Fully automated train monitoring system, method, device, and storage medium

Abstract

The present invention relates to a fully automated train monitoring system, a method, a device, and a storage medium, the system comprising: a central security interface server, which is used for protocol adaptation between different interfaces and unified data integration; a central external interface server, which is in communication with the central security interface server and is used for completing acquisition of rail transit data; a central real-time monitoring server, which is in communication with the central security interface server and is used for fully automated operation of monitoring an on-site train in real time; a central information processing server, which is in communication with the central external interface server and the central real-time monitoring server and is used for processing the rail transit data; and an operating terminal, which is in communication with the central information processing server and is used for displaying, on the basis of different user role definitions, human-computer interaction interfaces having different operating functions. Compared with the related technology, the present invention has advantages such as flexible architecture, numerous functional modules, a high degree of automation, powerful performance, security and dependability, and human-centered design.

Description

A fully automatic train monitoring system, method, device and storage medium Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a fully automatic train monitoring system, method, equipment and storage medium. Background Art

[0002] With the advancement of the times, countries around the world have proposed rail transit construction plans for green travel. At the same time, existing systems, after years of operation, have gradually fallen behind the times. The digital transformation of urban rail transit has become an international and industry trend. At this stage of development, various countries are accelerating the deep integration and innovative application of artificial intelligence technology in railway operations. The development of a new generation of intelligent rail transit equipment, such as unmanned driving, green energy conservation, and dynamic matching of road network capabilities, has become a historical necessity.

[0003] However, the existing fully automatic train monitoring system has the following problems:

[0004] (1) The standard has many requirements, including functional safety, information security, and human-computer interaction;

[0005] (2) A high degree of automation, involving multi-professional collaboration, emergency response, and shortage of dispatch personnel;

[0006] (3) Complex on-site scenarios, diverse equipment, cultural differences, and numerous regulations;

[0007] (4) The equipment operating environment is becoming increasingly complex, and the information security risks are high.

[0008] (5) It is becoming increasingly difficult to ensure timely passenger protection and service after unmanned operation.

[0009] (6) The contradiction between the emergency handling needs of occasional scenarios and the handling proficiency of personnel.

[0010] As rail transit becomes increasingly the backbone of public transportation in cities, more and more people choose rail transit as their preferred mode of transportation. With increased capacity and shorter train intervals, rail transit safety has become a top priority. Leveraging new technologies to further enhance the overall safety of rail transit signaling systems has become a pressing issue.

[0011] A search revealed Chinese patent publication number CN114590295A, which discloses an automatic train monitoring system. The system comprises an application server and a terminal device running a browser. The browser is configured to draw and display a station map based on station information provided by the application server, and to draw and display a train map based on train operation data provided by the application server. The application server is configured to obtain the station information and train operation data and provide them to the browser. This system allows users to conveniently and quickly manage and control equipment within the station and trains on the route using a terminal device running a browser and having network access. It also boasts the advantages of rapid deployment, good scalability, and low maintenance costs.

[0012] However, the system of the existing patent is relatively simple and has limited functions. In particular, it does not involve the integration of different types of rail transit signal systems and the improvement of three-dimensional safety protection. Therefore, how to meet the needs of different types of rail transit signal systems and integrate more automation and intelligent technologies to ensure the three-dimensional safety protection requirements of the entire rail transit has become a technical problem that needs to be solved.

[0013] Summary of the Invention

[0014] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and provide a fully automatic train monitoring system, method, equipment and storage medium with flexible architecture, multiple functional modules, high degree of automation, powerful performance, safety and reliability, and humanized design.

[0015] The purpose of the present invention can be achieved by the following technical solutions:

[0016] According to a first aspect of the present invention, there is provided a fully automatic train monitoring system, the system comprising:

[0017] Central security interface server, used for protocol adaptation and data integration between different interfaces;

[0018] Central external interface server, which communicates with the central security interface server to complete rail transit data collection;

[0019] The central real-time monitoring server communicates with the central security interface server and is used to monitor the fully automatic operation of on-site trains in real time;

[0020] a central information processing server, communicating with the central external interface server and the central real-time monitoring server, for processing rail transit data;

[0021] The operation terminal communicates with the central information processing server and is used to display different operation function human-computer interaction interfaces according to different user role definitions.

[0022] The above-mentioned equipment forms the monitoring and combination of all equipment including people, equipment, vehicles, platforms and tracks, bringing together all relevant participants in the rail transit field, thus providing comprehensive protection for functional safety, information security and operational scenario safety.

[0023] As a preferred technical solution, the central security interface server converts different types of data into unified data that can be internally interacted with, and completes the unified adaptation output of control commands to ensure the interactive security of security devices during operation.

[0024] As an optimal technical solution, the central safety interface server is respectively connected to the interlocking system, the trackside train protection system, the train onboard protection system and the train onboard automatic driving system to collect data from each system and integrate the data.

[0025] As a preferred technical solution, the central security interface server adopts plug-in technology, supports the interface protocol based on serial communication and adapts to the interface protocol based on network security protocol.

