Urban rail transit full-automatic operation comprehensive practical training system

Abstract

The invention discloses an urban rail transit full-automatic operation comprehensive practical training system, and relates to the technical field of rail transit practical training, and the system comprises a full-automatic operation dispatching center operation area which is provided with a dispatching monitoring large screen, a driving dispatching simulation work station, a teacher terminal and management system, a vehicle depot dispatching simulation work station, and a vehicle dispatching simulation work station; the full-automatic operation driving operation area is provided with a simulation train body, a virtual train terminal, a simulation training system, a teacher machine and a simulation driving device; the full-automatic operation station operation area is provided with a virtual IBP disk, a virtual CCTV monitoring system and a broadcasting system. The system can be used for training and examining trainees at each post in an urban rail full-automatic operation unmanned driving system, so that the trainees can comprehensively understand and master the structure of the unmanned driving signal system, and understand knowledge in the aspects of dispatching center equipment, station control room equipment, signal equipment, composition of vehicles and bridge equipment, working principles, operation methods and the like.

Description

Technical Field

[0001] The present application relates to the field of rail transit training technology, and in particular to a comprehensive training system for fully automatic operation of urban rail transit. Background Art

[0002] By the end of 2022, 29 cities in mainland my country had fully automated urban rail systems in operation, under construction, or planned, covering a total of 88 lines and a network spanning 2,624.73 kilometers. Of these, 36 lines were already in operation, totaling 935.17 kilometers. Twenty-one cities were constructing fully automated rail systems, totaling 42 lines and 1,354.76 kilometers. A growing number of cities are already adopting fully automated operation for new rail lines, and many are considering or are in the process of upgrading existing lines to fully automated systems. The next decade will be a golden period for the rapid development of my country's fully automated urban rail system.

[0003] The fully automatic operation system, based on modern computer, communications, control, and system integration technologies, consists of signaling, rolling stock, integrated monitoring, communications, platform doors, and other equipment related to train operation, automating the entire train operation process. Key functions include automatic matching of driving plans, automatic train wake-up and self-inspection, automatic train entry and exit, automatic matching of train operating conditions, automatic train operation and stops, automatic opening and closing of train and platform doors, automatic alignment and isolation of train and platform doors, detection of people and objects trapped by train and platform doors, automatic train reversal, automatic alignment of train stops, automatic linkage with train arrest and skipping, automatic dissemination and broadcasting of PIS (Passenger Information System) information, automatic linkage with onboard CCTV (Closed-Circuit Television System), real-time online transmission and diagnosis of operational and fault information, automatic return of trains to depot and hibernation, and automatic car washes.

[0004] Fully automated lines differ from existing lines in several key areas: 1. New operating concepts and rules; 2. Gradual transition and accumulation of experience; 3. System integration and greater collaboration. Clearly, fully automated systems differ significantly from existing systems, placing new demands on operators and managers in various areas, such as urban rail driving, dispatching, and station operations. Consequently, these personnel need to be trained in the requirements of fully automated systems. However, no practical training system currently exists that can fully meet the comprehensive training requirements for fully automated systems. Summary of the Invention

[0005] The embodiments of the present application provide a comprehensive training system for fully automatic operation of urban rail transit, which is used to solve the problem that the training systems in the prior art cannot meet the comprehensive training needs of fully automatic operation lines.

[0006] The present application provides a comprehensive training system for fully automatic operation of urban rail transit, including: The fully automatic operation dispatching center operation area is equipped with a dispatching monitoring screen, a train dispatching simulation workstation, an instructor terminal and management system, a depot dispatching simulation workstation, and a vehicle dispatching simulation workstation. The dispatching monitoring screen simulates and displays the real-time status of the line. The train dispatching simulation workstation is used to monitor mainline equipment, trains, equipment operation, operation adjustments, and alarms. The instructor terminal and management system provide information on the working and operating status of equipment in each simulation operation area, helping instructors fully control the trainee training process, scenario, and fault simulation. The depot dispatching simulation workstation is used to centrally monitor and control fully automatic trains within the depot and edit train entry and exit plans on the depot ATS (Automatic Train Monitoring System) workstation. The vehicle dispatching simulation workstation monitors the working status of all vehicles operating online and parked in the depot, monitors fault alarms and disaster alarms issued by all vehicles on the line, remotely controls and initializes vehicle equipment, and performs emergency response to vehicle failures. The fully automatic driving operation area is equipped with a simulated vehicle body, a virtual train terminal, a simulation training system, a teacher computer, and a simulated driver. The simulated vehicle body is equipped with the same internal structure and facilities as a real train, including complete operation control and display equipment. The virtual train terminal is used to simulate the operation or movement of train equipment outside the main cab in the form of a three-dimensional virtual train, and provides interactive troubleshooting and emergency accident handling functions. The simulation training system is used to train students in multiple scenarios. The teacher computer is used for monitoring management, course management, performance management, data analysis, teaching resources and instructor information, and system log management. The simulated driver is used to simulate the urban rail vehicle cab indoors, completing the simulation of urban rail vehicle driving operations, forward vision, sound, and communication. The fully automatic station operation area is equipped with a virtual IBP (integrated backup disk), a virtual CCTV monitoring system, and a broadcasting system. The virtual IBP is installed in the station's integrated control room. When a communication failure occurs at the central level or a human-machine interface failure occurs at the station level, the virtual IBP supports the station's monitoring and control functions. The virtual CCTV monitoring system is used to simulate failures and emergencies. The broadcasting system is used to implement manual broadcasting and automatic broadcasting of train arrivals.

