A subway engineering vehicle auxiliary safety driving system

Abstract

The present invention relates to a subway engineering vehicle auxiliary safety driving system, including: an engineering vehicle construction protection logic interface server, connected to an automatic train monitoring system, obtaining the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and performing the calculation of the card control logic and the acquisition of the engineering vehicle operation task; an engineering vehicle construction engineering vehicle construction vehicle-mounted auxiliary driving display terminal, connected to the engineering vehicle construction protection logic interface server, for providing auxiliary information to the engineering vehicle driver, guiding the engineering vehicle driver throughout the process to remind him in advance of the work in different areas and cooperate with the confirmation of the operation command issued by the control center. Compared with the prior art, the present invention has the advantages of low cost, high protection level, accurate vehicle positioning, global inspection, early warning to the global scope, and high timeliness.

Description

Technical Field

[0001] The present invention relates to a, and in particular to, a subway engineering vehicle auxiliary safety driving system. Background Art

[0002] At present, after years of construction and development, urban rail transit has an increasing operating mileage, longer operating time, and a greater workload for daily maintenance. Especially for some lines that were opened earlier, there are more and more large and small construction tasks involved. On the other hand, in order to ensure the safety of the entire construction process, the actual construction time is compressed shorter and shorter, especially in some equipment replacement construction, the actual construction period is getting longer and longer. Therefore, in order to reduce the preparation time for subway construction, especially the preparation time for construction vehicles, higher demands are put forward.

[0003] At present, when construction vehicles go down to the main line, they need to fully consider the safety of the operation of the construction vehicles, the safety of the construction personnel, and the safety of the traction power supply. Therefore, in terms of the process, the existing construction vehicles must wait for the main line operating vehicles to go down before they are allowed to enter the main line area. At the same time, a dispatcher keeps a close eye on one construction vehicle to ensure the safety of the construction vehicle operation process, so the number of construction vehicles going down to the main line is only one or two; the construction vehicle drivers rely on their personal training experience to drive on the line, and it is easy to encounter problems such as reckless signals, insufficient protection in the switch area, and conflicts with construction personnel. These are all risks before daily training, which leads to great operating pressure on drivers. This has led to an increasingly serious contradiction between operational construction safety and improving construction efficiency.

[0004] After searching, Chinese patent publication number CN216374559U discloses an auxiliary operation device for urban rail transit engineering vehicles, which specifically discloses ground equipment and on-board equipment. The ground equipment includes a first response unit and a second response unit, and the on-board equipment includes an antenna unit, a response receiving unit, a computing unit, a power control unit and a display unit. The antenna unit is connected to the response receiving unit, and the response receiving unit and the display unit are respectively connected to the computing unit. The power control unit is respectively connected to the response receiving unit, the computing unit and the display unit for power supply. However, the existing patent requires the use of an additional transponder on the track to realize the status of the turnout and signal machine ahead to ensure the operation safety of the engineering vehicle. The cost of implementing this solution is high, and it is easy to conflict with the equipment of the existing signal system, and the train needs to run to a fixed location to understand the status ahead. Summary of the invention

[0005] The purpose of the present invention is to provide a subway engineering vehicle auxiliary safe driving system in order to overcome the defects of the above-mentioned prior art.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to one aspect of the present invention, there is provided a subway engineering vehicle auxiliary safety driving system, comprising:

[0008] The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle;

[0009] The on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver throughout the work in different areas, provide advance reminders and cooperate with the confirmation of the operation command issued by the control center.

[0010] As a preferred technical solution, the engineering vehicle construction protection logic interface server includes:

[0011] The authorization management module is used to authorize the on-board auxiliary driving display terminal of the construction vehicle, including limiting the connected terminal and the connection time;

[0012] The station display module is used to display the current signal system equipment status and traction power supply status of the entire line;

[0013] The interface management module is used to check the interface connection status of each device in real time, perform authorization verification and timeout judgment periodically, and interrupt the relevant interface connection in time if an abnormality is found;

[0014] The protection card control module is used to track the entire operation process of the engineering vehicle in real time according to the current operation position of the engineering vehicle and the operation task of this construction, and to issue early warning reminders to assist the engineering vehicle driver to operate safely on track;

[0015] The data management module is used to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and prompt plans, and make forecasts in advance according to the running location of the train;

[0016] Electronic task module, used to realize the electronic interaction between the control center and the on-board auxiliary driving display terminal of the construction engineering vehicle to carry out operation tasks;

[0017] The equipment maintenance module is used for maintenance personnel to understand the operating status of the equipment in a timely manner.