[0026] As a preferred technical solution, the central external interface server is connected to each professional system through a firewall, wherein the professional systems include an integrated monitoring system, a passenger service system, a passenger broadcasting system, a video monitoring system, a screen door system, and a wireless paging system.

[0027] As an optimal technical solution, the central external interface server uses a unified protocol and secure network to integrate the data of various professional systems, and at the same time uses a unified data unit description method to realize data sharing between various professional systems and realize cross-professional collaborative actions of on-site application plans.

[0028] As an optimal technical solution, the central external interface server builds a multi-professional linkage engine based on standardized data, which is used to realize the linkage actions of emergency response in fully automatic operation scenarios, while supporting the configurable requirements of multi-professional card control logic.

[0029] As a preferred technical solution, the central external interface server performs bypass control on the interface data and is provided with a manual confirmation unit for confirming erroneous input of the external interface.

[0030] As a preferred technical solution, the central real-time monitoring server includes:

[0031] Automated monitoring module, used for automated control of mainline trains and trackside equipment;

[0032] The parking lot / depot control module is used for automatic train washing, in-and-out management, and fully automatic sleep and wake-up control within the parking lot / depot;

[0033] Environmental monitoring module, used for train environment monitoring;

[0034] Fault detection module, used for fault detection of trains and trackside equipment;

[0035] Train operation task adjustment module, used for automatic adjustment of train operation tasks;

[0036] The operation mode management module is used to manage the operation mode of degraded small routes.

[0037] As a preferred technical solution, the automated monitoring module includes a trackside switch monitoring unit, a signal monitoring unit, a door and platform screen door monitoring unit, and a passenger monitoring unit.

[0038] As a preferred technical solution, the central information processing server includes:

[0039] The operation terminal control module is used to send messages to the operation terminal and complete the control information processing from the operation terminal;

[0040] System management module, used to manage train plans and user information and statistical information;

[0041] Emergency response decision module, used for on-site emergency response decision-making based on self-learning and pattern recognition of knowledge graph;

[0042] The security processing module is used for access control of all operations, multi-dimensional security consistency assessment of operation scenarios, system network traffic monitoring, and trusted identification of the issuer of operation commands.

[0043] As an optimal technical solution, the central information processing server processes information including: trackside equipment status information, online train operation status information, train vehicle operation status information, car washing machine status information, timetable information, user information, alarm and operation record information, regional authorization management information, traction power supply information, section ventilation information and the server's own operation information.

[0044] As a preferred technical solution, the central information processing server processes the information in the following ways:

[0045] Use encrypted storage for local or database storage;

[0046] Use differentiated format storage for operation records;

[0047] Add user role recognition and terminal location recognition to operation instructions from different operation terminals.

[0048] As a preferred technical solution, the operation terminal includes a dispatcher center operation terminal, a station attendant station operation terminal and a maintenance operation terminal for system maintenance personnel.

[0049] As a preferred technical solution, the operation terminal supports customizable interface for simulating and localizing the display of the status of the on-site equipment.

[0050] As a preferred technical solution, the interface of the operation terminal adopts a configurable interface, supports the free combination and joint control of various display graphics, and supports the display of global view, station view, equipment view and vehicle view.

[0051] As a preferred technical solution, the central security interface server, central external interface server, central real-time monitoring server and / or central information processing server adopt a hot standby redundant structure, wherein the single server adopts dual redundant real-time communication and has ECC memory checking.

[0052] According to a second aspect of the present invention, a method based on the fully automatic train monitoring system is provided, comprising:

[0053] Step S1, the operation terminal uploads the plan information to the central information processing server;

[0054] Step S2: The central information processing server synchronizes the corresponding schedule to the central real-time monitoring server for execution;

[0055] Step S3: The central real-time monitoring server automatically wakes up the train in the parking lot / depot and sends a train operation task to control the train operation;

[0056] Step S4: The central real-time monitoring server adjusts the train's running command in real time according to the train's early or late running conditions, and synchronizes it to the central information processing server. The central information processing server synchronizes the latest information to the central external interface server.

[0057] In step S5, the central external interface server automatically generates relevant control instructions based on the collected information of each professional system and the set collaboration configuration, and sends them to the relevant professional systems for execution simultaneously.

[0058] As an optimal technical solution, according to the timetable of the day, the central real-time monitoring server executes the passenger clearing process for the train. After completing the train passenger clearing operation and manual confirmation, the central real-time monitoring server automatically releases the train and sends an instruction for the train to go offline and return to the depot.

[0059] As a preferred technical solution, when a sudden traction power supply trip fault occurs during the operation of a mainline train, the central external interface server immediately obtains the corresponding information, calculates the impact range of the power failure area and static global data, and sends the calculated results to the central real-time monitoring server;

[0060] The central real-time monitoring server further searches and determines the position of trains within the affected range.

