Urban rail transit signal control system

Abstract

The present application relates to the field of traffic signal control, and discloses a kind of urban rail transit signal control systems, comprising: zoning management module, rail transit line is divided into multiple monitoring zones, and based on the dynamic danger index of track detection data exceeds threshold value, preliminary marking is dangerous zone;Danger detection module, the real-time safety state monitoring of each dangerous zone is carried out;When detecting that dangerous zone exists security risk, determine risk type according to risk characteristics;Again, according to train positioning data and the location where the current dangerous zone is located, identify the closest running train from the current dangerous zone, generate the vehicle-mounted control signal containing risk position, risk type and corresponding control instruction;Communication module, the vehicle-mounted control signal is sent to the vehicle-mounted signal control unit of target train through train-ground wireless network;Vehicle-mounted execution module: analysis received vehicle-mounted control signal, according to preset strategy executes signal control operation.

Description

Technical Field

[0001] This invention relates to the field of traffic signal control, and more specifically to an urban rail transit signal control system. Background Technology

[0002] With the acceleration of urbanization and the surge in demand for public transportation, urban rail transit has become a core means of alleviating traffic congestion due to its advantages of large capacity and high punctuality. However, rail lines operate at high frequency and high intensity for extended periods, and are susceptible to safety hazards such as cracks, settlement, and foreign object intrusion due to factors such as geological changes, equipment aging, and sudden weather events, posing a serious threat to train operation safety.

[0003] Traditional rail transit signal control systems mostly rely on a static management model with fixed zones, making it difficult to dynamically adapt to real-time changes in track conditions. For example, when a section of track is flooded due to heavy rain, existing systems often require manual inspection to confirm the risk before adjusting train operating parameters, resulting in a response lag that can easily lead to safety accidents such as delayed emergency braking or section blockage.

[0004] In addition, traditional systems have shortcomings in the linkage mechanism between risk warning and train control. When a hidden danger is detected, the system often cannot quickly locate the nearest affected train, resulting in insufficient coverage of control commands. Furthermore, some systems have not established a graded response mechanism, and use the same treatment method for minor risks and serious incidents, which not only affects operational efficiency but may also cause secondary risks due to excessive braking. Summary of the Invention

[0005] The purpose of this invention is to provide an urban rail transit signal control system that solves at least one of the above-mentioned technical problems.

[0006] The objective of this invention can be achieved through the following technical solutions: A signal control system for urban rail transit includes: The zoning management module divides the rail transit line into multiple monitoring zones and initially marks them as dangerous zones when the dynamic hazard index of the track detection data exceeds the threshold. The hazard detection module performs real-time safety status monitoring for each hazardous zone; when a safety risk is detected in a hazardous zone, the risk type is determined based on the risk characteristics. Then, based on the train positioning data and the location of the current hazardous zone, identify the operating train closest to the current hazardous zone and generate an on-board control signal that includes the risk location, risk type, and corresponding control command; The communication module transmits the onboard control signals to the onboard signal control unit of the target train via a vehicle-to-ground wireless network; Onboard execution module: Parses the received onboard control signals and executes signal control operations according to preset strategies.

[0007] As a further technical solution, the process of initially marking dangerous zones is as follows: Based on the track detection data collected in each monitoring zone during the historical period, the dynamic hazard index of each monitoring zone is calculated through analysis. The dynamic hazard index is then compared with a preset threshold. When the dynamic hazard index exceeds the preset threshold, the corresponding monitoring zone is marked as a hazard zone.

[0008] As a further technical solution, the calculation process of the dynamic hazard index is as follows: Track detection data includes: Track structure safety data includes track geometric deformation displacement, rail stress fluctuation value, and track bed settlement rate; Environmental disaster data: real-time rainfall, wind speed, and geological vibration amplitude; Intrusion risk data: Perimeter laser scan obstacle density, video analysis of intrusion target movement speed; Assign weight coefficients to each data item and convert each data item into a standard score through normalization; The dynamic risk index is calculated using the formula: Dynamic Risk Index = ∑(Standard score for each data item × Weighting coefficient).

[0009] As a further technical solution, the control command includes a speed control command; After parsing the onboard control signals, the onboard execution module dynamically calculates the recommended safe speed of the target train based on the risk type, and controls the onboard signal control unit of the target train to perform at least one of the following operations: Apply standard braking within the preset braking curve range; Emergency braking was triggered; Limit the output power of the traction system.