[0018] As a preferred technical solution, the engineering vehicle construction engineering vehicle construction vehicle-mounted auxiliary driving display terminal includes:

[0019] The global display module is used to display the status of surrounding online devices starting from the current train position;

[0020] The alarm display module is used to display the monitoring information sent by the engineering vehicle construction protection logic interface server in real-time text superimposed voice to remind the engineering vehicle driver of the potential risks ahead.

[0021] As an optimal technical solution, the engineering vehicle construction protection logic interface server first completes the deployment and software startup, and then completes the loading of the full-line operation plan and the loading of authorized equipment data according to the static data configuration; after successful loading, it establishes a connection with the fully automatic train monitoring system to obtain the equipment status of the signal system and the traction power supply equipment status of the entire line; finally, it waits for the connection request of the engineering vehicle construction vehicle-mounted assisted driving display terminal.

[0022] As an optimal technical solution, the on-board assisted driving display terminal of the engineering vehicle construction engineering vehicle construction sends a registration request to the engineering vehicle construction protection logic interface server after power-on. After the registration is successfully completed, the position of the vehicle is located according to the global display of the station sent by the engineering vehicle construction protection logic interface server, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is synchronously loaded and the display-related alarm information and equipment operation status information are displayed.

[0023] As an optimal technical solution, after the engineering vehicle construction protection logic interface server receives the registration information of the engineering vehicle construction vehicle on-board assisted driving display terminal, it automatically sends the station global display, operation task information, equipment status information and warning information, and initiates relevant prevention and control warnings for the train represented by the engineering vehicle construction vehicle on-board assisted driving display terminal, including approach warnings, protection distance warnings and operation monitoring. When the position of the running engineering vehicle changes, a new prevention and control warning is calculated synchronously.

[0024] As a preferred technical solution, the approach warning is specifically as follows: the predicted risk is calculated and predicted in advance during the driver's driving process, wherein the approach warning includes the approach warning of the switch area, the approach warning of the platform, the approach warning of the curve and the approach warning of the slope;

[0025] The protection distance warning includes one-station two-section control, single-vehicle control in the operation area, turnout status control and red light running control;

[0026] The operation monitoring includes monitoring the operating equipment status and monitoring the construction time.

[0027] As a preferred technical solution, the operation monitoring is linked with an optional obstacle detection system to provide real-time warning of operation risks in the section based on the results of obstacle detection; or the operation monitoring is linked with a traction power supply system to provide real-time warning of operation risks in non-power outage areas.

[0028] As a preferred technical solution, the engineering vehicle construction protection logic interface server and the engineering vehicle construction on-board assisted driving display terminal ensure the real-time and effectiveness of the interactive information of the entire equipment through periodic interaction and collaboration, and assist the engineering vehicle driver to timely identify the risks of the operation process.

[0029] As a preferred technical solution, the engineering vehicle construction engineering vehicle construction vehicle-mounted auxiliary driving display terminal includes:

[0030] The station diagram display area is used to display all status information of the signal system, including the running status of online trains, signal machine status, turnout status, route status and traction power supply status;

[0031] The operation task display area is used by the dispatcher in the control center to authorize the construction vehicle to run to a safe station in advance according to the current train operation situation;

[0032] The warning information display area is used to display and voice read the warning information calculated based on the actual running position of the tracked train and the received backend server;

[0033] The device status display area is used to display the current time, the current device operating status, and the operating status information of the background server; when a device operating failure is detected, the display screen of each area is interrupted in time.

[0034] As a preferred technical solution, the risks guarded by the engineering vehicle construction protection logic interface server include risks during train operation, risks of trackside equipment and risks of cooperating construction personnel.

[0035] As a preferred technical solution, the engineering vehicle construction protection logic interface server has a risk protection response table, which analyzes the participating objects and the operating scenario risks identified by each object during the operation process, and compares and details the risks that arise and the current protection methods, and analyzes the protection results that can be achieved by the current assisted safe driving item by item.

