Integrated intelligent train operation system overall architecture

Abstract

The application discloses an integrated intelligent train operation system overall architecture, which comprises a vehicle-mounted device, the vehicle-mounted device comprising a left brain subsystem and a right brain subsystem; an ATS subsystem, which is used for cooperating with an OC subsystem and the vehicle-mounted device to complete real-time monitoring on train operation; the OC subsystem, which is used for resource management of the train, receives commands of the right brain subsystem and the ATS subsystem to provide resources for the train; the left brain subsystem is used for integrating and fusing ATO and TCMS functions, realizing train operation automatic control, vehicle control and supervision functions; and the right brain subsystem is used for train autonomous speed and distance measurement, management of driving resources and interaction with the OC subsystem. The application realizes deep fusion of ATO and TCMS, realizes system light weight, integration and intelligence, enriches interactive information of the vehicle and the signal, optimizes vehicle network layout architecture and interfaces between the subsystems, reduces system complexity and improves train performance and reliability.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to an integrated intelligent train operation system overall architecture. BACKGROUND

[0002] Traditional vehicles all adopt a distributed structure, connecting each subsystem to the TCMS system, which not only causes a large amount of data communication on the vehicle bus, making the vehicle bus occupancy rate high, but also causes a large number of physical interfaces and logical relationships in software to be loaded on the devices of each subsystem. With the wide application of full-automatic unmanned driving technology, the vehicle has higher and higher requirements for the functions of each system, while the device installation space is becoming less and less.

[0003] Traditional signal control functions are realized under the ATP protection, with the ATO taking the recommended speed as the control target and the actual train speed as the control parameter. Since the signal and the vehicle have less interactive information, the control process is difficult to obtain the train traction / braking capacity and working state in real time, and the train is a large inertia system, which leads to a long cycle of closed-loop control, control reaction lag, and problems such as over-traction (or under-traction), over-braking (or under-braking), and low precision of fixed-point parking during train interval operation and station parking.

[0004] During engineering implementation, the coordination and debugging of the vehicle and the signal are important contents of the field EMU debugging. Due to the lack of mutual understanding and interactive information between the two parties, the field debugging of the ATO control, parking precision, and electric-air conversion functions consumes a large amount of manpower and material resources, directly affecting the time node and quality of the line opening.

[0005] Therefore, the fusion of the vehicle and the signal is beneficial to improve the signal system control strategy, shorten the system debugging time, improve the reliability and availability of the whole vehicle, and reduce costs and increase efficiency. SUMMARY

[0006] The purpose of the present application is to provide an integrated intelligent train operation system overall architecture, realizing the deep fusion of ATO and TCMS.

[0007] In order to solve the above technical problems, the present application provides the following technical scheme: an integrated intelligent train operation system overall architecture, comprising:

[0008] A vehicle-mounted device, the vehicle-mounted device comprising a left brain subsystem and a right brain subsystem;

[0009] An ATS subsystem, the ATS subsystem being configured to cooperate with an OC subsystem and the vehicle-mounted device to complete real-time monitoring of train operation;

[0010] An OC subsystem is used for resource management of the train, receives commands of the right brain subsystem and the ATS subsystem to provide resources for the train;

[0011] The left brain subsystem fusion platform is used for integrating and fusing ATO and TCMS functions, and realizes train operation automatic control, vehicle control and supervision functions.

[0012] The right brain subsystem is used for autonomous speed and distance measurement of the train, management of driving resources, and interaction with the OC subsystem.

[0013] Further, the vehicle-mounted device further comprises a Beidou subsystem, which is used for realizing speed positioning of the train and transmitting acquired position and speed information to the right brain subsystem.

[0014] Further, the vehicle-mounted device further comprises a secondary radar subsystem, and the right brain subsystem communicates with the ground through the secondary radar subsystem to maintain full-automatic operation of the train.

[0015] The secondary radar subsystem comprises a trackside device and a vehicle-mounted secondary radar unit.

[0016] Further, a beacon reader is further included, which is arranged at the head and tail of the train and is used for reading trackside beacon information, and the right brain subsystem acquires the trackside beacon information read by the beacon reader.

[0017] Further, a visual inertial navigation device is further included, which is arranged at the head and tail of the train, and is used for collecting real-time train speed data and train running mileage information based on a reference point and transmitting the data to the right brain subsystem.

[0018] Further, a speed sensor is further included, which is used for collecting real-time train speed and transmitting the speed to the right brain subsystem.

