, VC reports the current position and speed of the train to ZC through the DCS subsystem in real time; return to the third step and cycle;

Step 8: If the time for the vehicle to arrive and return to the parking lot is in the ATS plan, ATS informs ZCI to arrange the route back to the parking lot, and ZCI and VC control the train to park in the parking lot according to steps 3 to 7;

Step 9: ATS notifies AAM to perform sleep operation;

Step 10: AAM informs ZCI to prepare for dormancy. After the preparation is completed, AAM powers off the VC and the vehicle; return to Step 1.

Furthermore, the ATS center, ATS station machine, and ZCI subsystems all run on cloud servers, and the DCS subsystem adopts 5G networking.

Furthermore, if the VC loses its location, ZCI will directly issue a 25km/h speed limit and movement authorization to the VC through the state of track occupation, and the end point is located at the end of the free track ahead, and monitor whether the train is overspeeding in real time until the vehicle reaches the platform .

(3) Beneficial effects

The present invention proposes a 5G-based urban rail transit cloud-based fully automatic operation signal system. The present invention designs a brand-new urban rail transit fully automatic operation signal system scheme, which replaces the traditional signal system with the station cloud server. Embedded special equipment; both the central ATS and the station ATS run on the cloud server; the system functions are redistributed, and the ZC and CI functions in the existing FAO signal system are combined to form the ZCI subsystem, and the speed limit of the vehicle operation The calculation and speed limit monitoring functions are transferred from the on-board equipment to the ground ZCI; the DCS subsystem of the urban rail transit automatic operation signal system based on 5G is adopted; the VC subsystem is designed to realize the on-board action execution and state acquisition; in the vehicle In the case of emergency braking, the ground subsystem directly generates a speed limit of 25km/h and directly commands the VC to run, which realizes emergency rescue in case of failure.

The present invention has the following advantages:

1. Based on the ZCI of the station cloud server, the number of embedded devices is greatly reduced, and the concentration of devices is higher.

2. Both the ATS center and the station run on the cloud platform, effectively utilizing resources and greatly reducing the number of servers and workstations.

3. The on-board equipment is greatly simplified, reducing the complexity and quantity of on-board equipment and the types of spare parts, which is conducive to the long-term maintenance of line equipment.

4. The 5G-based wireless communication network is adopted, which greatly reduces the vehicle-ground communication delay and makes the control more reliable.

5. The remote rescue method in case of failure is designed, which greatly improves the response ability of the failure.

Description of drawings

Fig. 1 is a traditional signal system structural diagram of the present invention;

Figure 2 is a structural diagram of the existing FAO system;

Fig. 3 is the hardware structural diagram of ATS subsystem;

Fig. 4 is ATP structural diagram;

Fig. 5 is a structural diagram of the ZC subsystem;

Fig. 6 is a structural diagram of the CI subsystem;

Figure 7 is an AAM structure diagram;

Fig. 8 is a system structure diagram of the present invention;

Fig. 9 is the ATS subsystem hardware structural diagram of the present invention;

Fig. 10 is a ZCI subsystem structural diagram of the present invention;

Fig. 11 is a DCS subsystem structural diagram of the present invention;

Fig. 12 is a structural diagram of the VC subsystem of the present invention;

Fig. 13 is a structural diagram of the AAM of the present invention.

Detailed ways

In order to make the purpose, content and advantages of the present invention clearer, the specific implementation manners of the present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments.

The English abbreviations or professional technical terms that appear in the technical disclosure book need to be explained. For the English abbreviations, English full spelling and translation are also required.

FAO: Fully Automated Operation

AAM: Automatic Awake Module automatically wakes up the module

ATP: Automatic Train Protection automatic train protection

ATO: Automatic Train Operation train runs automatically

CI: Computer Interlock

ATS: Automatic Train Supervision train automatic monitoring

DCS: Data Communication Subsystem data transmission subsystem

MSS: Maintenance Support System maintenance support subsystem

GOA: Grade of Automation automation level

ZCI: Zone Control&Interlock area control and interlock

VC: Vehicle Control vehicle controller

For disadvantage 1, the purpose of the present invention is to simplify the complexity of the vehicle-mounted equipment, reduce the number of functions and boards carried by the vehicle-mounted equipment, transfer the control logic of the vehicle to the ground for calculation, and turn the vehicle into an execution unit to reduce maintenance workload and reduce Types of spare parts.

