Safety driving assist system for metro engineering vehicle

Abstract

A safety driving assist system for a metro engineering vehicle. The system comprises: an engineering vehicle construction protection logic interface server, which is connected to an automatic train monitoring system, and which acquires from the automatic train monitoring system whole-line station complex representation information and interlocking code-position raw information of each station, performs calculation of check and control logic and acquires an engineering vehicle operation task; and an engineering vehicle construction vehicle-mounted driving-assist display terminal, which is connected to the engineering vehicle construction protection logic interface server and is used for providing assistance information to an engineering vehicle driver, guiding the work of the engineering vehicle driver in different areas through the whole process, giving early warnings, and cooperatively completing the confirmation of operation commands issued by a control center. The system has a high level of protection and low costs, can accurately position a vehicle, can implement global inspection, can give early warnings in advance to a global range, and has high timeliness.

Description

A subway engineering vehicle auxiliary safety driving system Technical Field

[0001] The invention relates to an auxiliary safety driving system for a subway engineering vehicle. Background Art

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

[0003] Currently, when construction vehicles are brought down to the mainline, they must carefully consider multiple factors, including operational safety, the safety of construction personnel, and the safety of the traction power supply. Therefore, existing construction vehicles must wait until the mainline operating vehicles have left the line before they are allowed to enter the mainline area. Furthermore, one dispatcher closely monitors each construction vehicle to ensure its safe operation, resulting in only one or two vehicles being brought down to the mainline. Construction vehicle drivers rely on their own training and experience, making them prone to overreaching signals, inadequate switch protection, and conflicts with construction personnel. These risks, all of which are inherent to regular training, create significant operational pressure for drivers. This has led to an increasingly serious conflict between operational safety and improving construction efficiency.

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

[0005] Summary of the Invention

[0006] The purpose of the present invention is to provide a subway engineering vehicle auxiliary safety driving system in order to overcome the defects of the above-mentioned prior art.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to one aspect of the present invention, a subway engineering vehicle auxiliary safety driving system is provided, comprising:

[0009] The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, from which it obtains station information for the entire line and the original information of the interlocking code positions of each station, and performs card control logic calculations and obtains engineering vehicle operation tasks;

[0010] The on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver's work in different areas in advance and cooperate with the confirmation of the operation command issued by the control center.

[0011] As a preferred technical solution, the engineering vehicle construction protection logic interface server includes:

[0012] The authorization management module is used to authorize the onboard auxiliary driving display terminal of the construction vehicle, including limiting the connected terminal and the connection time;

[0013] The station display module is used to display the current signal system equipment status and traction power supply status of the entire line;

[0014] The interface management module is used to check the interface connection status of each device in real time, perform authorization verification and timeout judgment periodically, and promptly interrupt the relevant interface connection if an abnormality is found;

[0015] The protective card control module is used to track the entire operation process of the engineering vehicle in real time based on the current operation position of the engineering vehicle and the operation task of this construction, and to provide early warning reminders to assist the engineering vehicle driver in safe operation on track;

[0016] The data management module is used to identify operational risks in different areas in advance based on the location of the line, formulate relevant early warning and prompt plans, and make advance forecasts based on the running location of trains;

[0017] The electronic task module is used to realize the electronic interaction between the control center and the auxiliary driving display terminal on the construction vehicle to carry out operation tasks;

[0018] The equipment maintenance module is used for maintenance personnel to promptly understand the operating status of the equipment.

[0019] As a preferred technical solution, the onboard auxiliary driving display terminal for construction engineering vehicles includes:

[0020] The global display module is used to display the status of surrounding online devices starting from the current train position;

[0021] The alarm display module is used to display the monitoring information sent by the engineering vehicle construction protection logic interface server in real-time text superimposed with voice to remind the engineering vehicle driver of the potential risks ahead.

[0022] As an optimal technical solution, the engineering vehicle construction protection logic interface server first completes the deployment and software startup, and then completes the loading of the full-line operation plan and the authorized equipment data according to the static data configuration; after successful loading, it establishes a connection with the fully automatic train monitoring system to obtain the status of the signal system equipment and the traction power supply equipment status of the entire line; finally, it waits for the connection request from the engineering vehicle construction on-board assisted driving display terminal.