[0019] Further, the left brain subsystem adopts a dual-machine hot-standby redundancy architecture.

[0020] Further, the right brain subsystem adopts a two-by-two voting redundancy architecture.

[0021] Further, the OC subsystem comprises:

[0022] An OC host, which adopts a two-by-two voting redundancy architecture;

[0023] An IO control unit, which adopts a two-by-two voting redundancy architecture.

[0024] Compared with the prior art, the present application has the following beneficial effects:

[0025] 1. By realizing the deep fusion of ATO and TCMS, the system is more lightweight, integrated and intelligent; the interactive information of vehicle and signal is enriched, the vehicle network layout architecture and the interface between subsystems are optimized, the system complexity is reduced, and the train performance and reliability are improved.

[0026] 2. The secondary radar subsystem, Beidou subsystem, visual inertial device and other autonomous sensing devices are added, which can facilitate the reduction of trackside equipment and the high integration of on-board equipment; the right brain subsystem obtains the speed sensor, beacon reader, Beidou subsystem, secondary radar subsystem and visual inertial device to collect speed and positioning information, and realizes the autonomous sensing of train position; in actual projects, the speed and positioning function module can be flexibly configured according to the actual needs of the project.

[0027] 3. The system cancels the axle counting and signal device, and realizes the backup management under the condition of train degradation or failure by using the secondary radar subsystem. BRIEF DESCRIPTION OF DRAWINGS

[0028] The accompanying drawings are included to provide a further understanding of the present application, and constitute a part of the specification, illustrate the present application and explain the principles of the present application, and do not constitute a limitation of the present application. In the drawings:

[0029] Figure 1 is the system architecture diagram of the present application. DETAILED DESCRIPTION

[0030] The technical solutions in the embodiments of the present application will be described clearly and completely below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0031] First, the terms involved in the present specific embodiment are explained as follows:

[0032] ATS: Train Automatic Supervision System

[0033] ATO: Train Automatic Operation System

[0034] ATP: Train Automatic Protection

[0035] OC: Target Controller

[0036] TCMS: Train Control and Management System

[0037] LTE: Long Term Evolution

[0038] RTK: Carrier Phase Difference Technology

[0039] The application provides a technical scheme: an integrated intelligent train operation system overall architecture, comprising a vehicle-mounted device, an OC subsystem, an ATS subsystem, a speed sensor, a visual inertial navigation device and a beacon reader; the vehicle-mounted device is composed of a left brain subsystem, a right brain subsystem, a Beidou subsystem and a secondary radar subsystem; the ATS subsystem is used for completing real-time monitoring of train operation in cooperation with the OC subsystem and the vehicle-mounted device; the OC subsystem is used for resource management of the train, receives commands of the right brain subsystem and the ATS to provide resources for the train; the left brain subsystem is used for realizing automatic control of train operation and vehicle control and supervision functions; and the right brain subsystem is used for autonomous speed and distance measurement of the train, management of driving resources and interaction with the OC subsystem.

[0040] The left brain subsystem is used for integrating ATO and TCMS functions and realizing fusion of ATO and TCMS; the left brain subsystem adopts a dual-machine hot backup redundant architecture and automatically switches when a fault occurs; the left brain subsystem comprises a fusion platform, the fusion platform includes two control board cards of a main control board and a co-control board, the main control board realizes SIL2 function of VCU and also realizes ATO function; the co-control board mainly bears SIL0 function separated from VCU; the fusion platform adopts two communication boards, one of which is used for realizing communication function between the right brain subsystem of a local train and the right brain subsystem of a remote train, and the remaining one is used for realizing TCMS network function; the fusion platform further includes a digital quantity output board and a digital quantity input board, the digital quantity output board provides dry contact output ends of a vehicle, one digital quantity output board is configured with one interface board; the digital quantity input board collects switch quantity signals in the vehicle as input data during fusion, and two digital quantity input boards are configured with one interface board; the left brain subsystem is used for realizing fusion of algorithm function, software code function, door control function, direction control and the like.

[0041] The left brain subsystem is used for algorithm function fusion; before ATO and TCMS are fused, there are vehicle control boundaries and software and hardware information interaction boundaries, resulting in long control logic link of ATO to the train, single control algorithm mainly through speed feedback adjustment, long debugging time and great debugging difficulty, and difficult improvement of ATO precise train control effect; after ATO and TCMS are fused, the left brain subsystem acquires real-time state of a traction / braking system, real-time load, real-time idling / slip state, real-time traction / braking force size of the traction system and real-time braking force size of the air braking system, and controls the output value size of ATO in advance, reduces control lag caused by only taking the speed value as a reference in previous projects, makes the control of ATO more accurate, and avoids occurrence of over traction and over braking.