For shortcoming 2, the purpose of the present invention is to reduce the dependence of ground ZC and CI subsystems on special embedded devices, use the cloud platform to complete the main computing functions of ZC and CI, improve computing power, and carry part of the computing logic of vehicle equipment, no longer Affected by the discontinuation of embedded chips.

In view of disadvantage 3, the present invention uses 5G as the vehicle-to-ground communication method. Based on the high reliability and low delay characteristics of 5G, the vehicle control command is directly sent to the vehicle through the ground system. When the vehicle-mounted equipment loses accurate positioning due to an emergency, the ground The system is still able to control the vehicle to reach the platform for rescue.

The present invention designs a set of urban rail transit cloudification fully automatic operation signal system based on 5G technology, and the system structure is shown in Figure 8.

In this structure, it includes ATS subsystem (including ATS center and ATS station machine function), ZCI subsystem, DCS subsystem, VC subsystem and AAM equipment.

The ATS subsystem has basically the same functions as the ATS subsystem in the existing FAO solution, and it completes the automatic identification and tracking of trains, automatic and manual adjustment and control functions, and runs on the cloud server.

ZCI subsystem: Zone Control&Interlock, responsible for completing the functions of the original ZC and CI subsystems and transferring part of the vehicle-mounted ATP function to the ground. The ZCI subsystem runs on the station cloud server, according to the state of the controlled train and the running position within its control range , interlocking route information, temporary speed limit command, rain and snow mode, sleep wake-up and SPKS switch status and other information, real-time generation of train driving permission commands, and transmission to the ATP vehicle-mounted subsystem through the wireless communication system to ensure that all trains within its jurisdiction The operation of the train is safe, and the mobile block is realized; handle the safety interlocking relationship among the turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons, and SPKS switches in the approach, and accept ATS/MMI or operators control instructions, output interlocking information externally, to ensure road and driving safety; calculate the speed limit of each train, and perform overspeed protection, door supervision, platform door activation protection functions according to the received train speed, automatic sleep wake-up control, automatic In and out of the warehouse, automatic car washing, automatic emergency linkage processing, communication with VC equipment, real-time transmission of speed limit and other functions.

The DCS subsystem adopts 5G networking to interconnect the ATS subsystem, ZCI subsystem, and VC subsystem through dedicated interfaces to realize transparent data transmission between subsystems.

VC subsystem: Vehicle Control, responsible for vehicle speed measurement and vehicle action execution.

The AAM device assists ZCI and VC to sleep and wake up in the FAO system.

The details of each subsystem are as follows:

ATS subsystem function and hardware equipment:

The main functions of the ATS subsystem include automatic identification and tracking of trains, automatic and manual adjustment of operation, control functions, timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, and fully automatic operation Vehicle information management, alarm, vehicle maintenance management, passenger clearing management, car washing machine management, passenger dispatch management, remote manual wake-up/sleep train function, remote manual on/off train compartment lighting function, remote manual application/relieving of train parking restrictions function, the function of remote manual control of train current collector/pantograph lifting, the function of remote manual opening/closing of train doors and platform doors, the function of remote manual bypass of train faults, the function of remote manual reset of train equipment, remote manual The function of setting train air conditioning or electric heating parameters, etc., the function of remote manual exit/confirmation to enter the train evacuation mode, and the remote train entry creep mode authorization function.

The ATS subsystem runs on the cloud server, and the hardware structure is shown in Figure 9.

ZCI subsystem functions and hardware devices:

The ZCI subsystem in this scheme is responsible for completing the functions of the original ZC and CI subsystems and transferring part of the vehicle-mounted ATP functions to the ground, including

(1) According to the state of the controlled train, its running position within its control range, interlocking route information, temporary speed limit command, rain and snow mode, sleep wake-up and SPKS switch status and other information, generate a train driving permission command in real time, and It is transmitted to the ATP on-board subsystem through the wireless communication system to ensure the safe operation of all trains within its jurisdiction and realize mobile blocking.

(2) Handle the safety interlock relationship among the turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons, and SPKS switches in the access road, accept the control instructions of ATS/MMI or operators, and output the linkage to the outside. Lock information to ensure road and driving safety.