[0010] As a further technical solution, the calculation logic for the recommended safe speed is as follows: Based on the real-time distance D between the risk location and the target train, the current train speed Vc, and the safety braking coefficient K corresponding to the risk type, the following formula is used: Vsafe = ; The recommended safe speed Vsafe is calculated. in The maximum deceleration preset by the system, This is a safety margin.

[0011] As a further technical solution, when a safety risk is detected in a hazardous area, the specific method for determining the risk type based on the risk characteristics is as follows: Data source orientation based on track detection data: When the proportion of any parameter in the track structure safety data, environmental disaster data, or intrusion risk data in the track detection data is greater than or equal to its corresponding preset ratio, it is initially marked as a risk of the corresponding type. The risk types include environmental disaster risks, track structure risks, and intrusion interference risks. Verify the corresponding risk types by matching and validating their feature parameters. If the real-time track detection data meets any of the characteristics of the corresponding risk type, then the risk output of the current type will be used as the final risk type label. Otherwise, cancel the risk label for the current type.

[0012] As a further technical solution, the control instructions corresponding to different risk types specifically include: Track structure risks trigger graded deceleration commands and real-time feedback of track status; Intrusion and interference risks trigger emergency braking commands and initiate vehicle video verification. For environmental disaster risks, phased control measures will be implemented: First, a speed control command is generated. Based on the real-time distance between the risk location and the target train, a recommended safe speed is dynamically calculated, and the train is controlled to decelerate to below the safe speed threshold. Once the train speed drops to the safe speed threshold and the location data confirms that it has left the disaster-affected area, a shutdown order is triggered and backup power supply is activated.

[0013] As a further technical solution, the communication module is also configured with a redundant communication strategy: When it fails to send onboard control signals to the target train via the vehicle-to-ground wireless network, the backup communication link is activated. The backup communication link performs any of the following operations: The onboard control signals are forwarded to the target train via the relay function of adjacent trains; Switch to the emergency broadcast frequency and broadcast a safety warning signal, including the location and type of risk, to all trains on the line.

[0014] As a further technical solution, the on-board execution module is also configured with a fault response strategy: When the vehicle control signal is parsed and a signal control operation failure is detected, the following tiered response is automatically triggered: Send manual takeover requests and risk visualization interfaces to train drivers; If manual takeover fails to respond within the preset time, a fault alarm will be sent to the regional control center, and the safety protection mode for all trains on the line will be activated. The safety protection mode includes: forcibly triggering the emergency braking of the target train and sending a coordinated speed limit command to adjacent trains.

[0015] The beneficial effects of this invention are: (1) This invention divides the track line into multiple monitoring zones through the zone management module, and marks dangerous zones in real time based on the dynamic hazard index of track detection data, realizing the transformation from static to dynamic management; while the hazard detection module monitors the safety status of dangerous zones in real time. Once a safety risk is detected, it can accurately determine the risk type based on the risk characteristics, and quickly identify the nearest running train by combining the train positioning data, generating an on-board control signal containing the risk location, type and corresponding control command. This dynamic response mechanism eliminates the intermediate link of manual inspection, and forms a closed loop between risk detection and the generation and transmission of train control commands, which greatly shortens the time from the occurrence of risk to the execution of train control operation, effectively avoiding problems such as untimely emergency braking or section congestion caused by response lag, allowing the train to make adjustments according to the risk situation at the first time, and significantly improving the safety of track operation; (2) This invention clearly classifies risks into environmental disasters, track structure risks, and intrusion interference risks. Each type is matched with targeted control instructions: For track structure risks, a graded deceleration instruction is triggered and the track status is transmitted back in real time for easy subsequent maintenance; For intrusion interference risks, emergency braking is directly triggered and on-board video verification is started to quickly respond to sudden intrusions; For environmental disaster risks, phased control is implemented, first decelerating to a safe speed, leaving the affected area, and then stopping operation and starting backup power supply; At the same time, a safe speed is recommended by calculating parameters such as risk location, current vehicle speed, and safe braking coefficient, so that speed control is more reasonable and accurate. Through refined risk classification and differentiated control strategies, safety can be guaranteed in the event of serious risks, and the impact on operational efficiency can be reduced in the event of minor risks, thus achieving a balance between safety and operational efficiency. (3) In this invention, a redundant communication strategy is configured through the communication module. When the vehicle-to-ground wireless network fails to send a signal, a safety alarm signal can be broadcast through the relay forwarding function of the adjacent train or by switching to the emergency broadcast frequency band. This ensures that the control command or risk information can be received by the target train or all trains on the line, thus avoiding information silos caused by communication interruption. The on-board execution module is also equipped with a fault response strategy. If the execution failure is found after parsing the control signal, a manual takeover request and a risk visualization interface will be pushed to the driver first. If no timely response is received, a fault alarm will be sent to the regional control center, and the safety protection mode of all trains on the line will be activated. The target train will be forced to brake urgently, and a coordinated speed limit command will be sent to the adjacent trains. Through a multi-level fault tolerance mechanism, the risk can still be effectively controlled in extreme cases such as communication failure or execution failure, preventing the accident from escalating and providing multiple guarantees for the safe operation of rail transit. Attached Figure Description