[0023] As an optimal technical solution, the on-board assisted driving display terminal of the engineering vehicle construction engineering vehicle construction sends a registration request to the engineering vehicle construction protection logic interface server after power-on. After the registration is successfully completed, the position of the vehicle is located according to the global display sent by the engineering vehicle construction protection logic interface server, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is loaded synchronously and the related alarm information and equipment operation status information are displayed.

[0024] As an optimal technical solution, after the engineering vehicle construction protection logic interface server receives the registration information of the engineering vehicle construction vehicle on-board assisted driving display terminal, it automatically sends the station global display, operation task information, equipment status information and warning information, and starts relevant prevention and control warnings for the train represented by the engineering vehicle construction vehicle on-board assisted driving display terminal, including approach warnings, protection distance warnings and operation monitoring. When the position of the running engineering vehicle changes, new prevention and control warnings are calculated synchronously.

[0025] As a preferred technical solution, the approach warning specifically includes: focusing on calculating and forecasting the predicted risks in advance during the driver's driving process, wherein the approach warning includes approach warning for junction area, approach warning for platform, approach warning for curve and approach warning for slope;

[0026] The protection distance warning includes one-station two-section control, single-vehicle control in the operation area, switch status control and red light running control;

[0027] The operation monitoring includes monitoring the operating equipment status and monitoring the construction time.

[0028] As an optimal technical solution, the operation monitoring is linked with an optional obstacle detection system to provide real-time warning of operation risks in the section based on the results of obstacle detection; or the operation monitoring is linked with the traction power supply system to provide real-time warning of operation risks in non-power outage areas.

[0029] As an optimal technical solution, the engineering vehicle construction protection logic interface server and the engineering vehicle construction on-board assisted driving display terminal ensure the real-time and effectiveness of the interactive information of the entire equipment through periodic interaction and collaboration, and assist the engineering vehicle driver to timely identify the risks of the operation process.

[0030] As a preferred technical solution, the onboard auxiliary driving display terminal for construction engineering vehicles includes:

[0031] The station map display area is used to display all status information of the signal system, including the running status of online trains, signal machine status, turnout status, route status and traction power supply status;

[0032] The operation task display area is used by the dispatcher in the control center to authorize construction vehicles to run to safe stations in advance based on the current train operation status;

[0033] The warning information display area is used to display and read the warning information calculated based on the actual running position of the tracked train and the received backend server;

[0034] The device status display area is used to display the current time, the current device operating status, and the operating status information of the background server; when a device operating failure is detected, the display screen of each area is interrupted in time.

[0035] As a preferred technical solution, the risks guarded by the engineering vehicle construction protection logic interface server include risks during train operation, risks of trackside equipment and risks of cooperating construction personnel.

[0036] As an optimal technical solution, the engineering vehicle construction protection logic interface server has a risk protection response table, which analyzes the participating objects and the operating scenario risks identified by each object during operation, and compares and details the risks that arise and the current protection methods, and analyzes the protection results that can be achieved by the current assisted safe driving item by item.

[0037] Compared with the prior art, the present invention has the following advantages:

[0038] 1) The present invention enables engineering vehicles to monitor the status of all online equipment along the entire line during operation, helping engineering vehicle drivers to drive with peace of mind and enter the mainline area in advance, thus reducing construction preparation time and gaining more time for actual construction.

[0039] 2) This invention has designed an interactive function for electronic dispatch orders, which solves the problem of dispatch orders being sent to vehicles and greatly reduces the interaction time between dispatch orders and drivers at the center, thus gaining more time for actual construction. In addition, the electronic display also avoids communication misunderstandings and reduces execution risks.