[0042] The left brain subsystem is used for software code function fusion; since the TCMS and the ATO belong to different systems, the hardware and software architecture are completely different; the ATO and the TCMS are fused, the software codes of related control functions are all written by using the same platform, the related control programming efficiency, the ATO and the TCMS control vehicle function debugging efficiency can be significantly improved, the related control function data can be conveniently downloaded and comprehensively analyzed, the fault reasons of the related control functions can be quickly found, and finally the reliability and stability of the system can be improved.

[0043] The left brain subsystem is used for vehicle door control function fusion; before fusion, the ATO controls the vehicle door and the train control vehicle door boundary is obvious, and the logic and circuit are complex; the fusion platform is arranged in the left brain subsystem, the fusion platform uniformly collects door opening and closing instructions; when the fusion platform is normal, the fusion platform determines whether to send the door opening and closing instructions according to the door mode switch, signal mode and button collection information state; when the fusion platform is in a fault state, the door is directly opened and closed through a hard-wire loop, and the vehicle door control logic and circuit are simplified.

[0044] The left brain subsystem is used for direction control fusion; before fusion, the ATO system separately outputs traction and braking instructions; after fusion, the fusion platform controls the train to run at a recommended speed, simultaneously considers train traction authorization, train speed limit and the fusion platform outputs control commands to the vehicle traction and braking system through data flow, and the traction and braking control instructions output before fusion are safer and more reliable.

[0045] The left brain subsystem is used for direction control fusion traction and braking instruction control fusion; before fusion, the ATO system separately outputs traction and braking instructions; after fusion, the fusion platform controls the train to run at a recommended speed, simultaneously considers train traction authorization, train speed limit and the fusion platform outputs control commands to the vehicle traction and braking system through data flow, and the traction and braking control instructions output before fusion are safer and more reliable.

[0046] The fusion platform simultaneously contains an AOM master control board, which is used for realizing train automatic wake-up and automatic sleep; the AOM master control board communicates with the right brain subsystem and the ATS subsystem through the vehicle network and LTE.

[0047] The right brain subsystem adopts a two-by-two voting redundancy architecture; the right brain subsystem communicates with the left brain subsystem through Ethernet, and sends speed, direction, movement authorization end point, car stopping information, next station running level and other information to the left brain subsystem; the left brain subsystem sends recommended speed, jump stop state, traction / braking state, remaining time before departure, vehicle state and other information to the right brain subsystem.

[0048] Meanwhile, the right brain systems of adjacent trains can exchange information, i.e., each right brain system can receive the position, speed and running state of its adjacent right brain system and send the position, speed and running state of the train to the right brain system of the adjacent train; each right brain system receives the right brain system of the opposite end train, receives the position, speed and running state information sent by the right brain system of the opposite end train, and sends the position, speed, end change command and running state information of the train to the right brain system of the opposite end train.

[0049] The on-board device further comprises an HMI, the right brain system sends train speed, direction, emergency braking state, door / platform door state, target speed / distance and other information to the HMI through the left brain system, and the HMI sends daily inspection and other command information to the right brain system.

[0050] An ATS subsystem is configured to cooperate with the OC subsystem and the on-board device to complete real-time monitoring of train operation; the ATS subsystem communicates with the right brain system of the train through a train-ground wireless network; the right brain system sends train speed, direction, driving mode and conflict checking to the ATS subsystem, and the ATS subsystem sends an operation plan and a train adjustment command to the right brain system.

[0051] A speed sensor is installed at the axle end, motor and other parts of the train, and is configured to collect train speed in real time and transmit the train speed to the right brain system, i.e., the right brain system acquires the current speed of the train through the speed sensor.

[0052] The visual inertial navigation device is arranged at the head and tail end of the train, and the right brain system of the train uses the visual inertial navigation device to realize position and speed detection of the train; the visual inertial navigation device is configured to collect train speed data and train running mileage information based on a reference point in real time and transmit the train speed data and the train running mileage information to the right brain system, so that the right brain system can acquire the current speed and position information of the train; when the speed sensor or the visual inertial navigation device normally collects and acquires speed information, the right brain system acquires the information collected by the speed sensor or the visual inertial navigation device to realize real-time acquisition of the speed of the train.

