Rail transit full-automatic line scheduling training system and training method

Abstract

The invention discloses a rail transit full-automatic line scheduling training system which comprises seven sub-modules including a database server, an application server, a gateway server, a simulation server, a scheduling workstation, an in-situ workstation and a deep / shallow switch, and all the sub-modules achieve data interaction and cooperative work through network connection. Core software such as full-automatic line signal equipment and vehicle-mounted equipment and matched environments can be simulated with high precision; the simulation server can configure various fault scenes such as turnout equipment faults, axle counting equipment faults, vehicle-mounted equipment faults and platform door equipment faults, and synchronously issues the scenes to the dispatching work station and the in-situ work station through the gateway server, so that synchronous cooperative emergency disposal of central dispatching and the field is realized. The invention further provides a using method of the system, the problems that a traditional training scene is single, operation safety is interfered, training content is lacked and cooperative training is insufficient are solved, and the emergency handling capacity and the practical operation level of dispatching personnel are remarkably improved.

Description

A training system and method for fully automated rail transit line dispatching Technical Field

[0001] This invention relates to the field of rail transit training technology, specifically to a fully automated rail transit line dispatching training system and training method. Background Technology

[0002] As urban rail transit evolves towards fully automated operation, traditional dispatcher training methods face severe challenges. Fully automated operation systems involve collaborative work among multiple disciplines, including vehicle and signaling systems. The control mode has shifted from manual on-site control to direct automatic control of trains and stations by central dispatchers. Compared to traditional lines, the equipment that central dispatchers need to monitor and operate in their daily work on fully automated lines is more diverse, with more complex and integrated functions. This places higher demands on the equipment operation skills of central dispatchers, and involves more complex equipment operation procedures and more stringent requirements for operational precision.

[0003] Existing training models largely rely on demonstrations of fixed equipment or emergency operation drills after operation, which have several shortcomings: First, they are difficult to simulate complex and ever-changing real-world operational scenarios such as concentrated and complex signal equipment / system failures and train anomalies; second, the drills pose a safety risk of interfering with actual operating equipment, making it difficult to guarantee safety; third, equipment functions unique to fully automated lines (such as personnel protection switches (SPKS) and fire alarm resets) lack corresponding modules on non-fully automated line training equipment, resulting in significant gaps in training content and failing to meet the training needs of fully automated line dispatchers.

[0004] Therefore, there is an urgent need to develop a fully automated line-specific dispatching training system to safely, efficiently, and comprehensively improve the practical skills and emergency response capabilities of dispatchers, thereby ensuring the safe and stable operation of rail transit lines. Summary of the Invention

[0005] To address the aforementioned issues, the present invention aims to provide a training system and method for fully automated rail transit line dispatching. This system and method conduct 1:1 high-precision simulations of the core hardware and software of the fully automated rail transit line, including signaling systems, interlocking devices, onboard equipment, and communication equipment, as well as the supporting simulation environment. It utilizes a self-designed and optimized emergency simulation module to accurately reproduce fault scenarios on the fully automated rail transit line. The equipped hardware and software cover core emergency scenarios such as turnout, axle counting, onboard, and platform screen door equipment failures. Simultaneously, it constructs a highly interactive training system for trainees and dispatchers, without interfering with actual rail transit operation equipment. This significantly improves the safety, scenario realism, and teaching effectiveness of the training, providing reliable technical support for enhancing dispatchers' practical skills and emergency response capabilities.

[0006] To achieve the above objectives, the present invention adopts the following technical solution: a fully automated rail transit line dispatching training system, comprising seven sub-modules: a database server, an application server, a gateway server, a simulation server, a dispatching workstation, a local workstation, and deep / shallow switches. Each sub-module is connected via a network to achieve data interaction and collaborative work. The database server employs a dual-machine hot standby configuration, simultaneously deploying a MySQL database and a Redis in-memory database. The MySQL database stores static data such as line models and equipment parameters. The Redis in-memory database stores the dynamic status of all equipment in real-time using a key-value format and synchronizes equipment status changes to all relevant simulation modules within a unit of time using a publish / subscribe model, ensuring the consistency of the training system's global state. The application server receives and processes user requests, executes business rules, runs application code, and implements transaction management, connection pool management, and load balancing functions. The gateway server integrates interface software to enable data interaction between sub-modules, ensuring the database server... Data transmission and communication between the application server, simulation server, dispatch workstation, and local workstation are smooth. The simulation server is the core of the system, running the interlocking simulation system, the ZC area controller / LC line controller / CC vehicle controller simulation module, and is configured with a fault setting interface and a programmable fault interface. The programmable fault interface is used to establish data interaction with the database server. The dispatch workstation and local workstation establish real-time data interaction connections with the database server. The dispatch workstation and local workstation are industrial office computers, running operating system software that is completely consistent with the operation interface of the dispatch center, and encoding all equipment operations into specific instruction data packets to be sent to the application server. The deep / shallow switch is an industrial switch used to form a local area network for each device. The application server and the simulation server are connected using the Transmission Control Protocol (TCP) and use a custom application layer protocol for data interaction. Each data packet contains parameters such as message type, sequence number, timestamp, and data content to ensure reliable communication and facilitate good communication between servers.