[0036] Compared with the prior art, the present invention has the following advantages:

[0037] 1) The present invention enables the engineering vehicle to grasp the status of the online equipment on the entire line during operation, helping the engineering vehicle driver to drive with peace of mind and enter the main line area in advance, thus reducing the construction preparation time and gaining more time for actual construction;

[0038] 2) The present invention designs an interactive function of electronic dispatching orders, which solves the problem of dispatching orders on vehicles, greatly reduces the interaction time between dispatching orders and central drivers, and saves more time for actual construction; and electronic display also avoids communication misunderstandings and reduces execution risks;

[0039] 3) The present invention has designed a train operation guide, which searches for dangerous points ahead in real time according to the current position of the engineering vehicle, and reminds the engineering vehicle driver to slow down and strengthen observation in advance, thereby greatly reducing the risk of overspeeding of the engineering vehicle and the risk of train operation related to the train approaching the slope;

[0040] 4) The present invention is designed with a related risk warning function. During night construction, when personnel neglect some requirements due to busyness or fatigue, the system automatically provides targeted voice reminders at appropriate locations, greatly eliminating the safety risks caused by personnel negligence;

[0041] 5) The present invention converts the original paper regulations into dynamic monitoring and reminders for on-site construction links, which greatly alleviates the communication risks between different construction personnel, the risks of personal negligence of executors and the risks of on-site equipment operation, and brings great improvement to the construction management of engineering vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Figure 1 This is a structural diagram of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0043] Figure 2 This is a functional module diagram of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0044] Figure 3 This is a working flow chart of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0045] Figure 4 This is a risk protection analysis diagram of the subway engineering vehicle auxiliary safety driving system of the present invention. DETAILED DESCRIPTION

[0046] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0047] The present invention provides a new auxiliary driving system for engineering vehicles after analyzing the existing work flow and the causes of related manual control. The system changes the current on-track operation of construction vehicles without safety protection, which relies on intensive communication between central dispatchers and engineering vehicles for manual protection, into an automatic control and early warning system for auxiliary driving. With the help of LTE-M dedicated network, real-time on-site global status display, control calculation of train travel risk points and the latest track risk identification in advance and other technologies, the control of central dispatch is synchronously displayed on the driver side and the risk warning effect is achieved, which greatly reduces the pressure on drivers and central dispatchers, enhances the safety control effect and improves construction efficiency.

[0048] like Figure 1 As shown, the subway engineering vehicle auxiliary safety driving system of the present invention includes:

[0049] The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle;

[0050] The on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver throughout the work in different areas, provide advance reminders and cooperate with the confirmation of the operation command issued by the control center.

[0051] The engineering vehicle construction protection logic interface server is mainly responsible for providing the vehicle-mounted auxiliary driving display terminal with relevant authorization management, information and alarm display, operation task display, etc. At the same time, as a gateway interface machine, it realizes the isolation protection of the automatic train monitoring system network and the signal safety network.

[0052] The present invention directly utilizes the existing signal system status to obtain monitoring and protection of on-site equipment, which has low cost, high protection level, accurate vehicle positioning, and can also realize global inspection and early warning on a global scale with high timeliness.

[0053] The engineering vehicle construction protection logic interface server is based on a real-time security communication protocol and interfaces with the train monitoring system to display the status of the entire station in real time, thereby assisting the engineering vehicle driver in safe manual driving; the real-time communication protocol uses a protocol with timestamp and message verification to obtain the status of all equipment on the mainline from the train monitoring system, including turnout status, signal status and train status; the real-time communication protocol uses the current subway-specific security network channel and the train monitoring system interface gateway to complete the communication link from the train monitoring system, the train monitoring system network, the train monitoring system gateway, the signal LTE-M or WIFI6 network, to the engineering vehicle auxiliary driving device.

[0054] The on-board assisted driving display terminal for construction vehicles is a newly developed integrated assisted driving interface, which includes station display function, dispatching command receiving function, train operation guidance function and train operation prediction and early warning function.

[0055] The station display function described above, based on the mobile terminal configuration environment, realizes a set of station equipment status of the entire line that is consistent with the train monitoring system, including turnout status, online train status, signal equipment status of the entire line, etc., to assist engineering vehicle drivers to understand the current status of on-track equipment on the entire line in advance.

[0056] The dispatch command receiving function realizes paperless office, and enables the dispatcher's command in the control center to be directly issued to the auxiliary driving equipment of the engineering vehicle. The driver of the engineering vehicle can quickly view the corresponding authorization content, avoiding a series of work such as issuing, receiving, reciting, transcribing, and transferring dispatch commands between the control center duty officer and the vehicle section duty officer in existing projects, thereby greatly saving time.