(3) Calculate the speed limit of each train, and perform overspeed protection, door supervision, platform door activation and protection functions according to the received train speed, automatic sleep and wake-up control, automatic storage and exit, automatic car washing, automatic emergency linkage processing, and VC equipment Communication, real-time sending speed limit and other functions.

ZCI runs on the station cloud server and adopts the cloud platform virtual machine method. The two virtual machines are respectively used as the I series and the II series. The I series and the II series are calculated separately. After the calculation results are compared and correct, the output is controlled. The structure is shown in Figure 10 .

DCS subsystem function and hardware equipment:

The main function of DCS is to interconnect the ATS subsystem, ZCI subsystem, and VC subsystem through dedicated interfaces, so as to realize transparent transmission of data between subsystems.

In this solution, 5G will be used to build an independent private network. Unlike traditional LTE-M or WLAN, 5G's high reliability and low latency characteristics can meet the requirements for mutual communication between ZCI and vehicle-mounted VC equipment. The structure is shown in Figure 11.

VC subsystem functions and hardware devices:

The VC subsystem completes vehicle speed acquisition, input acquisition, output drive and original ATO functions (including: traction, cruise, coasting, braking and parking control, and door switch control functions, and realizes the main line, return line, and entry and exit sections ( Field) automatic control of line operation, realize the adjustment control of section operation time, train sleep wake up, fully automatic car washing, alignment isolation, passenger cleaning, vehicle fire emergency, creep mode, etc.).

Since the original vehicle-mounted ATP function is transferred to the ZCI of this solution, the computing performance requirements of the vehicle-mounted VC subsystem are greatly reduced, and the equipment can be greatly simplified. The hardware structure shown in Figure 12 is adopted in this solution:

AAM device functions and hardware devices:

AAM is a device that assists ZCI and VC to sleep and wake up in the FAO system. The main functions of AAM include remote sleep/wake-up function, local sleep function, VC status monitoring function, vehicle status monitoring function, parking brake application and release function.

AAM uses an independent embedded device, and its structure is shown in Figure 13.

The basic workflow between subsystems is as follows:

Step 1: ATS generates a driving plan.

Step 2: ATS sends the wake-up command to AAM and ZCI, and the AAM device powers on the vehicle and VC, and ZCI sends the specific command of sleep wake-up to VC to perform self-inspection on the vehicle.

Step 3: ATS notifies ZCI to pull the switch and arrange the route (route: the path of the train running on the track).

Step 4: VC calculates the current position in real time, and reports the current train position and speed to ZCI through the DCS subsystem.

Step 5: ZCI generates the current speed limit of each train based on the location reported by the VC, and sends the speed limit to the on-board VC through the 5G-based DCS subsystem.

Step 6: The vehicle-mounted VC controls the vehicle in real time to stop at the next platform according to the received movement authorization and speed limit. During this process, ZCI monitors the train speed in real time and cannot exceed the speed limit. According to the train speed reported by VC in real time, ZCI judges whether the vehicle is overspeeding, if overspeeding, ZCI sends an emergency braking command to VC.

Step 7: If the VC receives an emergency braking command, execute the emergency braking command through the relay. At the same time, VC reports the current position and speed of the train to ZC through the DCS subsystem in real time. Go back to the third step, loop.

Step 8: As in the ATS plan, when the vehicle arrives at the parking lot, ATS informs ZCI to arrange the way back to the parking lot. ZCI and VC control the train to stop in the parking lot according to steps 3 to 7.

Step 9: ATS notifies AAM to perform sleep operation.

Step 10: AAM notifies ZCI to prepare for dormancy. After the preparation is completed, AAM powers off VC and the vehicle. Return to step one.

Abnormal situation: If the VC loses its location, the ZCI will directly issue a 25km/h speed limit and movement authorization to the VC through the state of track occupation (the end point is at the end of the free track ahead), and monitor whether the train is overspeeding in real time until the vehicle runs to platform.

Key innovations of the present invention:

1. A brand-new solution for the fully automatic operation signal system of urban rail transit is designed. In this solution, the embedded special equipment in the traditional signal system is replaced by the station cloud server.