[0007] Furthermore, the simulation server receives parameter modification instructions through the fault setting interface and calls the programmable fault interface to modify the corresponding data in the database server; the scheduling workstation and the local workstation obtain real-time data from the database server to realize equipment-level fault simulation of turnout equipment faults, axle counting equipment faults, on-board equipment faults, and platform door equipment faults, as well as system-level fault simulation of interlocking system faults, Automatic Train Operation (ATO) faults, and transmission system faults.

[0008] Furthermore, the simulated server fault setting interface includes: an interlocking control module, a code location pop-up window, an interlocking equipment central station name setting unit, an equipment type selection unit, an equipment name specification unit, a fault signal type selection unit, a fault point table area, a true / false button, a train information table, and a non-communication-based CBTC train setting pop-up window; the interlocking control module is used to set fault scenario parameters and issue scenarios according to training needs; the code location pop-up window is used to set specific stations, equipment types, and equipment names to meet scenario operating conditions; the interlocking equipment central station name setting unit is used to select interlocking stations, which have the functions of arranging routes and switching... The system includes equipment operation functions such as turnout and axle counting equipment fault pre-reset operation; an equipment type selection unit for selecting the specific type of faulty equipment; an equipment name specification unit for locking the specific faulty equipment based on the equipment type; a fault signal type selection unit for narrowing down the fault setting range; a fault point table area for displaying a list of fault points generated based on parameter settings, supporting fault point selection; a true / false button for issuing or resetting fault scenarios; a train information table for displaying train-related fault information; and a non-CBTC train setting pop-up window for setting non-CBTC train parameters to simulate onboard CC fault scenarios.

[0009] Furthermore, both the dispatching workstation and the local workstation are equipped with a training fault simulation interface. This interface includes a turnout equipment fault pop-up module, a FAM authorization cancellation module, a manual vehicle detaining module, a route conversion to manual control module, a train pantograph lifting control module, a parking brake application / release control module, a turnout set / reverse operation module, a platform passenger clearing setting module, a manual vehicle setting module, a destination code setting module, a platform door closing status display module, a train passing through a fault light strip control module, a red light strip disappearance status display module, a fault impact pop-up module, a CC restart operation module, an RRM operation authorization module, a single-step operation authorization module, and a FAM mode operation module. Furthermore, the FAM authorization cancellation module is used to cancel the train's fully automatic driving mode authorization; the RRM operation authorization module is used to enable remote restricted manual driving mode; the FAM mode operation module is used to enable the train's fully automatic driving mode; the train passing through a fault light strip control module is used to organize the train to pass through the fault axle counting section; and the red light strip disappearance status display module is used to display the fault light strip disappearance status of the fault axle counting section.

[0010] Furthermore, this invention also provides a training method for a fully automated rail transit line dispatching training system, comprising the following steps: S1: Trainees start the simulation server, dispatching workstation, and local workstation; S2: Trainees set fault scenario parameters such as the name of the interlocking central station, equipment type, equipment name, and corresponding fault point through the fault setting interface of the simulation server, realizing the configuration of at least one fault scenario among turnout equipment fault, axle counting equipment fault, on-board equipment fault, and platform screen door equipment fault; S3: Trainees operate the simulation server to send the fault scenarios set in step S2 to the dispatching workstation and local workstation respectively through the gateway server; S4: Dispatchers perform practical training operations through the training fault simulation interface of the dispatching workstation. The simulation server receives operation instructions in real time, links the interlocking simulation system and the ZC / LC / CC simulation module to simulate equipment response, and simultaneously feeds back the train operation status and fault handling progress to each workstation; S5: After the practical training, trainees perform equipment recovery and scenario initialization through the simulation server; S6: Trainees shut down the simulation server, dispatching workstation, and local workstation, completing the site clearance.