[0007] The comprehensive training system for fully automatic operation of urban rail transit in this application has the following advantages: The system focuses on "teaching, learning, and practicing," building a practical training system based on the working processes and scenarios of the fully automatic operation system. The training venue is constructed according to real work scenarios, simulated equipment and interfaces, and authentic operational processes, meeting the requirements of students' training and work environment simulation. It can be used to train and assess positions such as train dispatchers (including ring and vehicle dispatchers), station attendants, signal maintenance personnel, and onboard safety officers (replacing drivers) in the fully automatic operation of urban rail unmanned driving systems. This enables trainees to fully understand and master the structure of the unmanned signal system, and gain knowledge of the composition, working principles, and operating methods of dispatching center equipment, station control room equipment, signal equipment, vehicles, and driver's console equipment. Through practical training, they can master the working scenarios of the fully automatic operation system and develop applied skills such as equipment maintenance, fault identification, and troubleshooting. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0009] Figure 1 This is a schematic diagram of the site layout of the comprehensive training system for fully automatic operation of urban rail transit provided in one embodiment of the present application.

[0010] Figure 2 A schematic diagram of the site layout of a comprehensive training system for fully automatic operation of urban rail transit provided in another embodiment of the present application. DETAILED DESCRIPTION

[0011] The following will be combined with the drawings in the embodiments of this application to clearly and completely describe the technical solutions in the embodiments of this application. Obviously, the embodiments described are only part of the embodiments of this application, not all of the embodiments. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of this application.

[0012] Figure 1-2 This is a schematic diagram of the composition of the urban rail transit fully automatic operation comprehensive training system provided in the embodiment of the present application. The embodiment of the present application provides a comprehensive training system for the urban rail transit fully automatic operation, including: The fully automatic operation dispatching center operation area is equipped with a dispatching monitoring screen, a train dispatching simulation workstation, an instructor terminal and management system, a depot dispatching simulation workstation, and a vehicle dispatching simulation workstation. The dispatching monitoring screen is used to simulate and display the real-time status of the line. The train dispatching simulation workstation is used to monitor mainline equipment, trains, equipment operation, operation adjustments, and alarms. The instructor terminal and management system are used to provide equipment working and operating status information in each simulation operation area, helping instructors to fully control the trainees' practical training, scenario, and fault simulation training process. The depot dispatching simulation workstation is used to centrally monitor and control fully automatic trains within the depot and edit train entry and exit plans on the depot ATS workstation. The vehicle dispatching simulation workstation is used to monitor the working status of all vehicles running online and parked in the depot, monitor fault alarms and disaster alarms issued by all vehicles on the line, remotely control and initialize vehicle equipment, and perform emergency response to vehicle failures. The fully automatic driving operation area is equipped with a simulated vehicle body, a virtual train terminal, a simulation training system, a teacher computer, and a simulated driver. The simulated vehicle body is equipped with the same internal structure and facilities as a real train, including complete operation control and display equipment. The virtual train terminal is used to simulate the operation or movement of train equipment outside the main cab in the form of a three-dimensional virtual train, and provides interactive troubleshooting and emergency accident handling functions. The simulation training system is used to train students in multiple scenarios. The teacher computer is used for monitoring management, course management, performance management, data analysis, teaching resources and instructor information, and system log management. The simulated driver is used to simulate the urban rail vehicle cab indoors, completing the simulation of urban rail vehicle driving operations, forward vision, sound, and communication. The fully automatic station operation area is equipped with a virtual IBP panel, a virtual CCTV monitoring system, and a broadcasting system. The virtual IBP panel is set up in the station's integrated control room. When a communication failure occurs at the central level or a human-machine interface failure occurs at the station level, the virtual IBP panel supports the station's monitoring and control functions. The virtual CCTV monitoring system is used to simulate failures and emergencies. The broadcasting system is used to realize the functions of manual broadcasting and automatic broadcasting of train arrivals.

[0013] For example, Figure 1 and 2 As shown, the embodiment of the present application provides two site layout forms. In the first layout form, the length of the simulated vehicle body is 8 meters and is equipped with a pair of simulated doors, which is suitable for smaller sites. In the second layout form, the length of the simulated vehicle body is 13 meters and is equipped with 2 pairs of simulated doors, which is suitable for larger sites.