[0016] The invention will now be further described with reference to the accompanying drawings.

[0017] Figure 1 This is the system logic diagram of the present invention. Detailed Implementation

[0018] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0019] Please see Figure 1 As shown, the present invention is a signal control system for urban rail transit, comprising: The zoning management module divides the rail transit line into multiple monitoring zones and initially marks them as hazardous zones when the dynamic hazard index of track detection data exceeds a threshold. As one implementation method, the division of monitoring zones needs to be combined with the characteristics of the track line, such as dividing each zone into 500 meters to 1 kilometer sections, with differentiated divisions for tunnels, elevated sections, and ground sections, and is associated with the density of sensor deployment along the line. Bridge sections are denser with additional zones to improve monitoring accuracy. The input data of the dynamic hazard index is directly associated with the track detection data acquisition terminal, including trackside stress sensors, weather stations, and laser perimeter detectors, to receive and summarize data in real time, ensuring the real-time calculation of the dynamic hazard index. The hazard detection module performs real-time safety status monitoring for each hazardous zone. When a safety risk is detected in a hazardous zone, the risk type is determined based on the risk characteristics. Specifically, the monitoring data is compared in real time with a preset feature database, including track structure risks corresponding to rail stress fluctuation values ​​>50MPa. When the matching degree is >80%, it is determined that there is a safety risk. Then, based on the train positioning data and the location of the current hazardous zone, identify the operating train closest to the current hazardous zone and generate an on-board control signal that includes the risk location, risk type, and corresponding control command; The communication module transmits the vehicle control signals to the onboard signal control unit of the target train via a vehicle-to-ground wireless network. The vehicle-to-ground wireless network adopts LTE-M or 5G-R technology specifically for rail transit, with a transmission rate of ≥1Mbps and a latency of ≤50ms, meeting the real-time requirements of the control signals. Onboard execution module: Parses the received onboard control signals and executes signal control operations according to preset strategies. The preset strategy triggering conditions of the onboard execution module include: emergency braking is triggered when the risk type is intrusion interference and the train distance is <500 meters; service braking is implemented when the risk type is track structure and the distance is >1 kilometer.

[0020] In this embodiment, the zone management module divides the track into monitoring zones and marks dangerous zones in real time based on a dynamic hazard index, achieving dynamic perception of track conditions. Compared with the traditional fixed zone mode, it can accurately capture sudden risks in local sections, such as track bed water accumulation in a monitoring zone due to a short-term rainstorm, avoiding the inefficient one-size-fits-all management of the entire track. After marking dangerous zones, the hazard detection module locks the risk type through real-time monitoring and identifies the nearest train by combining train positioning data, ensuring that control commands are only applied to the affected trains, solving the problem of redundant or insufficient command coverage in traditional systems. The linkage between the communication module and the on-board execution module realizes a closed loop of the entire process of risk detection, command generation, vehicle-to-ground transmission, and train response. The interval from the occurrence of a risk to the train's braking and speed-limiting operations is greatly shortened, effectively avoiding untimely emergency response caused by the lag in manual inspections, and significantly improving the proactive safety protection capability of track operation.