[0011] Furthermore, the training operation and response process for step S4 corresponding to the turnout equipment failure includes: S411: After completing the train addition configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the turnout equipment failure scenario; S412: The dispatcher confirms the fault phenomenon through the dispatch workstation and confirms the station-level equipment display status with the station to which the corresponding faulty equipment belongs to verify the fault; S413: The dispatcher performs the operation of canceling the train FAM authorization, detaining the car, and switching the route to manual control through the dispatch workstation. S414: Perform positioning / reverse positioning reciprocating operation on the faulty turnout to test the fault condition, and notify relevant professionals to carry out emergency repairs; S415: Dispatchers organize train short-route operation outside the fault area through the dispatching workstation, set up temporary passenger clearing, manual train mode and train terminal station destination code, and organize the train to automatically turn back and put it into operation service; S416: After the professional emergency repair is completed, the dispatchers cancel the organization of train short-route operation outside the fault area through the dispatching workstation, restore normal train operation, and complete the training.

[0012] Furthermore, the training operation and response process for step S4 corresponding to the axle counting equipment failure includes: S421: After completing the train addition configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the axle counting equipment failure scenario; S422: The dispatcher confirms the failure phenomenon through the dispatch workstation and confirms the display status of the local workstation with the corresponding interlocking equipment station to verify the scope of the failure impact; S423: The dispatcher sets a car arrest at the corresponding station platform through the dispatch workstation; S424: After confirming with the station that no car occupies the faulty axle counting section, the dispatcher notifies the corresponding interlocking equipment station to perform the axle counting pre-reset operation; S425: After the interlocking equipment station completes the pre-reset successfully, the dispatcher cancels the car arrest through the dispatch workstation, controls the train to run in the manner of pressing the fault light strip, and completes the training after the train occupies and clears the faulty axle counting equipment section and the fault light strip is eliminated.

[0013] Furthermore, the training operation and response process for step S4 corresponding to the onboard equipment failure includes: S431: Trainees click on the train information table through the fault setting interface of the simulation server, and a pop-up window sets a non-CBTC train to trigger the onboard CC failure scenario; S432: Dispatchers confirm the fault phenomenon through the dispatch workstation; S433: Dispatchers notify train maintenance personnel to prepare for manual intervention and notify the corresponding station to provide passenger service; S434: Dispatchers perform the "CC hardware restart" operation through the dispatch workstation to remotely restart the train CC; S435: After confirming that the CC restart is successful, the dispatcher cancels the train impoundment, authorizes the train to run in RRM mode and single-step mode, and resumes normal operation after the train passes the exit signal and upgrades to FAM mode, completing the training.

[0014] Furthermore, the training operation and response process for step S4 corresponding to the platform screen door equipment failure includes: S441: After completing the train configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the platform screen door failure scenario; S442: The dispatcher confirms the fault phenomenon through the dispatch workstation, contacts the corresponding station to confirm the on-site situation, and notifies the station to carry out fault handling; S443: After confirming that the station has completed the handling and that the conditions for train operation and cancellation of train impoundment are met, the train impoundment is cancelled through the dispatch workstation; S444: The train automatically closes the doors and platform screen door, and the training is completed after the train departs normally in FAM mode.

[0015] The present invention provides a fully automated rail transit line dispatching training system and method, which has the following advantages compared with the prior art: 1. Improved training safety: This system is an independent simulation training platform that does not affect actual operating equipment at all, completely avoiding the safety risks of traditional drills interfering with actual operations, and ensuring operational safety and training safety.

[0016] 2. Enhanced Training Flexibility: In the traditional model, dispatch simulation exercises are limited by operating time and can only be conducted within the time window after operation ends and before construction begins, which also occupies the dispatcher's rest time; this system transforms into a modular training system that can be started at any time and is not limited by time and space, greatly improving the flexibility and operability of training implementation.

[0017] 3. Improve training content: Specifically simulate the unique equipment functions and various fault scenarios of fully automated lines, making up for the lack of exclusive training content for fully automated lines in traditional training, and achieving comprehensive coverage of training content.

[0018] 4. Enhance training effectiveness: Through repeated drills in highly realistic scenarios, dispatchers are effectively helped to shorten the time for fault analysis and judgment, and improve the response speed and execution efficiency of emergency operations. After the system is applied, the average operation accuracy and process handling accuracy of dispatchers have been significantly improved, and the overall fault handling efficiency has been improved by about 10% compared with the traditional training model, providing a solid guarantee of personnel capabilities for the efficient recovery of operational safety and train operation.

[0019] 5. Enables collaborative training: Fault scenarios can be simultaneously sent to the dispatch workstation and the local workstation, enabling synchronous collaborative drills between the central dispatch and the field. This solves the problem of insufficient inter-departmental collaborative training in traditional training and improves the team's collaborative handling capabilities.