[0014] In addition, platform screen doors are installed in both layouts. The first layout uses only full-height screen doors, while the second layout uses both full-height and half-height screen doors. Furthermore, in both layouts, platform PIS screens are installed outside the platform screen doors.

[0015] The above three operating areas can provide training for multiple positions involved in the fully automatic operation lines. Specifically, the fully automatic operation dispatching center operating area can provide training for train dispatchers (including main line and vehicle depot), equipment dispatchers (including electric ring dispatchers, vehicle dispatchers, and maintenance dispatchers); the fully automatic operation driving operating area can provide training for multi-functional train controllers (station attendants and electric car drivers under the fully automatic operation system), multi-functional inspectors (signal maintenance workers under the fully automatic operation system); the fully automatic station operating area can provide training for multi-functional station controllers (station attendants under the fully automatic operation system).

[0016] The fully automated operation dispatch center work area in this embodiment utilizes the same human-machine interface and symbol display as a real fully automated line signaling system. Through interface simulation, interactive operation, and scenario-based simulation, trainees develop practical skills in operating various dispatching workstations, handling fully automated unmanned operation scenarios, and troubleshooting fully automated unmanned system faults. Compared to traditional CBTC (communication-based train control) simulation systems, the fully automated operation dispatch center work area adds vehicle and passenger dispatching capabilities, enabling remote vehicle control, status monitoring, and passenger service. It also incorporates comprehensive maintenance dispatching, enabling maintenance and dispatching for power supply, electromechanical systems, signaling, and vehicles.

[0017] Furthermore, the dispatching and monitoring screen consists of a large-screen display array wall, brackets and splitters formed by splicing multiple high-resolution screens, which can display the real-time status of all train vehicle information, track sections, switches, signals, stations and video surveillance on the line.

[0018] The train dispatching simulation workstation includes three full-screen windows. One display window displays the wireless dispatching simulation system interface, while the other two station map windows display all information displayed on the dispatching monitoring screen. Supplementary content also includes: a section of the line (which may include one or more stations), detailed information about sections, signals, and switches, including equipment numbers and status, train information (including door status and onboard equipment fault information), equipment fault / normal status, the operating status of each computer device, the planned and actual daily operation diagrams, menu and command operation windows, logs, statistical reports, alarm information, and system time. This workstation allows trainees to operate the train dispatching human-machine interface, displaying both automatic and non-automatic control areas within the line. It also features functions such as signal control, train scheduling, platform control, diagram management, operational information display and query, and the status of personnel protection switches, car wash machines, and the door status of parking inspection garages and car wash garages. It also allows for the ability to set / disable fully automatic operation authorization for specific line areas.

[0019] The wireless dispatch simulation system is developed based on the functions of the subway communication system, in conjunction with relevant teaching and training needs, and integrated with driving and signaling simulation systems. It primarily includes a dedicated telephone system to meet communication needs for positions including but not limited to the dispatch center, stations, and drivers. Instructors are also equipped with equipment to communicate with various terminals.

[0020] The Depot Dispatching Simulation Workstation displays system equipment status, station diagrams, train operation status information, and other information, and enables depot interlocking control. Its control and display range covers the depot's jurisdiction and can also display system equipment status, station diagrams, and train operation status information for adjacent equipment concentration stations. The Depot Dispatching Simulation Workstation, modeled after the subway company's fully automated lines, can simulate remote vehicle wake-up, morning power-up, remote announcements, vehicle washing, and automatic entry and exit.

[0021] The instructor terminal and management system are used to manage the training of trainees by instructors. They are an important part of the simulation training process and are responsible for comprehensive supervision, control, and system maintenance. This includes everything from pre-system preparation to data management after training; from training course design to monitoring and intervention in the training process; and from basic data preparation to system status detection and fault diagnosis. The instructor terminal and management system have a good human-machine interface, making it easy for instructors to intervene in and guide the simulation training process. The instructor terminal and management system mainly consists of five parts: course management, training monitoring, timetable management, performance management, and personnel management. They can meet the needs of pre-training course management, in-training process monitoring, in-training process intervention, and post-training result analysis. Based on the joint exercise system, multiple positions in the dispatching center, stations, and drivers can be freely combined to dynamically set training modes.

[0022] In an embodiment of the present application, the fully automated operation dispatching center operation area is also equipped with a depot SPKS (personnel protection switch) control panel. This allows for situations such as automated yard (depot) maintenance personnel entering the train inspection depot or automatic car wash for routine daily inspections; train wake-up failures on the depot line requiring onboard troubleshooting; mainline trackside personnel entering the fully automated operation area for routine operations; mainline operating train failures requiring emergency access to the track area and repairs; and emergencies such as passengers entering the track area. These scenarios, including but not limited to the above operational or emergency scenarios, require personnel to manually activate the SPKS key switch when entering the track area on foot. This creates a cordoned area to protect the personal safety of the personnel. This cordoned area should include the personnel's entry and exit paths, as well as the operation area.