[0021] The process of initially marking dangerous zones is as follows: Based on track detection data collected in each monitoring zone during the historical period, the dynamic hazard index of each monitoring zone is calculated through analysis. The specific setting of the historical period is determined according to the line's operating intensity. For example, a 1-hour historical period is used during morning and evening peak hours, and a 4-hour period is used during off-peak hours to ensure that the dynamic hazard index can reflect short-term risk changes. Track detection data is collected automatically through trackside IoT terminals, such as RFID tags and fiber optic sensors, without the need for manual intervention, and the data is stored in edge computing nodes; The dynamic hazard index is then compared with a preset threshold. When the dynamic hazard index exceeds the preset threshold, the corresponding monitoring zone is marked as a hazardous zone. The calibration method for the preset threshold can be as follows: the initial threshold is set with reference to the "Technical Standard for Monitoring Urban Rail Transit Engineering", such as a track bed settlement rate threshold of 3 mm / day. After commissioning, the threshold is reverse-calibrated quarterly based on actual risk events, such as dangerous situations caused by excessive settlement, with the deviation rate controlled within ±10%.

[0022] In this embodiment, the logic of calculating the dynamic hazard index and comparing it with thresholds based on historical periodic data provides a quantitative basis and traceability for the determination of risk zones. Compared with the traditional manual marking of dangerous areas, which relies on experience and is easily affected by subjective factors, this process is based on track inspection data within historical periods, such as the track bed settlement rate and rail stress changes over multiple consecutive days. This reflects the cumulative trend of track condition and avoids misjudgments caused by instantaneous data fluctuations, such as temporary stress peaks when a train passes. The setting of preset thresholds takes into account the differentiated needs of the line. For example, the geological stability of tunnel sections and elevated sections is different, and thresholds can be set separately to ensure that tunnel sections are sensitive to structural deformation changes and elevated sections are more sensitive to wind speed. This ensures that the marking of dangerous zones not only meets the actual safety requirements of the line, but also does not miss local risks due to uniform standards, laying a reliable foundation for subsequent accurate monitoring and control.

[0023] The calculation process for the dynamic hazard index is as follows: Track detection data includes: Track structure safety data: including track geometric deformation displacement, rail stress fluctuation value and track bed settlement rate; track geometric deformation displacement ≤10mm, exceeding which will trigger an early warning, rail stress fluctuation value ≤80MPa, track bed settlement rate ≤5mm / day. Environmental disaster data: real-time rainfall, wind speed, and geological vibration amplitude; real-time rainfall ≤ 50 mm / h (rainstorm threshold), wind speed ≤ level 10 (typhoon warning threshold), and geological vibration amplitude ≤ 0.1g (earthquake warning threshold). Intrusion risk data: Perimeter laser scan obstacle density, video analysis of intrusion target movement speed; Perimeter laser scan obstacle density ≥ 0.3 obstacles / m², intrusion target movement speed ≥ 5km / h (distinguishing between personnel and fallen leaves); Each data point is assigned a weight coefficient, and the data is converted into a standard score through normalization. The specific weight coefficient assignment standard is: track structure safety data 0.4 > environmental disaster data 0.3 > intrusion risk data 0.3. The environmental disaster weight can be adjusted to 0.4 according to the characteristics of the line, such as mountain lines. The normalization process adopts the min-max standardization method, that is, standard score = (measured value - minimum value) / (maximum value - minimum value) × 100, where the maximum and minimum values ​​refer to the industry safety limits, for example, the maximum rainfall is taken as 100mm / h. The dynamic risk index is calculated using the formula: Dynamic Risk Index = ∑(Standard score for each data item × Weighting coefficient).

[0024] In this embodiment, by refining the data types of track detection and the calculation method of the dynamic hazard index, the comprehensiveness and accuracy of risk assessment are achieved. The track detection data covers three core categories: track structural safety, environmental disasters, and intrusion risks, encompassing the most common risk sources in track operation and avoiding the one-sidedness of assessments caused by traditional systems focusing only on a single risk. The calculation of the dynamic hazard index reflects the importance of data through weighting coefficients, and normalization eliminates the interference of differences in data dimensions, allowing the index to directly reflect the degree of risk. This quantitative assessment method makes the risk level classification more objective. For example, the same rainfall amount has different weights on different line sections, such as mountain lines and plain lines. The calculated index can truly reflect the actual risk, providing a scientific basis for the generation of subsequent control instructions and ensuring that the response measures are fully matched with the degree of risk.