[0020] In summary, this invention comprehensively addresses the pain points of traditional dispatching training, such as high safety risks, limited implementation, missing content, poor results, and insufficient coordination. It provides a safer, more efficient, and comprehensive solution for training personnel of fully automated rail transit line dispatching, and provides a solid guarantee for the safe and efficient operation of the lines. Attached Figure Description

[0021] Figure 1: Schematic diagram of the system architecture of a fully automatic rail transit line dispatching training system according to the present invention.

[0022] Figure 2: A flowchart illustrating the training method steps of a fully automated rail transit line dispatching training system according to the present invention. Detailed Implementation

[0023] The present invention will now be described in further detail with reference to the accompanying drawings.

[0024] The present invention provides a training system for fully automated rail transit line scheduling. The core of the training system lies in the accurate reproduction of highly integrated operation and fault scenarios of fully automated lines on a hardware and software collaborative platform through a high-precision simulation model and a programmable fault interface injection mechanism.

[0025] 1. The specific implementation of the system hardware and connections is shown in Figure 1. This invention provides a fully automated rail transit line dispatching training system. The hardware includes seven sub-modules: a database server, an application server, a gateway server, a simulation server, a dispatching workstation, a local workstation, and a deep / shallow switch. Each sub-module achieves data interaction and collaborative work through network connections. Based on the basic network equipment deployment of Xi'an Metro Line 16, and with the independent development of a programmable fault interface to simulate faults, the dispatching training system is built. Its specific implementation is as follows: Database Server: As the memory center and synchronization engine of the fully automated line dispatching training system, it adopts a dual-machine hot standby configuration, deploying both a MySQL database and a Redis in-memory database. The MySQL database stores static data such as line models and equipment parameters (this static data is consistent with the database source of the real ATS system); the Redis in-memory database stores the dynamic status of all devices in real time in a "key-value" format, and synchronizes device status changes to all relevant simulation modules in a unit of time through a publish / subscribe model to ensure global consistency; it fully records all operations and events in the training process, ensuring the consistency of data, the reproducibility of scenarios, and the traceability and evaluability of the training process in the entire simulation environment, and is the core data foundation driving high-fidelity and replayable training.

[0026] Application server: As the core middleware carrying business logic and data processing, it sits between the front-end interface and the back-end database server. It is responsible for receiving and processing user requests, executing business rules, running application code, and returning the results to the client. Its main functions include transaction management (ensuring data consistency), connection pool management (efficiently scheduling database connections), and load balancing (reasonably allocating requests to improve concurrency capabilities). These core functions effectively enhance system scalability, security, and maintainability, making it a key pillar for building multi-tiered enterprise applications.

[0027] The gateway server integrates interface software to enable data interaction between systems, ensuring smooth data transmission and communication between the database server, application server, simulation server, and each workstation.

[0028] The simulation server serves as the core of the system, running the interlocking simulation system and simulation modules for the Zone Controller (ZC), Line Controller (LC), and Onboard Controller (CC). It simulates key systems in metro operation, enabling the simulation of signaling equipment and train operation. Based on the existing signaling system of Xi'an Metro Line 16, it has been independently designed, optimized, and upgraded to achieve fully automated multi-scenario emergency simulation of the line. This includes equipment-level fault simulations such as turnout failures, axle counter failures, onboard CC failures, and platform screen door failures. It also supports simulation and recovery process drills for core system-level faults such as interlocking systems, ATO, and transmission systems, comprehensively enhancing trainees' emergency response capabilities for sudden faults. Meanwhile, the simulation server integrates the ATS core software simulation unit to achieve a 1:1 high-precision simulation of the Xi'an Metro Line 16 ATS core software. Specifically, it completely replicates the scheduling algorithm, route arrangement logic, fault response timing, and data interaction protocol (such as the interface protocol with the interlocking system) of the real ATS core software, ensuring that the operation process and command output format of the simulation software are completely consistent with the real system. It also achieves real-time data interaction with the interlocking simulation system and ZC / LC / CC simulation modules through the interface software of the gateway server, accurately reproducing the entire chain simulation process of "ATS scheduling command - interlocking response - train operation status". When a fault scenario is issued, it synchronously links each simulation module to reproduce the impact of the fault on the scheduling process.

[0029] The dispatch workstation simulates the central dispatch human-machine interface, enabling dispatch management of all equipment along the line and training dispatchers' operational and overall control capabilities. The local workstation simulates the local ATS (Automatic Train Protection) interface at stations, providing a 1:1 replica of the real station ATS interface. It supports the operation of signal equipment within the corresponding area, allowing trainees to conduct practical training in a simulated environment. Both the dispatch workstation and the local workstation utilize industrial office computers equipped with operating system software identical to the dispatch center's interface. This allows for the encoding of various equipment operation commands into specific format command data packets, which are then sent to the application server.