[0057] The train operation prediction and warning function automatically identifies the operation range of the construction vehicle and the entire construction time according to the content of the authorized dispatch order, so as to compare and check the actual operation path of subsequent engineering vehicles and prevent various risks.

[0058] The train operation guidance command function described above, the system automatically performs periodic retrieval according to the current station equipment status, and searches for the platforms that can be reached ahead in advance according to the current signal and turnout status and the deep search algorithm, and displays them on the main interface of this device. This makes it easier for engineering vehicle drivers to understand the safe platforms ahead and ensure a one-station-two-section interval with the train ahead.

[0059] The train operation prediction and warning function mentioned above, the system automatically performs periodic retrieval according to the current station equipment status: when the train is about to run to the previous platform with a train platform ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the curve ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the slope ahead, it actively reminds the driver to pay attention to strengthening observation and increase or decrease speed according to the slope conditions;

[0060] The train operation prediction and warning function is that the system automatically performs periodic searches based on the current status of the station equipment. When there is a red light in front of the train or the switch is in operation, it reminds the engineering vehicle driver to slow down and stop in time.

[0061] The train operation prediction and warning function can timely predict the end of the construction site and other reminders according to the system operation time, so as to assist the engineering vehicle driver to complete the construction site on time.

[0062] See also Figure 1 As shown, in the subway engineering vehicle auxiliary safety driving system, the engineering vehicle construction vehicle-mounted auxiliary driving display terminal is mainly responsible for providing relevant auxiliary information to the engineering vehicle driver, guiding the engineering vehicle driver throughout the process to provide advance reminders for work in different areas and cooperate with the confirmation of the operation command issued by the control center.

[0063] See also Figure 1 As shown, the subway engineering vehicle auxiliary safety driving system carries a network including a wired dual network of an automatic train monitoring system, a wired network of a signal system safety network, and a wireless network part, thereby realizing dedicated network use.

[0064] See also Figure 2 As shown, the subway engineering vehicle auxiliary safety driving system includes the following functional modules: authorization management, station display, interface management, protection card control, data management, electronic tasks, global display, alarm display and equipment maintenance and other functions.

[0065] The authorization management function is mainly that when the on-board assisted driving display terminal connects to the engineering vehicle construction protection logic interface server, it will limit the connected terminal and the connection time. Only authorized terminals are allowed to connect to the server only when the train is authorized and within the construction time range, so as to avoid other illegal terminals or legal terminals from being used during operation and occupying the bandwidth of the existing network.

[0066] The station display function is mainly that after the on-board assisted driving display terminal is connected to the engineering vehicle construction protection logic interface server, it uses the real-time communication protocol to display the current signal system equipment status and traction power supply status of the entire line, so as to facilitate the engineering vehicle driver to understand the situation of the entire line.

[0067] The interface management function is mainly that the engineering vehicle construction protection logic interface server checks the interface connection status of each device in real time, performs authorization verification and timeout judgment periodically, and promptly interrupts the relevant interface connection when an abnormality is found.

[0068] The protection card control function is mainly that the engineering vehicle construction protection logic interface server tracks the entire train operation process in real time according to the current operation position of the engineering vehicle and the operation task of this construction, and gives early warning reminders to assist the engineering vehicle driver to operate safely on the track. According to the resource situation ahead, operation warnings are given in advance to ensure the safety of equipment and personnel during the operation of the engineering vehicle.

[0069] The data management function is mainly to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and reminder plans, and make forecasts in advance according to the operating location of the train to remind drivers and personnel to be safe.

[0070] The electronic task function is mainly to form an interactive solution for operating tasks between the control center and the engineering vehicle driver, so as to facilitate the dispatcher of the control center to intervene in the operating tasks of the engineering vehicle in real time.

[0071] The global display function is mainly that the on-board assisted driving display terminal provides the engineering vehicle with the surrounding online equipment status starting from the current train position, so that the engineering vehicle driver can timely identify the relevant risks in the nearby area and be reminded to take driving adjustments.

[0072] The warning display function is mainly that the vehicle-mounted auxiliary driving display terminal displays real-time text and voice superimposed according to the monitoring information sent by the server to remind the engineering vehicle driver of the potential risks ahead.