[0025] The control commands include speed control commands; wherein, the generation logic of the speed control commands is as follows: based on the difference between the recommended safe speed and the current vehicle speed, when the difference is >20km / h, service braking is triggered, and when the difference is >50km / h or the risk type is intrusion, emergency braking is triggered. After parsing the onboard control signals, the onboard execution module dynamically calculates the recommended safe speed of the target train based on the risk type, and controls the onboard signal control unit of the target train to perform at least one of the following operations: Regular braking shall be implemented within the range of the preset braking curve; wherein the parameters of the preset braking curve are: deceleration of the regular braking curve ≤ 0.8 m / s² (to avoid passenger discomfort), and deceleration of the emergency braking curve ≤ 1.2 m / s² (in accordance with the "Metro Design Code"). Emergency braking was triggered; Limit the output power of the traction system. Specifically, the proportion of traction system output power limited is as follows: for risks related to track structure, limit to 50% of the rated power; for risks related to environmental disasters, limit to 70%, to ensure that the train's power is matched with the risk level.

[0026] In this embodiment, through clearly defined control command types and onboard execution operations, refined control of train operation status is achieved, balancing safety and operational efficiency. The speed control command is not simply deceleration or stopping, but dynamically adjusted based on risk type: for minor track structural deformation, common braking within a preset braking curve range is used to ensure smooth train deceleration and avoid passenger discomfort; for sudden foreign object intrusion, emergency braking is directly triggered to quickly contain the danger; for persistent environmental risks, the traction system output power is limited to prevent train acceleration from exacerbating the risk. This tiered operation mechanism solves the drawback of traditional systems that resort to emergency braking at the first sign of risk. For example, in the initial stage of a rainstorm with minor track bed water accumulation, emergency stopping is unnecessary; speed control by limiting power is sufficient, ensuring safety while reducing travel delays and improving the system's flexibility and operational efficiency in responding to risks.

[0027] The calculation logic for the recommended safe speed is as follows: Based on the real-time distance D between the risk location and the target train, the current train speed Vc, and the safety braking coefficient K corresponding to the risk type, the following formula is used: Vsafe = ; The recommended safe speed Vsafe is calculated. in The maximum deceleration preset by the system, This represents a safety distance margin. For example, the specific value range for this parameter is as follows: Safety braking coefficient K: Track structure risk K=1.0, environmental disaster risk K=0.8, intrusion and interference risk K=1.2; Maximum deceleration: uniformly set at 1.0 m / s², for compatibility with most train models; safety distance margin Adjustments will be made dynamically based on train speed; when the train speed is <60km / h =50m, vehicle speed ≥60km / h =100m.

[0028] When the real-time distance D < (braking distance corresponding to the current vehicle speed + ... When Vsafe is calculated, the formula is forcibly used to ensure that the train can stop within a safe distance.

[0029] This embodiment provides specific recommended safe speed calculation logic, offering a precise quantitative standard for train speed control and avoiding subjectivity in speed adjustments. In the formula, the real-time distance D between the risk location and the train determines the space required for braking, the current train speed Vc reflects the train's kinetic energy, and the safe braking coefficient K reflects the degree of urgency of the risk. For example, a higher intrusion risk K value results in a higher maximum deceleration. Ensure braking meets train performance requirements and provides sufficient safety distance margin. This allows for reaction time for signal transmission and braking initiation, making the above calculation method more scientific than the traditional experience-based speed limit of 20 km / h. For example, at the same risk location, the recommended speed differs between 500 meters and 1000 meters away, and the deceleration strategies differ between high-speed and low-speed travel. This ensures that the train can smoothly reduce to a safe speed within a safe distance, avoiding both insufficient stopping time due to excessive speed and inefficiency due to excessive deceleration, thus achieving a precise balance between safety and efficiency.

[0030] When a safety risk is detected in a hazardous area, the specific method for determining the risk type based on the risk characteristics is as follows: Data source orientation based on track detection data: When the proportion of any parameter in the track inspection data—track structure safety data, environmental disaster data, or intrusion risk data—is greater than or equal to its corresponding preset ratio, it is initially marked as a risk of the corresponding type. The risk types include environmental disaster risks, track structure risks, and intrusion interference risks. The specific values ​​of the preset ratios are as follows: when the proportion of track structure safety data is ≥60%, the proportion of environmental disaster data is ≥50%, and the proportion of intrusion risk data is ≥70%, the corresponding risk types are initially marked, because intrusion risks have higher urgency requirements, and the ratio threshold setting needs to be more stringent. Verify the corresponding risk types by matching and validating their feature parameters. If the real-time track detection data meets any of the characteristics of the corresponding risk type, then the risk output of the current type will be used as the final risk type label. Otherwise, cancel the risk label for the current type.