[0053] A beacon reader is arranged at the head and tail end of the train and is configured to read trackside beacon information; the beacon reader communicates with the right brain system of the train through a serial port, and the right brain system acquires the trackside beacon information read by the beacon reader; the trackside beacon is written with the line and mileage position of the current position, when the train passes through the trackside beacon, the beacon reader obtains the valid message of the trackside beacon, the right brain system acquires the valid message, and updates the position information of the train with the position information to correct the key position.

[0054] The Beidou subsystem is used to realize speed positioning of the train, and the right brain subsystem acquires position and speed information of the train collected by the Beidou subsystem. Specifically, the Beidou subsystem includes a Beidou on-board unit, one set of the Beidou on-board unit is arranged at the head and tail of the train, and the Beidou on-board unit includes an on-board antenna, a feeder and a terminal. In addition, the Beidou subsystem further includes an RTK base station device and a satellite device, and the speed positioning of the train is based on navigation of the satellite device, the satellite signal is received through the on-board antenna, and the speed positioning of the train itself is realized.

[0055] The secondary radar subsystem includes a trackside device and a vehicle-mounted secondary radar unit. The vehicle-mounted secondary radar unit includes a vehicle-mounted radar module and a logic operation unit. The speed positioning function of the secondary radar subsystem is mainly completed by the vehicle-mounted secondary radar unit and trackside radar base station measurement and calculation. TOF (Time of Flight) algorithm is used between each vehicle-mounted secondary radar unit to realize point-to-point distance measurement function. Based on the physical coordinates of the trackside radar base station and the electronic map of the line, the actual position of the train on the track during the running process is accurately calculated. The relative distance between the vehicle-mounted secondary radar unit and the trackside radar base station can be calculated by using the TOF algorithm. Combined with the train speed data obtained by the right brain subsystem and the train running mileage information based on the reference point, the real-time position and speed of the train are calculated. At the same time, the trackside radar base station realizes real-time measurement of the relative distance with the train by using the TOF algorithm.

[0056] The secondary radar subsystem is also used to realize backup management under the condition of train degradation or failure. The secondary radar subsystem further includes a central radar server and a vehicle-mounted radar perception module. The central radar server uses a two-out-of-two safety platform and interfaces with the OC subsystem and the ATS subsystem to jointly complete safe operation under train failure and degradation.

[0057] The trackside device includes a trackside radar base station, a radar antenna and a communication interface conversion module. A set of radar base station and radar antenna is arranged every certain distance on one side of the train running line to realize full coverage of radar waves on the whole line. The communication interface conversion module is arranged to access the DCS wired network and communicate with the central radar server.

[0058] When the LTE fails, continuous train-ground wireless communication can be realized through the secondary radar subsystem. The right brain subsystem communicates with the ground through the secondary radar subsystem to maintain full automatic operation of the train. The secondary radar system interacts with the ground equipment to realize real-time supervision and control of the degraded train and can provide continuous movement authorization information for the degraded train to ensure safety protection and operation efficiency during degradation.

[0059] The train position calculated by the on-board secondary radar unit and the trackside radar base station is reported to the central radar server, the central radar server integrates the positions calculated by the trackside radar base stations, and sends the positions to the OC subsystem together with the position of the on-board secondary radar unit, the OC subsystem uses the position calculated by the on-board secondary radar unit as the safe position of the train; when the right brain subsystem of the train fails or loses communication, the right brain subsystem cannot calculate the position of the train according to the on-board secondary radar unit, the OC subsystem uses the position integrated by the central radar server as the safe position of the train, and sets a safety protection zone for the train according to the position, and cancels the axle counting device in the traditional system, thereby simplifying the arrangement of the trackside devices.

[0060] The OC subsystem and the right brain subsystem of the train communicate through the train-ground wireless network, the right brain subsystem sends driving resource application, trackside device operation command and other information to the OC subsystem, and the OC subsystem sends resource application state, trackside device state, protection zone, car stopping and other information to the right brain of the train.

[0061] The OC subsystem includes an OC host and an IO control unit, the IO control unit is used to collect the state of the trackside device and drive the trackside device to act; the OC host adopts a two-out-of-two redundant safety computer platform, two sets of four CPUs form a two-by-two two-out-of-two system; the OC host receives the trackside signal device state transmitted by the IO control unit and the resource application and trackside device operation command transmitted by the right brain subsystem; the OC host transmits the action command of the trackside signal device to the IO control unit and transmits the resource state feedback to the right brain subsystem.