[0030] Deep / shallow switches enable network connections and data exchange between servers and workstations, ensuring stable operation of the system network and providing network support for end-to-end data transmission in a 1:1 high-precision simulation environment.

[0031] The simulation server has developed a corresponding fault setting interface, where parameters can be modified and database data can be modified by calling the programmable fault interface. The scheduling / local workstation obtains real-time data from the database, thereby realizing the simulation of faults in turnout equipment, axle counting equipment, on-board equipment, platform screen door equipment, interlocking system, automatic train operation (ATO), and transmission system.

[0032] The fault setting interface includes an interlocking control module, a code location pop-up window, a centralized station name setting unit, an equipment type selection unit, an equipment name specification unit, a fault signal type selection unit, a fault point table area, a true / false button, a train information table, and a non-CBTC train setting pop-up window. The interlocking control module is used to set fault scenario parameters and issue scenarios according to training needs. The code location pop-up window is used to set specific stations, equipment types, and equipment names to meet scenario operating conditions. The centralized station name setting unit is used to select an interlocking station, which has station-level ATS operation functions for arranging routes and changing turnouts. The operation logic is completely consistent with the real ATS system; the device type selection unit is used to select the specific type of faulty device; the device name specification unit is used to lock the specific faulty device according to the device type; the fault signal type selection unit is used to narrow down the fault setting range; the fault point table area is used to display the list of fault points generated according to the parameter settings, and supports fault point selection; the true / false button is used to complete the issuance or resetting of the fault scenario; the train information table is used to display fault information related to the train; the non-CBTC train setting pop-up window is used to set non-CBTC train parameters to realize the simulation of onboard CC fault scenarios.

[0033] Both the dispatch workstation and the local workstation are equipped with a training fault simulation interface, which is the same as the actual ATS fault handling interface. The training fault simulation interface includes a turnout equipment fault pop-up module, a FAM authorization cancellation module, a manual car impoundment module, a route handover manual control module, a train pantograph lowering control module, a parking brake control module, a turnout positioning / reversing operation module, a platform passenger clearing setting module, a manual car setting module, a destination code setting module, a platform door closing status display module, a train overcoming fault light band control module, a red light band disappearance status display module, a fault impact pop-up, a CC restart operation module, an RRM operation authorization module, a single-step operation authorization module, and a FAM mode operation module.

[0034] Among them, the FAM authorization cancellation module is used to cancel the authorization of the train's fully automatic driving mode; the RRM operation authorization module is used to enable the remote restricted manual driving mode; and the FAM mode operation module is used to enable the train's fully automatic driving mode.

[0035] The train fault light strip control module is used to organize trains to pass through the fault axle counting section, and the red light strip disappearance status display module is used to display the status of the fault light strip disappearance in the fault axle counting section.

[0036] As shown in Figure 2, this invention also provides a training method based on the fully automated rail transit line dispatching training system, including the following steps: S1: Trainees start the simulation server, dispatching workstation, and local workstation; S2: Trainees set fault scenario parameters such as the central station name, equipment type, equipment name, and corresponding fault point of the interlocking equipment through the fault setting interface of the simulation server, realizing the configuration of at least one fault scenario among turnout equipment fault, axle counting equipment fault, on-board equipment fault, and platform screen door equipment fault; S3: The training personnel's simulation server sends the fault scenarios set in S2 to the dispatching workstation and local workstation respectively through the gateway server; S4: The dispatchers perform practical training operations through the training fault simulation interface of the dispatching workstation, and the simulation server receives operation instructions in real time, links the interlocking simulation system and the ZC / LC / CC simulation module to simulate equipment response, and simultaneously feeds back the train operation status and fault handling progress to each workstation; S5: After the practical training, the trainees perform equipment restoration and scenario initialization through the simulation server to facilitate subsequent learning; S6: The trainees shut down the simulation server, dispatching workstation, and local workstation to complete the site clearance.

[0037] This invention mainly realizes simulation training of four major fault scenarios: turnout fault, axle counter fault, on-board CC fault, and platform door fault. The training operation and response process corresponding to each fault will be introduced below.