[0031] The following is an example of feature parameter matching verification: Environmental disaster risks: real-time rainfall of ≥50mm / h for 5 consecutive minutes, or wind speed of ≥8 for 10 consecutive minutes; Track structure risks: rail stress fluctuation value > 80MPa and lasts for 2 minutes, or track bed settlement rate > 5mm / day; Intrusion and interference risks: Laser scanning detects obstacles and video analysis confirms that the target is not related to the train, such as people or large falling rocks.

[0032] The risk type determination method provided in this embodiment significantly improves the accuracy of risk identification through dual verification of data source orientation and feature parameter matching. The first step initially labels the risk type based on data proportion, ensuring consistency between the risk classification and the main influencing factors; for example, a high proportion of environmental data initially classifies it as an environmental disaster. The second step verifies through feature parameters, such as whether rainfall reaches the rainstorm threshold or whether the intrusion target is a dynamic object, to eliminate data interference. For instance, environmental data fluctuations caused by short-term strong winds that do not meet disaster standards can lead to misjudgments. This dual verification mechanism solves the problem of ambiguous risk classification in traditional systems. For example, when both track structure data and environmental data are abnormal, the dominant risk can be identified through proportion and feature parameters. For instance, if the structural data proportion is 60% and the deformation displacement exceeds the standard, it is determined to be a track structure risk, ensuring that subsequent control commands accurately match the nature of the risk and improving the effectiveness of response.

[0033] The specific control instructions corresponding to different risk types include: Track structure risks trigger tiered deceleration commands and real-time track status feedback; the specific levels of the tiered deceleration commands are as follows: Level 1 Deceleration (Minor Risk): Reduce speed to 70% of the rated speed, such as reducing from 80 km / h to 56 km / h; Level 2 Deceleration (Moderate Risk): Reduce speed to 50% of the rated speed; Level 3 deceleration (serious risk): Reduce speed to below 20 km / h.

[0034] The method for classifying risk levels is as follows: Using the formula: Risk Level Index = The risk level index is calculated and then compared with the risk level threshold range determined based on historical and experience data. If the risk level index is below the risk level threshold range, it is considered a slight risk; if it is within the risk level threshold range, it is considered a moderate risk; and if it exceeds the risk level threshold range, it is considered a severe risk. For each parameter in the time period ~ The curves of change between them This is the historical average. The weight of each parameter is determined based on historical data analysis. This represents the total number of parameters.

[0035] Intrusion and interference risks trigger emergency braking commands and initiate onboard video verification. The onboard video verification process is as follows: within 10 seconds of triggering, the high-definition camera at the front of the train is activated and the image is transmitted back to the control center in real time. The intrusion target is manually confirmed to be a false alarm, such as a bird or a plastic bag. The emergency braking is lifted within 30 seconds of confirming that it is a false alarm. For environmental disaster risks, phased control measures will be implemented: First, a speed control command is generated. Based on the real-time distance between the risk location and the target train, a recommended safe speed is dynamically calculated, and the train is controlled to decelerate to below the safe speed threshold. Once the train speed drops to the safe speed threshold and location data confirms that it has left the disaster-affected area, a shutdown command is triggered and backup power is activated. The safe speed threshold is set at 30 km / h. Leaving the disaster-affected area requires three consecutive location scans, for example, with each scan showing the train outside the affected area at 5-second intervals, to ensure no repeated scans.

[0036] In this embodiment, differentiated control commands for different risk types enable precise handling of risk types and corresponding strategies, improving the targeted nature of risk response. Specifically, track structure risks trigger graded deceleration and status feedback, ensuring safe train passage through deceleration while simultaneously transmitting track data, such as deformation trends, in real time to provide a basis for subsequent maintenance. Intrusion and interference risks trigger emergency braking and video verification, quickly stopping the train to avoid collisions while simultaneously confirming intruders, such as whether they are falling rocks or birds, through onboard video, facilitating subsequent decision-making. Environmental disaster risks are handled in stages, first decelerating to a safe speed to pass through the disaster area, then stopping for inspection after leaving the area, balancing immediate risk avoidance and operational recovery. The above-mentioned classification and handling mechanism avoids the crude mode of emergency braking for all risks in traditional systems, ensuring that each type of risk receives the most appropriate handling, guaranteeing safety while reducing unnecessary operational interruptions.