[0040] 3) The present invention has designed a train operation guide that searches for dangerous spots ahead in real time based on the current position of the engineering vehicle, and reminds the engineering vehicle driver to slow down and strengthen observation in advance, thereby significantly reducing the risk of engineering vehicles speeding and the train operation risks associated with trains approaching slopes;

[0041] 4) The present invention has designed a related risk warning function. During nighttime construction, if personnel neglect certain requirements due to busyness or fatigue, the system will automatically provide targeted voice reminders at appropriate locations, greatly eliminating the safety risks caused by personnel negligence;

[0042] 5) The present invention transforms the original paper-based regulations into dynamic monitoring and reminders for on-site construction links, greatly alleviating the communication risks between different construction personnel, the risks of personal negligence of executors and the risks of on-site equipment operation, and bringing great improvements to the construction management of engineering vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0043] FIG1 is a structural diagram of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0044] FIG2 is a functional module diagram of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0045] FIG3 is a flowchart of the working process of the subway engineering vehicle auxiliary safety driving system of the present invention;

[0046] FIG4 is a risk protection analysis diagram of the subway engineering vehicle auxiliary safety driving system of the present invention. DETAILED DESCRIPTION

[0047] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0048] After analyzing the existing work processes and the causes of related manual control, the present invention provides a new auxiliary driving system for construction vehicles. The current on-track operation of construction vehicles without safety protection relies on intensive communication between central dispatchers and construction vehicles for manual protection, which is converted into an automatic control and warning system of the auxiliary driving system. With the help of LTE-M dedicated network, real-time on-site global status display, train travel risk point control calculation and the latest track pre-time risk identification technology, the control of the central dispatch is realized on the driver side. The synchronous display and risk warning effect of the central dispatch is realized, which greatly reduces the pressure on the driver and central dispatchers, enhances the safety control effect and improves the construction efficiency.

[0049] As shown in FIG1 , the subway engineering vehicle auxiliary safety driving system of the present invention includes:

[0050] The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, from which it obtains station information for the entire line and the original information of the interlocking code positions of each station, and performs card control logic calculations and obtains engineering vehicle operation tasks;

[0051] The on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver's work in different areas in advance and cooperate with the confirmation of the operation command issued by the control center.

[0052] The engineering vehicle construction protection logic interface server is mainly responsible for providing relevant authorization management, information and alarm display, and operation task display to the on-board auxiliary driving display terminal. At the same time, it also serves as a gateway interface machine to achieve isolation and protection between the automatic train monitoring system network and the signal safety network.

[0053] The present invention directly utilizes the existing signal system status to obtain monitoring and protection of on-site equipment, which has low cost, high protection level, accurate vehicle positioning, and can also realize global inspection and early warning of the global scope with high timeliness.

[0054] The engineering vehicle construction protection logic interface server is based on a real-time security communication protocol and interfaces with the train monitoring system to display the status of the entire station in real time, thereby assisting engineering vehicle drivers in safe manual driving. The real-time communication protocol uses a protocol with timestamps and message verification checks to obtain the status of all mainline equipment from the train monitoring system, including turnout status, signal status, and train status. The real-time communication protocol uses the current subway-specific security network channel and the train monitoring system interface gateway to complete the communication link from the train monitoring system, train monitoring system network, train monitoring system gateway, signal LTE-M or WIFI6 network, to the engineering vehicle auxiliary driving device.

[0055] The onboard assisted driving display terminal for construction engineering vehicles is a newly developed integrated assisted driving interface, which includes station display function, dispatching command receiving function, train operation guidance function and train operation prediction and warning function.

[0056] The station display function, based on the mobile terminal configuration environment, realizes a set of station equipment status of the entire line that is consistent with the train monitoring system, including turnout status, online train status, signal equipment status of the entire line, etc., to assist engineering vehicle drivers to understand the current status of on-track equipment on the entire line in advance.

[0057] The dispatch command receiving function realizes paperless office and enables the dispatcher's command at the control center to be directly issued to the auxiliary driving equipment of the engineering vehicle. The driver of the engineering vehicle can quickly view the corresponding authorization content, avoiding the need for a series of work such as dispatch command issuance, reception, recitation, transcription, and transfer between the control center operator and the vehicle depot operator in existing projects, thereby greatly saving time.

[0058] The train operation prediction and warning function automatically identifies the operating range of the construction vehicle and the entire construction time according to the content of the authorized dispatch order, thereby performing a comparison check on the actual operating path of subsequent engineering vehicles and preventing various risks.