[0023] The virtual train terminal is embedded in the sidewall of the aisle, at a height that allows for easy operation while standing. It features a branded industrial computer CPU with 8 cores and 16 threads, a 3.6GHz main frequency (supporting up to 4.0GHz), 16GB of RAM, a 512GB industrial solid-state drive (SSD) and a 1TB mechanical hard drive (7200RPM), and a discrete graphics card with 4GB of video memory. The display supports both touch and keyboard operation, and features a 32-inch capacitive touchscreen LCD with a resolution of 1920*1080, a color depth of 16.7 million colors, and a brightness of 300cd / m². 2 , contrast: 1000:1, response time ≤35ms, touch mode: capacitive, touch resolution: 4096×4096, touch points: 10, interface: USB (Universal Serial Bus) communication.

[0024] The simulation training system uses an "expert-led, student-followed" approach to deliver scenario-based instruction. After entering a pre-set training scenario, the expert system provides step-by-step instructions in the form of a guide bar, including instructions for each step, including operating methods, equipment locations, expected phenomena, and results. This guidance information complies with relevant regulations, and the processing steps and operating methods are consistent with actual operating procedures, standards, and specifications. Corrections are assessed step-by-step against standard operating procedures, and grades are automatically generated upon completion of the exercise. The system provides one-on-one guidance for students, significantly improving their learning efficiency and effectively reducing the instructor's workload.

[0025] The teacher's computer can achieve unified management of student information, teaching resources, courses, monitoring authorization, practical training results records, data statistics and analysis, etc., to meet the instructor's practical training organization needs. At the same time, the teacher's computer also has a built-in intelligent evaluation subsystem and assessment subsystem. The intelligent evaluation subsystem can detect the student's operations and operation results in real time, and conduct a comprehensive intelligent evaluation of the student's homework, including operation process evaluation and operation result evaluation. The assessment subsystem can monitor and record every step of the drill in real time, and automatically assess the results by comparing with the standard answers. It can meet the assessment of standardized simulated driving training drills, train emergency fault simulation drills, abnormal traffic accident simulation drills, and performance test drills.

[0026] The simulator includes a simulated driving console and a forward-viewing system. The simulated console is modeled after the actual subway system, with its overall structure, layout, and appearance consistent with the real-life console. The control devices (driver controls, switches, and buttons) on the console also display the same functions as the real train. The forward-viewing system utilizes a large 55-inch screen, offering high clarity and a wide viewing angle. A small overlay window displays the platform view, which primarily provides views of train doors opening and closing and passengers boarding and alighting. The forward-viewing system utilizes CGI (computer-generated imagery) technology to realistically reflect the line's operating equipment, natural landscape, station equipment and buildings, information, and weather conditions. The viewing speed is synchronized with the simulated train's operating speed, and the forward-viewing and platform views are fully synchronized.

[0027] The virtual IBP is a human-machine interface device that serves as a backup device for the main control system in the event of a communication failure at the central level or a human-machine interface failure at the station level. It supports critical monitoring and control functions at the station. To accommodate future software updates and changing teaching requirements, this application utilizes an electronic touchscreen to implement virtual IBP operations, facilitating subsequent functional optimization and upgrades.

[0028] The virtual CCTV surveillance system utilizes CGI and virtual reality technologies to create 3D models of the station scene, passengers, and trains. The system can then be connected to a visual collaboration system to display the scene content simultaneously. The system can simulate faults and emergencies that would be observed on-site. The camera layout, viewing angles, and scenes are essentially identical to those on-site. The system can be interconnected with the ISCS simulation workstation, enabling ISCS to provide secondary management of the virtual CCTV surveillance system.

[0029] The broadcasting system can also be interconnected with the ISCS simulation workstation, enabling station broadcasting to be controlled at both the central and station levels, so as to meet the needs of the control center and station management personnel to broadcast to the corresponding broadcasting area.

[0030] In a possible embodiment, the operating area of ​​the fully automatic operation dispatching center is also provided with an environmental dispatching simulation workstation, a power dispatching simulation workstation, a passenger dispatching simulation workstation and a maintenance dispatching simulation workstation; the environmental dispatching simulation workstation is used to monitor and control the equipment at each station; the power dispatching simulation workstation is used to monitor and control the power system through the human-machine interface of the SCADA (Supervisory Control and Data Acquisition) system information; the passenger dispatching simulation workstation is used to simulate the remote monitoring of train passengers and the handling of affairs; the maintenance dispatching simulation workstation is used to simulate the sending and receiving of operational information and the organization of emergency repairs of equipment and facilities failures.