[0038] 1. Turnout equipment failure: When a turnout fails at a station, dispatchers will promptly organize the impounding of operating trains, lower the pantograph and apply parking brakes to the faulty train, organize the equipment's professional team to carry out emergency response, and organize trains outside the faulty area to perform short-route turnaround operations to ensure basic operational services for unaffected lines. Once the fault is resolved, dispatchers will adjust train schedules to restore normal train operation. The S4 training operation and response process for turnout equipment failure includes: S411: After completing the train addition configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the turnout equipment failure scenario; S412: The dispatcher confirms the fault phenomenon through the dispatch workstation and confirms the station-level equipment display status with the station to which the corresponding faulty equipment belongs to verify the fault; S413: The dispatcher performs the operation of canceling the train FAM authorization, stopping the car, and switching the route to manual control through the dispatch workstation, and sets the pantograph lowering and applies the parking brake operation to the faulty train; S414: Perform positioning / reverse positioning reciprocating operation on the faulty turnout to test the fault situation, and notify the relevant professionals to carry out emergency repairs; S415: The dispatcher organizes the train to run a small route outside the fault area through the dispatch workstation, sets the temporary passenger clearing, manual train mode and the train's destination code, and organizes the train to automatically turn back and put it into operation service; S416: After the professional emergency repair is completed, the dispatcher cancels the organization of the train to run a small route outside the fault area through the dispatch workstation, restores normal train operation, and completes the training.

[0039] 2. Axle counting equipment failure: When the dispatching workstation issues a voice alarm for axle counting failure, the dispatcher shall promptly organize the detaining of the train and notify the relevant interlocking equipment central station to perform axle counting pre-reset equipment operation. After the pre-reset equipment operation is completed and executed successfully, the system shall return to normal after subsequent trains have occupied and cleared the system. The corresponding training operation and response process includes: S421: After completing the train addition configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set fault parameters to trigger the axle counting equipment fault scenario; S422: The dispatcher confirms the fault phenomenon through the dispatching workstation and confirms the local workstation display with the corresponding interlocking equipment station to verify the scope of the fault impact; S423: The dispatcher sets up a car arrest at the corresponding station platform through the dispatching workstation; S424: After confirming with the station that no car occupies the faulty axle counting section, the dispatcher notifies the corresponding interlocking equipment station to perform the axle counting pre-reset operation; S425: After the interlocking equipment station completes the pre-reset successfully, the dispatcher cancels the car arrest through the dispatching workstation and controls the train to run in the manner of pressing the fault light strip. The training is completed after the train occupies and clears the faulty axle counting equipment section and the fault light strip is eliminated.

[0040] 3. In the event of a train malfunction, such as a voice alarm at the dispatching workstation indicating "onboard CC communication interruption" or "train CBTC positioning lost" during train operation, the dispatcher shall promptly detain the malfunctioning train, notify the train driving and maintenance professionals to prepare for manual intervention, and notify the station where the malfunctioning train is located to provide passenger services. The dispatcher shall remotely operate the "CC hardware restart" and, after confirming that the "CC" restart is successful, remotely authorize the train to run in RRM mode and single-step operation. The train will automatically upgrade to FAM mode when passing the exit signal of the malfunctioning station in RRM mode. After confirming that the train has resumed normal operation, the detaining of the train behind the malfunctioning train shall be cancelled. The corresponding training operation and response process includes: S431: Trainees click on the train information table through the fault setting interface of the simulation server, and a pop-up window sets a non-CBTC train to trigger the onboard CC fault scenario; S432: Dispatchers confirm the fault phenomenon through the dispatch workstation; S433: Dispatchers notify train maintenance personnel to prepare for manual intervention and notify the corresponding station to provide passenger service; S434: Dispatchers perform the "CC hardware restart" operation through the dispatch workstation to remotely restart the train CC; S435: After confirming that the CC restart is successful, the dispatcher cancels the train impoundment, authorizes the train to run in RRM mode and single-step mode, and resumes normal operation after the train passes the exit signal and upgrades to FAM mode, completing the training.

[0041] IV. Platform Door Equipment Failure: This scenario simulates a train being impounded due to a person or object being trapped by the platform door during the closing process. The training focuses on the dispatcher's ability to promptly contact the station experiencing the fault and handle the situation, as well as the train's ability to resume normal operation in FAM mode after the fault is resolved. The training is conducted as follows: S441: After completing the train configuration and operation mode settings through the simulation server's fault setting interface, the trainee clicks on the interlocking control to set fault parameters to trigger the platform door failure scenario; S442: The dispatcher confirms the fault phenomenon through the dispatch workstation, contacts the corresponding station to confirm the on-site situation, and notifies the station to execute fault handling; S443: After confirming that the station has completed the fault handling and that the conditions for train operation and cancellation of the impoundment are met, the train is cancelled through the dispatch workstation; S444: The train automatically closes its doors and platform door, departs normally in FAM mode, and the training is complete.