2. Both the central ATS and the station ATS run on the cloud server.

3. Redistribute the system functions, combine the ZC and CI functions in the existing FAO signal system to form the ZCI subsystem, and transfer the speed limit calculation and speed limit monitoring functions of vehicle operation from the vehicle equipment to the ground ZCI.

4. The DCS subsystem of the fully automatic operation signal system of urban rail transit based on 5G is adopted.

5. The VC subsystem is designed to realize the action execution and state acquisition of the vehicle.

6. In the case of emergency braking of the vehicle, the scheme of directly generating a speed limit of 25km/h through the ground subsystem and directly commanding VC operation realizes emergency rescue in case of failure.

The main advantages of this technical solution are:

1. Based on the ZCI of the station cloud server, the number of embedded devices is greatly reduced, and the concentration of devices is higher.

2. Both the ATS center and the station run on the cloud platform, effectively utilizing resources and greatly reducing the number of servers and workstations.

3. The on-board equipment is greatly simplified, reducing the complexity and quantity of on-board equipment and the types of spare parts, which is conducive to the long-term maintenance of line equipment.

4. The 5G-based wireless communication network is adopted, which greatly reduces the vehicle-ground communication delay and makes the control more reliable.

5. The remote rescue method in case of failure is designed, which greatly improves the response ability of the failure.

The above is only a preferred embodiment of the present invention, it should be pointed out that for those of ordinary skill in the art, without departing from the technical principle of the present invention, some improvements and modifications can also be made. It should also be regarded as the protection scope of the present invention.

Claims (10)

1. A full-automatic operation signal system of urban rail transit cloud based on 5G technology is characterized by comprising an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine;

the ATS subsystem operates on the cloud server to complete automatic train identification and tracking, automatic operation and manual adjustment and control functions;

the ZCI subsystem runs in a station cloud server, generates train movement authorization in real time according to the state of a controlled train, the running position in the control range of the controlled train, interlocking route information, a temporary speed limit command, a rain and snow mode, dormancy awakening and SPKS switch state information, transmits the train movement authorization to the VC subsystem through a wireless communication system, and realizes movement blocking; processing safety interlocking relations among turnouts, signal machines, secondary occupancy detection equipment, platform doors, emergency stop buttons and SPKS switches in an access, receiving control instructions of an ATS/MMI or an operator, and outputting interlocking information to the outside; calculating the speed limit of each train, performing overspeed protection, car door supervision, platform door activation protection functions, automatic dormancy awakening control, automatic warehousing and ex-warehousing, automatic car washing, automatic emergency linkage processing according to the received train speed, communicating with VC equipment, and sending the speed limit in real time;

the DCS subsystem adopts a 5G networking and interconnects the ATS subsystem, the ZCI subsystem and the VC subsystem through special interfaces to realize transparent transmission of data among the subsystems;

the VC subsystem is responsible for completing vehicle speed measurement and vehicle action execution;

the AAM device adopts an independent embedded device to assist the ZCI and the VC in sleeping and waking up in the FAO system.

2. The city rail transit clouded full-automatic operation signal system based on 5G technology according to claim 1, wherein the ATS subsystem is used to realize timetable editing and management, monitoring and alarming, training/simulation, recording and playback functions, information exchange with other systems, full-automatic operation vehicle information management, alarming, vehicle maintenance management, passenger cleaning management, car washer management, passenger scheduling management, remote manual train awakening/sleeping function, remote manual train room lighting on/off function, remote manual train parking brake application/release function, remote manual train current collector/pantograph lifting control function, remote manual train door and platform door opening/closing function, remote manual train bypass failure bypass function, remote manual train equipment reset function, remote manual train air conditioner or electric heating parameter setting peristalsis function, remote manual train exit/confirmation entry evacuation mode function, remote train entry mode authorization function.

3. The urban rail transit clouding full-automatic operation signal system based on the 5G technology as claimed in claim 2, wherein ZCI adopts a cloud platform virtual machine mode, two virtual machines are respectively used as an I system and a II system, the I system and the II system are respectively calculated, and the calculation results are compared without errors and then output for control.