[0031] For example, the environmental scheduling simulation workstation simulates the fully automated operation of the unmanned driving system and monitors the relevant electromechanical equipment at all stations and sections along the entire line. The monitored equipment includes the operating status and system parameters of tunnel ventilation systems, station ventilation and air conditioning systems, small ventilation and air conditioning systems, air conditioning water systems, water supply and drainage equipment, escalators, elevators, lighting systems, section water supply and drainage, and other equipment, as well as the ambient temperature and humidity parameters in station public areas and equipment rooms.

[0032] The power dispatch simulation workstation primarily implements fully automated, unmanned power grid simulation, simulating SCADA system information changes and displaying them on a human-machine interface. The workstation simulates strictly according to the principles of driving, traction power supply, and various equipment characteristics. It calculates various power parameters using classic power calculation algorithms, achieving a truly principled and integrated simulation system.

[0033] The passenger dispatch simulation workstation deploys a passenger dispatch simulation system, a wired dispatch telephone system, and a virtual CCTV simulation workstation to enable remote monitoring of train passengers and simulate transaction handling. The software for the passenger dispatch simulation workstation simulates the subway company's fully automated lines.

[0034] The maintenance and dispatch simulation workstation is equipped with a maintenance and dispatch simulation system and a wired dispatch telephone system.

[0035] In a possible embodiment, the fully automatic operation dispatching center operation area is further provided with a virtual CCTV simulation workstation; the virtual CCTV simulation workstation is used to simulate the station hall / platform CCTV view, the vehicle depot CCTV view and the train passenger compartment CCTV view.

[0036] For example, the virtual CCTV simulation workstation loads a virtual CCTV scene system to simulate the required CCTV scenes, assisting other systems in simulating related training content. The virtual CCTV monitoring system utilizes CGI and virtual reality technologies to create 3D models of station scenes, passengers, and trains. It can also display the scene content synchronously via a connection to a collaborative visual system.

[0037] In a possible embodiment, a simulated door is provided on the simulated vehicle body, and a platform screen door is also provided in the fully automatic driving operation area. The simulated door is distributed on one side of the simulated vehicle body and opens in both directions, corresponding to the platform screen door; the platform screen door is provided on one side of the track.

[0038] For example, the simulated door in the embodiment of the present application has an obstacle detection function. The door is provided with indicator lights, buzzer alarm indicators, door locking / cutting units, passenger unlocking handles, etc. The door is controlled by the door opening and closing buttons in the cab, and the emergency handle installed on the inner wall is used to unlock and open the door in an emergency. Pulling down the emergency handle will cause: the limit switch to be actuated and give a signal of "emergency operation". When the train is stationary, the mechanical lock can be unlocked by the flexible shaft wire and the door can be opened manually. When the train is in operation, the motor is applied with the door closing mode within a limited time, and it can not be unlocked until the train arrives at the next station by the flexible shaft wire unlocking machine. After resetting the emergency handle, the door switches back to normal.

[0039] The train doors have a positioning isolation function, and a positioning isolation light strip is installed on the top of each door. When simulating a single door failure or a ground shield door failure at the corresponding position, the positioning isolation light strip will provide an isolation prompt and a single door removal operation scenario.

[0040] Platform screen doors consist of aluminum alloy frames, tempered enameled transparent glass, rubber strips, sealants, and accessories. Each safety door is equipped with a locking device. This prevents the door from opening due to external forces when closed. The locking device automatically releases when the safety door opens automatically. Simultaneously, the lock is linked to a manual unlocking mechanism within the door frame, allowing for manual unlocking in the event of a malfunction.

[0041] In a possible embodiment, the fully automatic driving operation area is also provided with a passenger guidance system and a forward and platform visual display system; the passenger guidance system is used to simulate the passenger information of the station, and broadcast the video and text information through the station to the required display screen for display in the display area; the forward and platform visual display system is used to simulate the scenes of all areas that the train on the line can reach as required by the user, and can also display the full three-dimensional view of the platform, display the line view in real time according to the train running angle, and simulate the dynamic view of the opening and closing of the doors and platform screen doors when the train is parked.

[0042] Exemplarily, the passenger guidance system includes floors, walls, equipment warning signs, prompt signs, and guide signs inside and outside the platform.

[0043] In the embodiment of the present application, a full-HD LED (light-emitting diode) TV is mounted on the platform, which is consistent with the real one in form and function, and is equipped with a broadcasting system and a passenger information system. The passenger information system PIS relies on multimedia network technology to enable passengers to timely and accurately understand train operation information and public media information through a multimedia integrated information system, providing comprehensive guidance services for subway passengers.

[0044] The forward and platform visual display system is implemented as an LCD TV mounted in front of the driver's cab or built into the front windshield. Based on engineering and locomotive data, the forward and platform visual display system utilizes full 3D scene modeling based on a real-world 3D model of the urban rail transit line and depot. The visual simulation system can simulate all areas within the user's specified train-accessible areas on the line. This includes on-site material collection, material processing, visual modeling, and scene production. Line parameters such as longitudinal sections and curve radii are consistent with real-world conditions.