Claims

1. A fully automated rail transit line dispatching training system, characterized in that: It includes seven sub-modules: database server, application server, gateway server, simulation server, scheduling workstation, local workstation, and deep / shallow switches. Each sub-module achieves data interaction and collaborative work through network connection. The database server adopts a dual-machine hot standby configuration, deploying both a MySQL database and a Redis in-memory database. The MySQL database stores static data such as line models and equipment parameters. The Redis in-memory database stores the dynamic status of all devices in real time in a key-value format, and synchronizes device status changes to all relevant simulation modules within a unit of time through a publish / subscribe model, ensuring the consistency of the global state of the training system. The application server receives and processes user requests, executes business rules, runs application code, and implements transaction management, connection pool management, and load balancing functions. The gateway server integrates interface software to enable data interaction between sub-modules, ensuring smooth data transmission and communication between the database server, application server, simulation server, scheduling workstation, and local workstation. The simulation server is the core of the system, running the interlocking simulation system and the area controller ZC / line controller LC / vehicle controller CC simulation modules, and is configured with… The system includes a fault setting interface and a programmable fault interface; the programmable fault interface is used to establish data interaction with the database server; the scheduling workstation and local workstation are industrial office computers used to run operating system software that is completely consistent with the operation interface of the scheduling center, and encode all device operations into specific instruction data packets and send them to the application server; the scheduling workstation and local workstation establish a real-time data interaction connection with the database server; the deep / shallow switch is an industrial switch used to form a local area network of various devices; the application server and the simulation server are connected using the Transmission Control Protocol (TCP) and use a custom application layer protocol for data interaction; each data packet contains parameters such as message type, sequence number, timestamp, and data content to ensure reliable communication and facilitate good communication between servers.

2. The fully automated rail transit line dispatching training system according to claim 1, characterized in that, The simulation server receives parameter modification instructions through the fault setting interface and calls the programmable fault interface to modify the corresponding data in the database server. The scheduling workstation and the local workstation obtain real-time data from the database server to simulate equipment-level faults such as turnout equipment faults, axle counting equipment faults, on-board equipment faults, and platform screen door equipment faults, as well as system-level faults such as interlocking system faults, Automatic Train Operation (ATO) faults, and transmission system faults.

3. The fully automated rail transit line dispatching training system according to claim 2, characterized in that, The simulated server fault setting interface includes: an interlocking control module, a code location pop-up window, an interlocking equipment central station name setting unit, an equipment type selection unit, an equipment name specification unit, a fault signal type selection unit, a fault point table area, a true / false button, a train information table, and a non-communication-based CBTC train setting pop-up window. The interlocking control module is used to set fault scenario parameters and issue scenarios according to training needs. The code location pop-up window is used to set specific stations, equipment types, and equipment names to meet scenario operating conditions. The interlocking equipment central station name setting unit is used to select an interlocking station, which has the functions of arranging routes and switching switches. The system includes equipment operation functions such as pre-reset operation for axle counting equipment faults; a device type selection unit for selecting the specific type of faulty device; a device name specification unit for locking the specific faulty device based on the device type; a fault signal type selection unit for narrowing down the fault setting range; a fault point table area for displaying a list of fault points generated based on parameter settings, supporting fault point selection; a true / false button for issuing or resetting fault scenarios; a train information table for displaying train-related fault information; and a non-CBTC train setting pop-up window for setting non-CBTC train parameters to simulate onboard CC fault scenarios.

4. The fully automated rail transit line dispatching training system according to claim 1, characterized in that, Both the dispatching workstation and the local workstation are equipped with a training fault simulation interface. The training fault simulation interface includes a turnout equipment fault pop-up module, a FAM authorization cancellation module, a manual car impoundment module, a route conversion to manual control module, a train pantograph lifting control module, a parking brake application / release control module, a turnout set / reverse operation module, a platform passenger clearing setting module, a manual car setting module, a destination code setting module, a platform door closing status display module, a train fault light band control module, a red light band disappearance status display module, a fault impact pop-up module, a CC restart operation module, an RRM operation authorization module, a single-step operation authorization module, and a FAM mode operation module.

5. The fully automated rail transit line dispatching training system according to claim 4, characterized in that, The FAM authorization cancellation module is used to cancel the fully automated driving mode authorization of the train; the RRM operation authorization module is used to enable the remote restricted manual driving mode; the FAM mode operation module is used to enable the fully automated driving mode of the train; the train fault light strip control module is used to organize the train to pass through the fault axle counting section; the red light strip disappearance status display module is used to display the fault light strip disappearance status of the fault axle counting section.