4. The urban rail transit clouded full-automatic operation signal system based on the 5G technology as claimed in claim 3, wherein the VC subsystem completes vehicle speed acquisition, input acquisition, output driving, control of traction, cruise, coasting, braking and parking and control functions of a door switch, realizes automatic control of the operation of a main line, a return line and an entrance and exit section line, realizes adjustment control during interval operation, awakening of train dormancy, full-automatic car washing, alignment isolation, passenger cleaning, vehicle fire emergency and creeping modes.

5. The urban rail transit clouded full-automatic operation signal system based on 5G technology according to claim 3, wherein AAM equipment is used to realize a remote dormancy/wake-up function, a local dormancy function, a VC state monitoring function, a vehicle state monitoring function and a parking brake application and release function.

6. The urban rail transit clouding full-automatic operation signal system based on the 5G technology according to any one of claims 1 to 5, wherein the work flow of each subsystem is as follows:

the first step is as follows: the ATS generates a driving plan;

the second step is that: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;

the third step: ATS informs ZCI to pull the turnout and arrange the route;

the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;

the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;

and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received movement authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, judging whether the vehicle is overspeed or not by the ZCI, if so, sending an emergency braking command to the VC by the ZCI;

the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; simultaneously, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step and circulating;

the eighth step: if the time when the vehicle arrives at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access road of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;

the ninth step: the ATS informs the AAM to carry out sleep operation;

the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.

7. The urban rail transit clouded full-automatic operation signal system based on the 5G technology as claimed in claim 6, wherein if the VC is lost for positioning, the ZCI directly sends out 25km/h speed limit and moving authorization to the VC through the line track occupation state, the terminal point is located at the terminal point of the front idle track, and monitors whether the train is overspeed in real time until the vehicle runs to the platform.

8. A full-automatic operation method of urban rail transit clouding based on 5G technology is characterized in that the method is applied to a system comprising an ATS subsystem, a ZCI subsystem, a DCS subsystem, a VC subsystem and AAM equipment, wherein the ATS subsystem comprises an ATS center and an ATS station machine; the method comprises the following steps:

the first step is as follows: the ATS generates a driving plan;

the second step: the ATS sends the awakening instruction to the AAM and the ZCI, the AAM equipment powers on the vehicle and the VC, and the ZCI sends the specific instruction of dormancy awakening to the VC for self-checking of the vehicle;

the third step: the ATS informs the ZCI to pull the turnout and arrange the route;

the fourth step: the VC calculates the current location in real time, and reports the current train position and speed to the ZCI through the DCS subsystem;

the fifth step: the ZCI generates the current speed limit of each train according to the position reported by the VC, and sends the speed limit to the vehicle-mounted VC through the DCS subsystem based on 5G;

and a sixth step: the vehicle-mounted VC controls the vehicle to run to the next platform in real time to accurately stop the vehicle according to the received mobile authorization and speed limit; in the process, the ZCI monitors the speed of the train in real time and cannot exceed the speed limit; according to the train speed reported by the VC in real time, the ZCI judges whether the train is overspeed or not, if so, the ZCI sends an emergency braking command to the VC;

the seventh step: if VC receives the emergency braking command, the emergency braking command is executed through a relay; meanwhile, the VC reports the current position and speed of the train to the ZC through a DCS subsystem in real time; returning to the third step, and circulating;

the eighth step: if the time of the vehicle arriving at the parking lot is in the ATS plan, the ATS informs the ZCI to arrange the access way of the parking lot, and the ZCI and the VC control the train to stop in the parking lot according to the third step to the seventh step;

the ninth step: the ATS informs the AAM of carrying out sleep operation;

the tenth step: the AAM informs the ZCI to prepare before dormancy, and after the preparation is finished, the AAM cuts off the VC and the vehicle; and returning to the first step.

9. The urban rail transit clouding full-automatic operation signal system based on the 5G technology as claimed in claim 8, wherein the ATS center, the ATS station machine, and the ZCI subsystem are all operated on a cloud server, and the DCS subsystem adopts a 5G networking.

10. The urban rail transit clouded full-automatic operation signal system based on the 5G technology according to claim 8, wherein if the VC is positioned by losing, the ZCI directly sends out 25km/h speed limit and movement authorization to the VC by the line track occupation state, the terminal point is located at the terminal point of the front idle track, and monitors whether the train is overspeed in real time until the train runs to the platform.

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