[0073] The equipment maintenance function is mainly to help the maintenance personnel of the device to timely understand the operating status of the equipment, so as to facilitate the on-site maintenance personnel to timely understand the location of the fault point and quickly complete the repair work.

[0074] See also Figure 3 As shown, the present invention provides a subway engineering vehicle auxiliary safety driving system, and the entire workflow is as follows:

[0075] Step 100, the working steps of the engineering vehicle construction protection logic interface server are: first, complete the correct deployment of the engineering vehicle construction protection logic interface server and start the software. Secondly, when the software is started, it will complete the loading of the full-line operation plan and the loading of the authorized device data according to the static data configuration. After the loading is successful, the interface server establishes a connection with the full-automatic train monitoring system application server to obtain the status of the signal system equipment and the traction power supply equipment of the entire line. Finally, wait for the connection request of the external on-board assisted driving display terminal;

[0076] Step 101, the working arrangement of the vehicle-mounted assisted driving display terminal is: after power-on, the corresponding application software automatically runs and sends a registration request to the interface server. After the registration is successfully completed, the position of the vehicle is located according to the station global display sent by the interface server, and the center is displayed, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is synchronously loaded and the related alarm information and equipment operation status information are displayed;

[0077] Step 102, after receiving the registration information of the auxiliary driving terminal, the logic card control server automatically sends the station global display, operation task information, equipment status information and warning information, and starts a series of monitoring such as position tracking, approach warning and protection distance monitoring for the train represented by the terminal. When the position of the running engineering vehicle changes, a new prevention and control warning is calculated synchronously;

[0078] Step 103, after receiving the registration information of the auxiliary driving terminal, the logic card control server initiates approach warnings for the train represented by the terminal, including: switch area approach warnings, platform approach warnings, curve approach warnings and ramp approach warnings, focusing on pre-calculating and forecasting the predicted risks during the driver's driving process, and converting static text into real-time reminders for daily operations, so that the driver can understand and intervene in time;

[0079] Step 104, after receiving the registration information of the assisted driving terminal, the logical control server initiates a protective distance warning for the train represented by the terminal, including: one-station two-section control, the system searches and checks whether there are other trains running within one station and two sections ahead of the current train position, and warns the driver in advance to stop for confirmation; single-vehicle control in the operating area, mainly to control the clearance of resources in front of the destination of the engineering vehicle, to prevent the engineering vehicle from running at risk without train control protection; turnout status control, focusing on monitoring the real-time status of the turnout in two consecutive sections behind the authorized signal, to prevent the engineering vehicle from mistakenly running through the signal; red light running control, mainly to provide logical control for the potential behavior of crossing the prohibited signal during the on-track operation of the train, and immediately issue an emergency alarm once it occurs.

[0080] Step 105, after receiving the registration information of the auxiliary driving terminal, the logic card control server starts the operation monitoring of the train represented by the terminal, including: monitoring the status of the operating equipment, and closing the relevant display in time once the interface server crashes; monitoring the construction time, and once it is found that the running time is about to turn into the operating time, it will automatically close the buffer after early warning; it can also be linked with the optional obstacle detection system to give a real-time warning of the operation risk of the section according to the result of the obstacle detection; it can also be linked with the traction power supply system to give a real-time warning of the operation risk of the non-power outage area, etc.

[0081] Step 106, the logic control server and the auxiliary driving terminal ensure the real-time and effectiveness of the interactive information of the entire device through periodic interaction and collaboration, assist the engineering vehicle driver to timely identify the risks of the operation process, and complete the three-dimensional "vehicle-track-electricity" and personnel risk control with the help of the rail transit signal system, traction power supply system and obstacle detection system;

[0082] The display interface of the subway engineering vehicle auxiliary safety driving system mainly includes four components: a station map display area, an operation task display area, a warning information display area and an equipment working status display area;

[0083] The station map display area of ​​the display interface mainly displays all the status information of the double-view signal system, focusing on the important driving status of the signal system such as the running status of the online train, the status of the signal machine, the status of the turnout, the status of the route and the status of the traction power supply;

[0084] The operation task display area of ​​the display interface is mainly used by the dispatcher of the control center to authorize the construction vehicles to run to the safe station in advance according to the current train operation situation. Subsequently, according to the operation situation of the passenger train, the construction vehicles will be gradually promoted to improve the construction efficiency.