[0059] The train operation guidance command function automatically performs periodic searches based on the current status of station equipment. Based on the current status of signals and switches, and using a deep search algorithm, it searches for the next available platform in advance and displays it on the main interface of the device. This helps engineering vehicle drivers understand the safe platform ahead and ensure a one-station-two-section gap with the train ahead.

[0060] The train operation prediction and warning function is that the system automatically performs periodic searches based on the current station equipment status: when the train is about to run to the previous platform with a train platform ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the curve ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the slope ahead, it actively reminds the driver to pay attention to strengthening observation and increasing or decreasing speed according to the slope conditions;

[0061] The train operation prediction and warning function is that the system automatically performs periodic searches based on the current status of the station equipment. When there is a red light in front of the train or the switch is in operation, it reminds the engineering vehicle driver in advance to slow down and stop in time.

[0062] The train operation prediction and warning function can timely predict the end of the construction site according to the system's operating time, and assist the engineering vehicle driver to complete the construction site on time.

[0063] As shown in Figure 1, the described subway engineering vehicle auxiliary safety driving system, the engineering vehicle construction vehicle onboard auxiliary driving display terminal is mainly responsible for providing relevant auxiliary information to the engineering vehicle driver, guiding the engineering vehicle driver throughout the work in different areas in advance and cooperating to complete the confirmation of the operation command issued by the control center.

[0064] As shown in FIG1 , the subway engineering vehicle auxiliary safety driving system carries a network including a wired dual network of an automatic train monitoring system, a wired network of a signal system safety network, and a wireless network part, thereby realizing dedicated network use.

[0065] As shown in Figure 2, the subway engineering vehicle auxiliary safety driving system includes the following functional modules: authorization management, station display, interface management, protection card control, data management, electronic tasks, global display, alarm display and equipment maintenance.

[0066] The authorization management function is mainly that when the on-board assisted driving display terminal connects to the engineering vehicle construction protection logic interface server, it will limit the connected terminal and the connection time. Only trains with authorized identification and within the construction time range are allowed to connect to the server, avoiding other illegal terminals or legal terminals from being used during operation and occupying the bandwidth of the existing network.

[0067] The station display function is mainly that after the on-board assisted driving display terminal is connected to the engineering vehicle construction protection logic interface server, it uses the real-time communication protocol to display the current signal system equipment status and traction power supply status of the entire line, so that the engineering vehicle driver can understand the situation of the entire line.

[0068] The interface management function is mainly that the engineering vehicle construction protection logic interface server checks the interface connection status of each device in real time, performs authorization verification and timeout judgment periodically, and interrupts the relevant interface connection in time when an abnormality is found.

[0069] The protective card control function primarily involves the construction vehicle protection logic interface server tracking the entire train operation process in real time based on the current location of the construction vehicle and the current construction task, providing early warnings and alerts to assist the construction vehicle driver in maintaining safe on-track operation. It also provides early warnings based on the availability of resources ahead, ensuring the safety of equipment and personnel during construction vehicle operation.

[0070] The data management function is mainly to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and reminder plans, and make forecasts in advance according to the running location of the train to remind drivers and personnel to be safe.

[0071] The electronic task function is mainly to form an interactive solution for running tasks between the control center and the engineering vehicle driver, so as to facilitate the dispatcher of the control center to intervene in the running tasks of the engineering vehicle in real time.

[0072] The global display function is mainly to provide the engineering vehicle with a status of surrounding online equipment starting from the current train position through the on-board assisted driving display terminal, so as to facilitate the engineering vehicle driver to timely identify relevant risks in the nearby area and remind him to take driving adjustments.

[0073] The warning display function is mainly to display the monitoring information sent by the server to the vehicle-mounted auxiliary driving display terminal in real-time text superimposed with voice to remind the engineering vehicle driver of the potential risks ahead.

[0074] The equipment maintenance function is mainly to help the maintenance personnel of this device to understand the operating status of the equipment in a timely manner, so that the on-site maintenance personnel can promptly understand the location of the fault point and quickly complete the repair work.