[0062] The OC subsystem further includes a power module and a communication interface module, the power module provides stable and reliable working power for the IO control unit and has a lightning and surge protection function; the communication interface module provides an external communication interface for the OC subsystem, including the ATS subsystem, the left brain subsystem, the right brain subsystem, the adjacent OC subsystem and the like.

[0063] The right brain subsystem acquires the speed measurement and positioning information collected by the speed sensor, the beacon reader, the Beidou subsystem, the secondary radar subsystem and the visual inertial navigation device, can fuse the train speed and position information, and thus autonomously perceives the position of the train; in actual projects, the speed measurement and positioning function modules can be flexibly configured according to actual project requirements; the continuous high-precision train positioning of the train speed measurement / positioning, the flexible combination of sensing devices, the adaptive adjustment of algorithms in different operation scenarios, the redundancy and safety of the positioning system under the condition of partial sensing device failure, the improvement of the overall availability, reliability and safety of the speed measurement / positioning, and the solving of the constraints in the traditional single sensor are achieved.

[0064] Finally, it should be noted that the above only describes the preferred embodiments of the present application and is not intended to limit the present application. Although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art will appreciate that the technical solutions described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalent ones. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. An integrated intelligent train operation system overall architecture, characterized in that, Comprise: Vehicle-mounted equipment, the vehicle-mounted equipment includes left brain subsystem, right brain subsystem; ATS subsystem, the ATS subsystem is used for completing real-time monitoring of train operation with the cooperation of OC subsystem, vehicle-mounted equipment; OC subsystem, the OC subsystem is used for resource management of train, receiving the command of right brain subsystem and ATS subsystem to provide resources for train; The left brain subsystem includes fusion platform, the fusion platform integrates and fuses ATO and TCMS functions, including algorithm function fusion, software code function fusion, door control function fusion, direction control fusion, direction control traction, brake instruction control fusion, for realizing train operation automatic control, vehicle control and supervision function; The right brain subsystem is used for train autonomous speed measurement and distance measurement, management of traffic resources, and interaction with OC subsystem; The vehicle-mounted equipment also includes Beidou subsystem, which is used to realize train speed positioning and transmit the acquired position and speed information to the right brain subsystem; The vehicle-mounted equipment also includes secondary radar subsystem, which realizes backup management under train degradation or fault condition; After LTE failure, continuous train-ground wireless communication is realized through the secondary radar subsystem, the right brain subsystem communicates with the ground through the secondary radar subsystem, which is used to maintain train full automatic operation; The secondary radar system interacts with the ground equipment to realize real-time supervision and control of degraded train; It also includes beacon reader, visual inertial navigation equipment, speed sensor, the right brain subsystem acquires speed sensor, beacon reader, Beidou subsystem, secondary radar subsystem, visual inertial navigation equipment, speed measurement and positioning information collected by the right brain subsystem, for fusion of train speed and position information. 2.The integrated intelligent train operation system architecture of claim 1, wherein: The secondary radar subsystem includes trackside equipment and vehicle-mounted secondary radar unit. 3.The integrated intelligent train operation system architecture of claim 1, wherein: The beacon reader is arranged at the head and tail of the train, and is used to read trackside beacon information; The right brain subsystem acquires the trackside beacon information read by the beacon reader, and is used to update the position information of the train.

4. The integrated intelligent train operation system architecture of claim 1, wherein: The visual inertial navigation equipment is arranged at the head and tail of the train, and the visual inertial navigation equipment is used to collect train speed data and train running mileage information based on reference point in real time and transmit to the right brain subsystem. 5.The integrated intelligent train operation system architecture of claim 1, wherein: The speed sensor is used to collect train speed in real time and transmit to the right brain subsystem. 6.The integrated intelligent train operation system architecture of claim 1, wherein: The left brain subsystem adopts double machine hot standby redundancy architecture. 7.The integrated intelligent train operation system architecture of claim 1, wherein: The right brain subsystem adopts two by two voting redundancy architecture. 8.The integrated intelligent train operation system architecture of claim 1, wherein: The OC subsystem comprises: OC host, the OC host adopts two by two voting redundancy architecture; IO control unit, the IO control unit adopts two by two voting redundancy architecture.

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