[0045] In a possible embodiment, the fully automatic driving operation area is also provided with a signal acquisition and control system and an on-board signal simulation module; the signal acquisition and control system is used to collect the actions of the buttons and switches on the driver's console, driver controller, and electrical equipment cabinet in the cab in real time, and to perform real-time output control of the speedometer, barometer, indicator light, and air switch; the on-board signal simulation module is used to simulate train signals under various different driving modes.

[0046] Exemplarily, the on-board signal simulation module can simulate train signals under various driving modes including fully automatic driving mode, creeping mode, automatic train driving mode under CBTC level, manual driving mode under automatic train protection under CBTC level, automatic train driving mode under ITC (point control) level, manual driving mode under automatic train protection under ITC level, restricted manual driving mode and unrestricted manual driving mode.

[0047] In one possible embodiment, the fully automatic driving operation area is further equipped with a dynamic calculation simulation module, an electrical logic simulation module, a communication simulation module, a sound simulation system, a line simulation system, a network control system, a virtual train system, an obstacle detection system, and a joint drill system. The dynamic calculation simulation module is used to calculate the train's traction, resistance, and braking forces based on mechanical principles, line conditions, and the train's own state, and to perform real-time simulation of the train's traction, coasting, and braking states. The electrical logic simulation module is used to simulate changes in the train's electrical circuit logic under various operating conditions. The communication simulation module is used to implement intercommunication between multiple devices. The sound simulation system uses digital audio technology to simulate the sound of train operation or electrical operation. The line simulation system is constructed based on computer imaging technology and is used to simulate scenarios within the area that the train can reach. The network control system is used to simulate the driving control logic and driving functions of the train control unit and human-machine interface. The virtual train system is used to simulate the operation or movement of train-related equipment outside the driving console in the form of a three-dimensional virtual train and provide interactive troubleshooting and emergency accident handling functions. The obstacle detection system is used to collect obstacle status and issue protective alarms for the corresponding interlocking areas. The joint drill system is used to conduct driving drills and training.

[0048] For example, the electrical logic simulation module can comprehensively and realistically simulate the electrical circuit logic changes of the locomotive under various operating conditions, and is the core supporting module that enables the entire simulation driving system to operate according to actual logic conditions.

[0049] The communication simulation module is identical to the real train in terms of dimensions, display resolution, buttons, and functionality. It interfaces with other communication devices in the simulation system, enabling intercommunication between multiple devices. The microphone must have a frequency response range of at least 50 to 12 kHz and a sensitivity of 20 mV / Pa. The receiver or speaker must have a frequency response range of at least 50 to 5 kHz and a peak power of at least 500 mW.

[0050] Built using CGI technology, the line simulation system simulates scenes within the area a train can reach, including tracks, overhead lines, trackside equipment, route scenery, landmarks, tunnels and their interior equipment, platforms, and other trains in the station building. CGI-based visual simulation uses a 3D scene to provide a 3D view of the designated line along which the train will simulate its operation.

[0051] The network control system includes onboard hardware, operating systems, control software, diagnostic software, monitoring software, and maintenance tools. The system uses a train network control system that simulates a real subway vehicle and is configured to resemble the equipment of a complete train. The network control system of the involved vehicles has been modified through simulation. For example, remote I / O modules are integrated and arranged according to the designed vehicle configuration to demonstrate the complete train logic. Physical devices communicate with physical devices, while non-physical devices communicate with virtual devices.

[0052] All operable onboard equipment in the virtual train system utilizes 3D operation, providing full 3D navigation outside the train and off-board operations for abnormal situations. The system allows for mouse and keyboard operation within a 3D digital, fully realistic virtual train. Within this fully 3D environment, faults can be identified and addressed step by step according to the troubleshooting process. Standardized operating procedures can be judged and graded accordingly. The system utilizes a combination of hardware and software to simulate faults. For inaccessible parts of the train, virtual fault screens are used to virtually operate the corresponding equipment for troubleshooting. The console allows for the configuration of fault handling courses and the random addition of locations or times to ongoing operational courses. This allows for the simulation of various fault phenomena related to train operation, as well as internal logic and corresponding performance. Once the fault is resolved, the phenomenon disappears.

[0053] The joint drill system includes multi-position joint drills and multi-driver joint drills. The multi-position joint drill function utilizes the full system operation of the train simulation training system, the train operation organization training system, the communication system, and the clock system to enable large-scale train operation drills and training for operational departments. The multi-driver joint drill function operates independently within the train simulation training system, providing the signaling environment for training and examinations. The train simulation training system utilizes an independent virtual signaling system to achieve independent operation within the train simulation training system, and train crew driver training and assessment is completed using the train simulator's onboard telephone terminal and the train simulator's onboard telephone instructor terminal.