6. A training method based on the fully automated rail transit line dispatching training system according to any one of claims 1-5, characterized in that, Includes the following steps: S1: Trainees start the simulation server, scheduling workstation, and local workstation; S2: Trainees can set fault scenario parameters such as the name of the interlocking central station, equipment type, equipment name, and corresponding fault point through the simulated server fault setting interface, so as to configure at least one fault scenario among turnout equipment fault, axle counting equipment fault, vehicle-mounted equipment fault, and platform door equipment fault. S3: Trainees operate the simulation server to send the fault scenarios set in step S2 to the dispatch workstation and the local workstation via the gateway server. S4: Dispatchers perform training operations through the fault simulation interface on the dispatch workstation. The simulation server receives operation instructions in real time, links the interlocking simulation system and ZC / LC / CC simulation module equipment to respond, and simultaneously feeds back the train operation status and fault handling progress to each workstation; S5: After the training, trainees perform equipment restoration and scenario initialization through the simulation server; S6: Trainees shut down the simulation server, scheduling workstation, and local workstation to complete the site clearance.

7. The training method according to claim 6, the practical operation and response process for step S4 corresponding to the turnout equipment failure includes: S411: After completing the train configuration and operation mode settings through the simulation server's fault setting interface, trainees click on the interlocking control to set fault parameters to trigger a turnout equipment fault scenario; S4 12: Dispatchers confirm the fault phenomenon through the dispatch workstation and check the station-level equipment display status with the station to which the corresponding faulty equipment belongs to verify the fault; S413: Dispatchers perform operations such as canceling train FAM authorization, impounding the train, and switching the route to manual control through the dispatch workstation, and set up pantograph lowering and apply parking brake operations for the faulty train; S414: Perform positioning / reverse positioning reciprocating operation on the faulty turnout to test the fault condition, and notify relevant professionals to carry out emergency repairs; S4 15: Dispatchers organize short-route train operations outside the fault area through the dispatching workstation, set up temporary passenger clearing, manual train mode and train destination code, and organize trains to automatically turn back and put them into operation; S416: After the professional emergency repair is completed, dispatchers cancel the short-route train operation outside the fault area through the dispatching workstation and restore normal train operation to complete the training.

8. The training method according to claim 6, characterized in that, The training operation and response process for step S4 corresponding to the axle counting equipment failure includes: S421: After completing the train addition configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the axle counting equipment failure scenario; S422: The dispatcher confirms the failure phenomenon through the dispatching workstation and confirms the local workstation display with the corresponding interlocking equipment station to verify the scope of the failure impact; S423: The dispatcher sets a car arrest at the corresponding station platform through the dispatching workstation; S424: After confirming with the station that no car occupies the faulty axle counting section, the dispatcher notifies the corresponding interlocking equipment station to perform the axle counting pre-reset operation; S425: After the interlocking equipment station completes the pre-reset successfully, the dispatcher cancels the car arrest through the dispatching workstation and controls the train to run in the manner of pressing the fault light strip. The training is completed after the train occupies and clears the faulty axle counting equipment section and the fault light strip is eliminated.

9. The training method according to claim 6, characterized in that, The training operation and response process for the onboard equipment failure in step S4 includes: S431: Trainees click on the train information table through the fault setting interface of the simulation server, and a pop-up window sets a non-CBTC train to trigger the onboard CC failure scenario; S432: Dispatchers confirm the failure phenomenon through the dispatch workstation; S433: Dispatchers notify train maintenance personnel to prepare for manual intervention and notify the corresponding station to provide passenger service; S434: Dispatchers perform the "CC hardware restart" operation through the dispatch workstation to remotely restart the train CC; S435: After confirming that the CC restart is successful, the dispatcher cancels the train impoundment, authorizes the train to run in RRM mode and single-step mode, and resumes normal operation after the train passes the exit signal and upgrades to FAM mode, completing the training.

10. The training method according to claim 6, characterized in that, The training operation and response process for the platform door equipment failure step S4 includes: S441: After completing the train configuration and operation mode settings through the fault setting interface of the simulation server, the trainee clicks the interlocking control to set the fault parameters to trigger the platform door failure scenario; S442: The dispatcher confirms the fault phenomenon through the dispatch workstation, contacts the corresponding station to confirm the on-site situation, and notifies the station to carry out fault handling; S443: After confirming that the station has handled the fault and that the conditions for train operation and cancellation of train impoundment are met, the train impoundment is cancelled through the dispatch workstation; S444: The train automatically closes the doors and platform doors, and the train departs normally in FAM mode, completing the training.

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