[0075] 3 , the present invention provides a subway engineering vehicle auxiliary safety driving system. The entire workflow is as follows:

[0076] Step 100, the working steps of the engineering vehicle construction protection logic interface server are: first, complete the correct deployment of the engineering vehicle construction protection logic interface server and start the software. Secondly, when the software is started, it will complete the loading of the full-line operation plan and the loading of authorized device data according to the static data configuration. After the loading is successful, the interface server establishes a connection with the fully automatic train monitoring system application server to obtain the status of the signal system equipment and traction power supply equipment of the entire line. Finally, wait for the connection request of the external on-board auxiliary driving display terminal;

[0077] Step 101, the working arrangement of the vehicle-mounted assisted driving display terminal is as follows: after power-on, the corresponding application software automatically runs and sends a registration request to the interface server. After successful registration, the vehicle's position is located according to the station global display sent by the interface server, displayed in the center, and the surrounding signal equipment status is displayed synchronously; the operation task information issued by the control center is simultaneously loaded and displayed, and related alarm information and equipment operation status information are displayed;

[0078] Step 102: After receiving the registration information of the auxiliary driving terminal, the logical card control server automatically sends the station global display, operation task information, equipment status information and warning information, and starts a series of monitoring related to the position tracking, proximity warning and protective distance monitoring of the train represented by the terminal. When the position of the running engineering vehicle changes, the new prevention and control warning is calculated synchronously;

[0079] Step 103: After receiving the registration information of the assisted driving terminal, the logic card control server initiates approach warnings for the train represented by the terminal, including: switch approach warnings, platform approach warnings, curve approach warnings, and slope approach warnings. The server focuses on pre-calculating and forecasting the predicted risks during the driver's driving process, converting static text into real-time reminders for daily operations, facilitating timely understanding and intervention by the driver.

[0080] Step 104, after receiving the registration information of the assisted driving terminal, the logical control server initiates a protective distance warning for the train represented by the terminal, including: one-station two-section control, the system searches and checks whether there are other trains running within one station and two sections ahead of the current train position, and warns the driver in advance to stop for confirmation; single-vehicle control in the operating area, mainly controls the clearance of resources in front of the engineering vehicle's destination to prevent the engineering vehicle from running at risk without train control protection; switch status control, focuses on monitoring the real-time status of the switch in two consecutive sections behind the authorized signal to prevent the engineering vehicle from mistakenly running through the signal; red light running control, mainly provides logical control for the potential behavior of crossing the prohibited signal during the on-track operation of the train, and immediately issues an emergency alarm once it occurs.

[0081] Step 105: After receiving the registration information of the auxiliary driving terminal, the logic card control server starts the operation monitoring of the train represented by the terminal, including: monitoring the status of the operating equipment, and promptly closing the relevant display in case of an event such as an interface server crash; monitoring the construction time, and if it is found that the running time is about to turn into the operating time, issuing an early warning and automatically closing the buffer; it can also be linked with the optional obstacle detection system to provide real-time warning of operation risks in the section based on the results of obstacle detection; it can also be linked with the traction power supply system to provide real-time warning of operation risks in the non-power outage area, etc.

[0082] In step 106, the logic control server and the auxiliary driving terminal ensure the real-time and effectiveness of the interactive information of the entire equipment through periodic interaction and collaboration, assisting the engineering vehicle driver to promptly identify risks during operation. With the help of the rail transit signal system, traction power supply system and obstacle detection system, a three-dimensional "vehicle-track-electricity" and personnel risk control is completed.

[0083] The display interface of the subway engineering vehicle auxiliary safety driving system mainly includes four components: a station map display area, an operation task display area, a warning information display area and an equipment working status display area;

[0084] The station map display area of ​​the display interface mainly displays all the status information of the double-view signal system, focusing on the important status of the signal system operation, such as the running status of the on-line train, the status of the signal machine, the status of the turnout, the status of the route and the status of the traction power supply;

[0085] The operation task display area of ​​the display interface is mainly used by the dispatcher of the control center to authorize construction vehicles to run to safe stations in advance based on the current train operation status. Subsequently, the construction vehicle travel tasks are gradually promoted according to the operation status of passenger trains to improve construction efficiency.

[0086] The warning information display area of ​​the display interface mainly displays and reads the warning information calculated based on the actual operating position of the tracked train and the received background server, so that construction vehicle drivers can understand the operating risks ahead in advance and take protective measures.