[0054] In a possible embodiment, the fully automatic driving operation area is also provided with a server control system and indoor and outdoor signal equipment; the server control system is used to provide users with task requests, score uploads, accept teacher computer control, and save users' various information data as well as training and test score data; the indoor and outdoor signal equipment is used to receive fault simulation instructions issued by the instructor terminal and the management system, and present corresponding fault phenomena in the hardware cabinet, interface and software functions.

[0055] Exemplarily, the database server system is deployed on a database server, and its main functions include: storing student and teacher accounts, storing teacher courses, and storing student operation records and assessment results.

[0056] Indoor and outdoor signaling equipment includes computer interlock cabinets, ZC (zone controller) cabinets, and power panels. These devices share the same functionality, cabinet appearance, board panels, silkscreen, indicator lights, and connector interface features as their real counterparts. They can accept fault simulation commands issued by instructor monitoring and management systems, instantly displaying corresponding fault symptoms across hardware cabinets, interfaces, and software functions. This allows signaling workers involved in the operation and maintenance of fully automated unmanned systems to develop skills in signaling equipment operation, fault identification, maintenance, component replacement, and diagnosis.

[0057] In a possible embodiment, the fully automatic driving operation area is also provided with an unmanned driving system; the unmanned driving system is used to realize fully automatic operation under the unified control of the dispatching control center, and automatically realize the train's sleep, wake-up, preparation, self-inspection, automatic operation, parking and door opening and closing.

[0058] For example, the unmanned system enables fully automated control of the entire train operation process, allowing the train to operate according to a near-optimal operating curve, achieving energy conservation and environmental protection. Furthermore, the train does not have a driver, saving labor costs. Fully automated operation also avoids operational failures caused by human error.

[0059] In a possible embodiment, the fully automatic station operation area is also provided with an ISCS (integrated monitoring system) simulation workstation and an ATS simulation workstation; the ISCS simulation workstation can issue automatic broadcasts, ordinary broadcasts, emergency broadcasts, scheduled broadcasts and real-time broadcasts to the station, can control the CCTV display content, can perform screen switching operations and control the pan-tilt camera, can monitor the station FAS (fire alarm) system status and equipment alarm information in real time, can monitor BAS (environmental and equipment monitoring), AFC (automatic ticket checking and sales), and PSD (platform screen door); the ATS simulation workstation is used to realize the station-level ATS function, and can enable trainees in station duty positions to learn to operate the station control room ATS human-machine interface.

[0060] For example, the ATS simulation workstation can also enable trainees working as station attendants to learn and master functions such as manual route setting, individual operation or locking of trackside signal equipment, train number operation, transfer of control, setting of emergency stops, train detention, jump stop instructions, interlocking-related single switch operation, single switch locking, closing signal, reopening signal, blocking (single or whole area) signal, section blocking, etc. Trainees can also analyze and process relevant event information and fault alarm information appearing on the workstation.

[0061] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0062] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

Claims

1. The comprehensive training system for fully automatic operation of urban rail transit is characterized by: include: The fully automatic operation dispatching center operation area is equipped with a dispatching monitoring screen, a train dispatching simulation workstation, an instructor terminal and management system, a depot dispatching simulation workstation, and a vehicle dispatching simulation workstation; The dispatching monitoring screen is used to simulate and display the real-time status of the line; the driving dispatching simulation workstation is used to monitor the main line equipment, train monitoring, equipment operation, operation adjustment and alarm; the instructor terminal and management system are used to provide equipment working and operating status information in each simulation operation area, helping instructors to fully control the trainees' practical training, scenario and fault simulation training process; the vehicle depot dispatching simulation workstation is used to centrally monitor and control the fully automatic running trains within the depot and edit the train entry and exit plans on the depot ATS workstation; the vehicle dispatching simulation workstation is used to monitor the working status of all vehicles running online and parked in the depot, monitor the fault alarms and disaster alarms issued by all vehicles on the line, remotely control and initialize vehicle equipment, and perform emergency handling of vehicle failures; The fully automatic driving operation area is equipped with a simulated vehicle body, a virtual train terminal, a simulation training system, a teacher computer and a simulation driver. The simulated vehicle body is equipped with the same internal structure and facilities as a real train, including complete operation control and display equipment. The virtual train terminal is used to simulate the operation or movement of train equipment outside the main cab in the form of a three-dimensional virtual train, and provides interactive troubleshooting and emergency accident handling functions. The simulation training system is used to train students in multiple scenarios. The teacher computer is used for monitoring management, course management, performance management, data analysis, teaching resources and instructor information, and system log management. The simulation driver is used to simulate the urban rail vehicle cab indoors and complete the simulation of urban rail vehicle driving operation, forward vision, sound and communication. The fully automatic station operation area is equipped with a virtual IBP disk, virtual CCTV monitoring system, and broadcasting system; The virtual IBP disk is set up in the station integrated control room. When a communication failure occurs at the central level or a human-machine interface failure occurs at the station level, the virtual IBP disk supports the station's monitoring and control functions; the virtual CCTV monitoring system is used to simulate failures and emergencies; the broadcasting system is used to realize the functions of manual broadcasting and automatic broadcasting of train arrival.

2. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The operating area of ​​the fully automatic operation dispatching center is also equipped with an environmental dispatching simulation workstation, a power dispatching simulation workstation, a passenger dispatching simulation workstation and a maintenance dispatching simulation workstation; the environmental dispatching simulation workstation is used to monitor and control the equipment at each station; the power dispatching simulation workstation is used to monitor and control the power system through the human-machine interface of the SCADA system information; the passenger dispatching simulation workstation is used to simulate the remote monitoring of train passengers and the handling of affairs; the maintenance dispatching simulation workstation is used to simulate the sending and receiving of operational information and the organization of emergency repairs of equipment and facilities failures.

3. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic operation dispatching center operation area is also provided with a virtual CCTV simulation workstation; the virtual CCTV simulation workstation is used to simulate the station hall / platform CCTV view, the vehicle depot CCTV view and the train passenger compartment CCTV view.

4. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The simulated vehicle body is provided with simulated vehicle doors, and the fully automatic driving operation area is also provided with platform screen doors. The simulated vehicle doors are distributed on one side of the simulated vehicle body and open in two directions, corresponding to the platform screen doors; the platform screen doors are provided on one side of the track.

5. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic driving operation area is also equipped with a passenger guidance system and a forward and platform visual display system; the passenger guidance system is used to simulate station passenger information, and broadcasts video and text information from the station to the required display area on the display screen; the forward and platform visual display system is used to simulate the scenes of all areas that the train on the line can reach as required by the user, and can also display the full three-dimensional view of the platform, display the line view in real time according to the train running angle, and simulate the dynamic view of the opening and closing of the doors and platform screen doors when the train stops.

6. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic driving operation area is also provided with a signal acquisition and control system and an on-board signal simulation module; the signal acquisition and control system is used to collect the actions of the buttons and switches on the driver's console, driver controller, and electrical equipment cabinet in the cab in real time, and to perform real-time output control of the speedometer, barometer, indicator light, and air switch; the on-board signal simulation module is used to simulate train signals under various different driving modes.

7. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic driving operation area is also equipped with a dynamic calculation simulation module, an electrical logic simulation module, a communication simulation module, a sound simulation system, a line simulation system, a network control system, a virtual train system, an obstacle detection system, and a joint drill system. The dynamic calculation simulation module is used to calculate the train's traction, resistance, and braking forces based on mechanical principles, line conditions, and the train's own state, and to simulate the train's traction, coasting, and braking states in real time. The electrical logic simulation module is used to simulate the changes in the train's electrical circuit logic under various operating conditions. The communication simulation module is used to enable communication between multiple devices. The sound simulation system uses digital audio technology to simulate the sound of train operation or electrical operation. The line simulation system is constructed based on computer imaging technology and is used to simulate scenarios within the area that the train can reach. The network control system is used to simulate the driving control logic and driving functions of the train control unit and human-machine interface. The virtual train system simulates the operation or movement of train-related equipment outside the driving console in the form of a three-dimensional virtual train and provides interactive troubleshooting and emergency accident handling functions. The obstacle detection system is used to collect obstacle status and issue protective alarms for the corresponding interlocking areas. The joint drill system is used to conduct driving drills and training.

8. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic driving operation area is also equipped with a server control system and indoor and outdoor signal equipment; the server control system is used to provide users with task requests, score uploads, accept teacher computer control, and save users' various information data as well as training and test score data; the indoor and outdoor signal equipment is used to receive fault simulation instructions issued by the teacher terminal and management system, and present corresponding fault phenomena in hardware cabinets, interfaces and software functions.

9. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic driving operation area is also provided with an unmanned driving system; the unmanned driving system is used to realize fully automatic operation under the unified control of the dispatching control center, and automatically realize the train's sleep, wake-up, preparation, self-inspection, automatic operation, parking and door opening and closing.

10. The comprehensive training system for fully automatic operation of urban rail transit according to claim 1 is characterized in that: The fully automatic station operation area is also provided with an ISCS simulation workstation and an ATS simulation workstation; the ISCS simulation workstation can issue automatic broadcasts, ordinary broadcasts, emergency broadcasts, scheduled broadcasts and real-time broadcasts to the station, can control the CCTV display content, can perform screen switching operations and control the pan-tilt camera, can monitor the station FAS system status and equipment alarm information in real time, and can monitor BAS, AFC, and PSD; the ATS simulation workstation is used to realize the station-level ATS function, and can enable trainees in the station duty position to learn to operate the station control room ATS human-machine interface.

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