[0037] The communication module is also configured with a redundant communication strategy: When the vehicle control signal fails to be sent to the target train via the vehicle-to-ground wireless network, the backup communication link is activated. The backup communication link is activated automatically when the vehicle-to-ground wireless network fails to send three times in a row (with a 1-second interval) or when the signal strength is <-85dBm. The backup communication link performs any of the following operations: The onboard control signals are forwarded to the target train through the relay function of adjacent trains. Adjacent trains refer to trains running in the same direction that are ≤3km away from the target train. DSRC (Dedicated Short Range Communication) technology is used for forwarding, with a transmission delay of ≤100ms to ensure the effectiveness of control commands. Switch to the emergency broadcast frequency band to broadcast safety warning signals, including the location and type of risk, to all trains on the line. Specific parameters for the emergency broadcast frequency band are: 821-825MHz, dedicated emergency frequency band for rail transit; broadcast power ≥2W; coverage range ≥10km; ensuring reception by all trains on the line.

[0038] The redundant communication strategy in this embodiment solves the problem of traditional train-to-ground communication being susceptible to interference, such as signal weakness in tunnels and dense urban areas leading to command transmission failures, through multiple link safeguards. When the main link, i.e., the train-to-ground wireless network, fails to transmit, adjacent trains relay the commands using short-range communication between trains, such as dedicated short-range communication technology, to bypass signal blind spots and ensure rapid delivery of commands. Emergency broadcasting allows all trains on the line to be simultaneously aware of the location and type of risk, enabling proactive risk avoidance even if the target train does not receive the command. These multiple safeguard mechanisms are particularly important in complex environments. For example, when signals are interrupted in mountain tunnels, control commands can be relayed through the train ahead, preventing trains from entering dangerous areas due to missing information and significantly improving the system's reliability under extreme communication conditions.

[0039] The on-board execution module is also equipped with a fault response strategy: When the vehicle control signal is parsed and a signal control operation failure is detected, the following tiered response is automatically triggered: Send manual takeover requests and risk visualization interfaces to train drivers; If manual takeover fails to respond within the preset time, a fault alarm will be sent to the regional control center, and the safety protection mode for all trains on the line will be activated. The specific duration of the preset time can be: the manual takeover response time is set to 30 seconds, including the time for the driver to view the risk interface and confirm the operation. If no response is received within the time limit, the next step will be triggered. The safety protection mode includes: forcibly triggering the emergency braking of the target train and sending a coordinated speed limit instruction to adjacent trains. The scope of the safety protection mode for the entire line is: a 5km section of track centered on the danger zone, within which all trains must perform coordinated operations; the specific requirements of the coordinated speed limit instruction are: adjacent trains must reduce their speed to 80% of the recommended safe speed and maintain a safe distance of ≥200 meters until the danger is eliminated.

[0040] In this embodiment, the fault response strategy employs tiered processing to construct multi-layered safety defenses when control operations fail, preventing risk propagation. The first step involves pushing a manual takeover request along with a risk visualization interface, allowing the driver to manually operate based on real-time risk information, such as the risk's location and type, leveraging human judgment to differentiate between genuine intrusions and false alarms. The second step, if no response is received within the time limit, activates a full-line safety protection mode, forcing the target train to brake urgently and notifying adjacent trains to coordinate speed limits to prevent rear-end collisions or chain reactions. This system's automatic + manual intervention + full-line coordination mechanism overcomes the passive situation of only stopping a single train in the event of a traditional system failure. Even if a single train fails, the entire line can control the risk range, significantly improving the system's fault tolerance and overall operational safety.

[0041] It should be noted that the calculation formulas and all parameters involved in the calculations in this invention have been dimensionless beforehand. The process of dimensionless processing is well known in the industry and will not be described here.