[0085] The warning information display area of ​​the display interface is mainly based on the actual operating position of the tracked train and the warning information calculated by the background server, which is displayed and read aloud, so that the construction vehicle drivers can understand the operating risks ahead in advance and take protective measures.

[0086] The device status display area of ​​the display interface mainly displays the current time, the current device operating status, the operating status of the background server and other equipment operating information; when a device operating failure is detected, the current terminal will promptly interrupt the display of each area to remind the driver that there is no reference information at present;

[0087] See also Figure 4 As shown, the subway engineering vehicle auxiliary safety driving system mainly guards against the following risks: risks during train operation, risks of trackside equipment and risks of cooperating construction personnel.

[0088] The main risks of train operation to be prevented are as follows: risk reminder of train speeding. When a construction vehicle is detected to be speeding, an early warning reminder will be issued immediately; train overrun signal reminder. The background server will determine whether the train has an overrun signal based on the current signal status. Once an overrun signal occurs, an alarm will be issued immediately; the risk of equipment falling is mainly to give voice reminders before leaving the station, give voice reminders before entering the station, confirm the equipment wrapping status in advance, avoid intrusion and other risk reminders;

[0089] The risks of trackside equipment to be prevented are mainly as follows: monitor the status of the trackside screen doors, turnouts, track authorization, etc., monitor whether the area is a curve, uphill or downhill area, and remind the driver in advance; it will also remind safety according to the traction power supply status of the current operating area;

[0090] The main risks to construction workers to be prevented are as follows: construction workers on the platform need to be reminded in advance that construction vehicles are about to enter the station, and pay attention to arranging personnel to communicate and confirm with the station in advance; section personnel, if there are construction workers arriving early at the construction site, need to remind the drivers of the construction vehicles to slow down in advance and strengthen lookout; passengers on the vehicle need to be reminded to pay attention to the bandaging of the accompanying equipment to ensure the safety of the passengers.

[0091] The optional integrated obstacle detection system is used to assist in detecting obstacles in the section. Once an abnormality is detected in the section, the assisted driving system should generate an alarm in time to remind the driver to slow down and confirm to ensure driving safety;

[0092] The final risk protection response table of the subway engineering vehicle auxiliary safety driving system of the present invention is shown in Table 1, which is mainly as follows:

[0093] Table 1

[0094]

[0095] The risk protection and response table first analyzes the participants, mainly including the construction trains operating in the section, the trackside equipment in the running line and the construction personnel on site;

[0096] The risk protection response table further analyzes the operating scenario risks identified by various objects during operation, and explains the risks and current protection methods in detail, and analyzes the protection results that can be achieved by current auxiliary safe driving item by item, and clarifies the corresponding functional configuration requirements item by item;

[0097] In summary, the subway engineering vehicle auxiliary safety driving system of the present invention reduces the driving risk of engineering vehicle drivers by connecting on-site equipment in series, dynamically tracking card control, and central driver interaction, and simplifies the protective work content of the dispatcher. On the basis of ensuring safety, the safety of on-site operation of engineering vehicles is improved through auxiliary driving safety card control warning; the operation safety between on-site personnel and other trains is improved through auxiliary driving safety card control warning; through the overall control of the driver, the overall control requirements of the central dispatcher are reduced, and more engineering vehicles can be supported. The online operation. Finally, the safety conditions of multiple engineering vehicles entering different construction areas at the same time and engineering vehicles entering the main line in advance are achieved, which greatly reduces the construction preparation time, improves construction safety, and improves the efficiency of night construction.

[0098] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A subway engineering vehicle auxiliary safety driving system, characterized in that: include: The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle; The on-board auxiliary driving display terminal of the construction vehicle is connected to the construction vehicle protection logic interface server to provide auxiliary information to the driver of the construction vehicle, guide the driver of the construction vehicle to work in different areas in advance and cooperate with the confirmation of the operation command issued by the control center; The engineering vehicle construction protection logic interface server includes: The authorization management module is used to authorize the on-board auxiliary driving display terminal of the construction vehicle, including limiting the connected terminal and the connection time; The station display module is used to display the current signal system equipment status and traction power supply status of the entire line; The interface management module is used to check the interface connection status of each device in real time, perform authorization verification and timeout judgment periodically, and interrupt the relevant interface connection in time if an abnormality is found; The protection card control module is used to track the entire operation process of the engineering vehicle in real time according to the current operation position of the engineering vehicle and the operation task of this construction, and to issue early warning reminders to assist the engineering vehicle driver to operate safely on track; The data management module is used to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and prompt plans, and make forecasts in advance according to the running location of the train; Electronic task module, used to realize the electronic interaction between the control center and the on-board auxiliary driving display terminal of the construction vehicle to carry out operation tasks; The equipment maintenance module is used for maintenance personnel to understand the operating status of the equipment in a timely manner.

2. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: The on-board auxiliary driving display terminal of the engineering vehicle construction includes: The global display module is used to display the status of surrounding online devices starting from the current train position; The alarm display module is used to display the monitoring information sent by the engineering vehicle construction protection logic interface server in real-time text superimposed voice to remind the engineering vehicle driver of the potential risks ahead.

3. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: The engineering vehicle construction protection logic interface server first completes the deployment and software startup, and then completes the loading of the full-line operation plan and the authorized equipment data according to the static data configuration; after successful loading, it establishes a connection with the fully automatic train monitoring system to obtain the equipment status of the signal system and the traction power supply equipment status of the entire line; finally, it waits for the connection request from the on-board auxiliary driving display terminal of the engineering vehicle construction.

4. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: After the engineering vehicle construction vehicle-mounted assisted driving display terminal is powered on, it sends a registration request to the engineering vehicle construction protection logic interface server. After the registration is successfully completed, the engineering vehicle construction protection logic interface server sends a global display of the station to locate the position of the vehicle, and simultaneously displays the status of the surrounding signal equipment; it simultaneously loads the operation task information issued by the control center and displays related alarm information and equipment operation status information.

5. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: After receiving the registration information of the on-board auxiliary driving display terminal of the construction vehicle, the engineering vehicle construction protection logic interface server automatically sends the global display of the station, operation task information, equipment status information and warning information, and initiates relevant prevention and control warnings for the train represented by the on-board auxiliary driving display terminal of the construction vehicle, including approach warnings, protection distance warnings and operation monitoring. When the position of the running engineering vehicle changes, a new prevention and control warning is calculated synchronously.

6. The subway engineering vehicle auxiliary safety driving system according to claim 5 is characterized in that: The approach warning is specifically: the focus is on calculating and forecasting the predicted risks in advance during the driver's driving process, wherein the approach warning includes the approach warning of the switch area, the approach warning of the platform, the approach warning of the curve and the approach warning of the slope; The protection distance warning includes one-station two-section control, single-vehicle control in the operation area, turnout status control and red light running control; The operation monitoring includes monitoring the operating equipment status and monitoring the construction time.

7. The subway engineering vehicle auxiliary safety driving system according to claim 6 is characterized in that: The operation monitoring is linked with an optional obstacle detection system to provide a real-time warning of operation risks in the section based on the results of obstacle detection; or the operation monitoring is linked with a traction power supply system to provide a real-time warning of operation risks in non-power outage areas.

8. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: The engineering vehicle construction protection logic interface server and the engineering vehicle construction on-board auxiliary driving display terminal ensure the real-time and effectiveness of the interactive information of the entire equipment through periodic interaction and collaboration, and assist the engineering vehicle driver to timely identify the risks of the operation process.

9. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: The on-board auxiliary driving display terminal of the engineering vehicle construction includes: The station diagram display area is used to display all status information of the signal system, including the running status of online trains, signal machine status, turnout status, route status and traction power supply status; The operation task display area is used by the dispatcher in the control center to authorize the construction vehicle to run to a safe station in advance according to the current train operation situation; The warning information display area is used to display and voice read the warning information calculated based on the actual running position of the tracked train and the received backend server; The device status display area is used to display the current time, the current device operating status, and the operating status information of the background server; when a device operating failure is detected, the display screen of each area is interrupted in time.

10. The subway engineering vehicle auxiliary safety driving system according to claim 1, characterized in that: The risks guarded by the engineering vehicle construction protection logic interface server include risks during train operation, risks of trackside equipment and risks of cooperating construction personnel.

11. The subway engineering vehicle auxiliary safety driving system according to claim 10, characterized in that: The engineering vehicle construction protection logic interface server has a risk protection response table, which analyzes the participating objects and the operating scenario risks identified by each object during the operation process, and compares and details the risks that arise and the current protection methods, and analyzes the protection results that can be achieved by the current assisted safe driving item by item.

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