[0087] The device status display area of ​​the display interface mainly displays the current time, the current device operating status, the operating status of the background server and other equipment operating information; when a device operating failure is detected, the current terminal will promptly interrupt the display of each area to remind the driver that there is currently no reference information;

[0088] As shown in FIG4 , the aforementioned subway engineering vehicle auxiliary safety driving system mainly prevents the following risks: risks during train operation, risks to trackside equipment, and risks to cooperating construction personnel.

[0089] The main risks of train operation to be prevented are as follows: risk reminder of train speeding. When a construction vehicle is detected to be speeding, an early warning reminder will be issued immediately; train overrun signal reminder. The backend server will determine whether the train has an overrun signal based on the current signal status. Once an overrun signal occurs, an alarm will be issued immediately; the risk of equipment falling is mainly before the train leaves the station. A voice reminder will be given before entering the station to confirm the bandaging of the equipment in advance to avoid intrusion and other risk reminders;

[0090] The main risks to trackside equipment to be prevented are as follows: The system monitors the status of trackside screen doors, switches, and track authorizations, and alerts drivers in advance to whether the monitored area is a curve, uphill, or downhill. It also provides safety reminders based on the current traction power supply status in the operating area.

[0091] The main risks to construction workers that need to be prevented are as follows: construction workers on the platform need to be reminded in advance that construction vehicles are about to enter the station, and pay attention to arranging personnel to communicate and confirm with the station in advance; section personnel, if there are construction workers arriving early at the construction site, need to remind the drivers of the construction vehicles to slow down in advance and strengthen observation; passengers on the vehicle need to be reminded to pay attention to the bandaging of the accompanying equipment to ensure the safety of the passengers.

[0092] The optional integrated obstacle detection system is used to assist in detecting obstacles in the section. Once an abnormality is detected in the section, the assisted driving system should generate an alarm in time to remind the driver to slow down and confirm, ensuring driving safety;

[0093] The final risk protection response table of the subway engineering vehicle auxiliary safety driving system of the present invention is shown in Table 1, which is mainly as follows:

[0094] Table 1

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

[0096] The risk protection response table further analyzes the operational scenario risks identified by various objects during operation, and provides detailed explanations of the risks and current protection methods. It also analyzes the protection results that can be achieved by current assisted safe driving item by item, and clarifies the corresponding functional configuration requirements item by item.

[0097] In summary, the present invention provides an auxiliary safety driving system for subway engineering vehicles. By connecting on-site equipment in series, dynamically tracking and controlling, and interacting with central drivers, it reduces the driving risks of engineering vehicle drivers and simplifies the protective work of dispatchers. Thus, on the basis of ensuring safety, it improves the safety of on-site operation of engineering vehicles through auxiliary driving safety control and early warning; improves the operational safety between on-site personnel and other trains through auxiliary driving safety control and early warning; reduces the overall control requirements of central dispatchers through the overall control of the driver, and can support the online operation of more engineering vehicles. Ultimately, it achieves the safety conditions for multiple engineering vehicles to enter different construction areas at the same time and for engineering vehicles to enter the main line in advance, greatly reducing construction preparation time, improving construction safety, and improving nighttime construction efficiency.

[0098] The foregoing description is merely a specific embodiment of the present invention, and the scope of protection of the present invention is not limited thereto. Any person skilled in the art will readily conceive of various equivalent modifications or substitutions within the technical scope disclosed herein, and such modifications or substitutions are intended to be encompassed by the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A subway engineering vehicle auxiliary safety driving system, characterized in that: include: The engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle; The on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver throughout the work in different areas, give advance reminders and cooperate with the confirmation of the operation command issued by the control center.

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

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

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

5. The subway engineering vehicle auxiliary safety driving system according to claim 1 is characterized in that: After being powered on, the on-board assisted driving display terminal of the engineering vehicle construction project sends a registration request to the engineering vehicle construction protection logic interface server. After successfully completing the registration, the position of the vehicle is located according to the global display of the station sent by the engineering vehicle construction protection logic interface server, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is synchronously loaded and the related alarm information and equipment operation status information are displayed.

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

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

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

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

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

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

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

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