[0042] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A signal control system for urban rail transit, characterized in that, include: The zone management module divides the rail transit line into multiple monitoring zones and initially marks them as dangerous zones when the dynamic hazard index of the track detection data exceeds the threshold. The hazard detection module performs real-time safety status monitoring for each hazardous zone; When a safety risk is detected in a hazardous area, the risk type is determined based on the risk characteristics; Then, based on the train positioning data and the location of the current hazardous zone, identify the operating train closest to the current hazardous zone and generate an on-board control signal that includes the risk location, risk type, and corresponding control command; The communication module transmits the onboard control signals to the onboard signal control unit of the target train via a vehicle-to-ground wireless network; Onboard execution module: parses the received onboard control signals and executes signal control operations according to a preset strategy; The process of initially marking dangerous zones is as follows: Based on the track detection data collected in each monitoring zone during the historical period, the dynamic hazard index of each monitoring zone is calculated through analysis. Then compare the dynamic hazard index with the preset threshold. When the dynamic hazard index exceeds the preset threshold, the corresponding monitoring zone is marked as a hazard zone. The calculation process for the dynamic hazard index is as follows: Track detection data includes: Track structure safety data includes track geometric deformation displacement, rail stress fluctuation value, and track bed settlement rate; Environmental disaster data: real-time rainfall, wind speed, and geological vibration amplitude; Intrusion risk data: Perimeter laser scan obstacle density, video analysis of intrusion target movement speed; Assign weight coefficients to each data item and convert each data item into a standard score through normalization; The dynamic risk index is calculated using the formula: Dynamic Risk Index = ∑(Standard score for each data item × Weighting coefficient). The control commands include speed control commands; After parsing the onboard control signals, the onboard execution module dynamically calculates the recommended safe speed of the target train based on the risk type, and controls the onboard signal control unit of the target train to perform at least one of the following operations: Apply standard braking within the preset braking curve range; Emergency braking was triggered; Limit the output power of the traction system; The calculation logic for the recommended safe speed is as follows: Based on the real-time distance D between the risk location and the target train, and the safety braking coefficient K corresponding to the risk type, the following formula is used: Vsafe= ; The recommended safe speed Vsafe is calculated. in The maximum deceleration preset by the system, To allow for a safe following distance, adjustments are made dynamically based on train speed. When the train speed is <60km / h... =50m, vehicle speed ≥60km / h =100m; When a safety risk is detected in a hazardous area, the specific method for determining the risk type based on the risk characteristics is as follows: Data source orientation based on track detection data: When the proportion of any parameter in the track structure safety data, environmental disaster data, or intrusion risk data in the track detection data is greater than or equal to its corresponding preset ratio, it is initially marked as a risk of the corresponding type. The risk types include environmental disaster risks, track structure risks, and intrusion interference risks. Verify the corresponding risk types by matching and validating their feature parameters. If the real-time track detection data meets any of the characteristics of the corresponding risk type, then the risk output of the current type will be used as the final risk type label. Otherwise, cancel the risk label for the current type; The specific control instructions corresponding to different risk types include: Track structure risks trigger graded deceleration commands and real-time feedback of track status; The graded deceleration command includes first-level deceleration, second-level deceleration, and third-level deceleration; The method for classifying risk levels is as follows: Using the formula: Risk Level Index = The risk level index is calculated and then compared with the risk level threshold range determined based on historical and experience data. If the risk level index is below the risk level threshold range, it is considered a slight risk; if it is within the risk level threshold range, it is considered a moderate risk; and if it exceeds the risk level threshold range, it is considered a severe risk. For each parameter in the time period ~ The curves of change between them This is the historical average. The weight of each parameter is determined based on historical data analysis. The total number of terms in the parameter list; Intrusion and interference risks trigger emergency braking commands and initiate vehicle video verification. For environmental disaster risks, phased control measures will be implemented: First, a speed control command is generated. Based on the real-time distance between the risk location and the target train, a recommended safe speed is dynamically calculated, and the train is controlled to decelerate to below the safe speed threshold. Once the train speed drops to the safe speed threshold and the location data confirms that it has left the disaster-affected area, a shutdown order is triggered and backup power supply is activated.

2. The urban rail transit signal control system according to claim 1, characterized in that, The communication module is also configured with a redundant communication strategy: When it fails to send onboard control signals to the target train via the vehicle-to-ground wireless network, the backup communication link is activated. The backup communication link performs any of the following operations: The onboard control signals are forwarded to the target train via the relay function of adjacent trains; Switch to the emergency broadcast frequency and broadcast a safety warning signal, including the location and type of risk, to all trains on the line.

3. The urban rail transit signal control system according to claim 1, characterized in that, The on-board execution module is also equipped with a fault response strategy: When the vehicle control signal is parsed and a signal control operation failure is detected, the following tiered response is automatically triggered: Send manual takeover requests and risk visualization interfaces to train drivers; If manual takeover fails to respond within the preset time, a fault alarm will be sent to the regional control center, and the safety protection mode for all trains on the line will be activated. The safety protection mode includes: forcibly triggering the emergency braking of the target train and sending a coordinated speed limit command to adjacent trains.

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