[0061] As a preferred technical solution, the method also includes a process of monitoring access control for the entire interval. When it is detected that the protective door entering the interval is open, the central external interface server obtains the corresponding information and simultaneously sets the speed limit for the relevant area. The control center dispatcher is reminded through the central information processing server, and the cameras in the relevant areas are driven at the same time to project the scene images in real time.

[0062] As a preferred technical solution, the method also includes a monitoring and protection process for people inside the train, and analyzes the passenger distribution and passenger flow direction inside the carriage through video recognition technology. If it is detected that the passenger flow is instantly chaotic or refused to enter some carriages, the central information processing server will send the corresponding abnormal information to the central monitoring personnel.

[0063] As an optimal technical solution, the method also includes a monitoring process for the train doors and platform doors. The central security interface server synchronously collects the status of the train doors and platform doors and monitors the execution status of the two doors. Once an abnormality occurs in the train doors or platform doors, a related passenger broadcast is automatically generated.

[0064] As an optimal technical solution, the method also includes a process for handling on-site turnout faults. When the central safety interface server detects on-site turnout fault information, it synchronizes it to the central information processing server. The central information processing server automatically calculates the changed running route based on the fault scope, combined with the line topology interface and the current train running route, and replaces the in-use train running route, and automatically adjusts the replaced train timetable.

[0065] As a preferred technical solution, the method also includes a fire monitoring process, wherein the central security interface server is responsible for collecting train fire information, the central external interface server is responsible for collecting platform fire information, and the central information processing server implements different types of fire response collaborative strategies.

[0066] According to a third aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0067] According to a fourth aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0068] Compared with the prior art, the present invention has the following advantages:

[0069] 1. The present invention uses a central security interface server for protocol adaptation and data integration between different interfaces, thereby supporting train control systems of various formats and supporting multiple national languages ​​and dispatching rules;

[0070] 2. The present invention adopts multiple security protection methods to ensure the safety of human-computer interaction, the safety of interaction between low-level devices and high-security level devices, the safety of security data production, and the safety of transmission.

[0071] 3. High availability. The key parts of the present invention provide different redundancy designs. When a single device fails, the backup device will be seamlessly connected to replace the main device. The core channel adopts dual-network redundant transmission and built-in channel detection to ensure the real-time, security and maintainability of data interaction.

[0072] 4. High degree of automation. The present invention uses unified data unit description and multi-professional information integration to achieve cross-professional collaborative joint prevention and control, improve the operational safety of large systems, reduce the labor intensity of staff, and strengthen the shortcomings of delayed operator response in emergency scenarios.

[0073] 5. The present invention supports flexible self-created graphic design and configurable implementation of interface control language, and supports localization requirements of different countries and regions around the world.

[0074] 6. The multi-level safety assurance of the present invention comprehensively covers functional safety, information security and functional safety, is triggered by the requirements of the unmanned driving system, and comprehensively covers the safety service coverage after the adjustment of personnel responsibilities.

[0075] 7. The present invention realizes the integration of multiple technologies, and uses a variety of technologies such as image recognition technology, big data technology, automation technology, information security technology and artificial intelligence technology to comprehensively ensure the safety of the entire system and achieve full coverage of trains, platforms and trackside.

[0076] 8. This invention meets the digital transformation needs of existing signal systems through digital transformation, enabling business restructuring. This significantly improves operational efficiency and increases traffic density by 30%. Customized adaptation of traditional online equipment optimizes online equipment monitoring, reducing maintenance workload by 50% and equipment costs by 30%. New business modules redefine the division of labor between humans and machines, reducing staff by 30% and significantly reducing workload. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] FIG1 is a structural diagram of a fully automatic train monitoring system according to the present invention;

[0078] FIG2 is a functional module diagram of the fully automatic train monitoring system of the present invention;

[0079] FIG3 is a schematic diagram of train section protection according to the present invention;

[0080] FIG4 is a framework diagram of the multi-disciplinary information fusion technology of the present invention.

[0081] Among them, 1 is the central security interface server, 2 is the central external interface server, 3 is the central real-time monitoring server, 4 is the central information processing server, 5 is the operation terminal, 51 is the center operation terminal, 52 is the station operation terminal, 53 is the maintenance operation terminal, 61 is the interlocking system, 62 is the trackside train protection system, 63 is the train onboard protection system, 64 is the train onboard automatic driving system, 71 is the integrated monitoring system, 72 is the passenger service system, 73 is the passenger broadcasting system, 74 is the video monitoring system, 75 is the screen door system, and 76 is the wireless paging system. DETAILED DESCRIPTION

[0082] 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.

[0083] Example 1

[0084] The fully automatic train monitoring system of the present invention starts from urban rail transit operations, breaks through traditional functional safety, and expands to operational scenario safety and information security. It has developed a fully automatic train monitoring system for rail transit with three-dimensional safety protection between the four elements of "people-vehicle-track-door". It can support train control systems of various standards and train monitoring systems of multiple national languages ​​and dispatching rules. As shown in Figure 1, the fully automatic train monitoring system includes a central security interface server 1, a central external interface server 2, a central real-time monitoring server 3, a central information processing server 4 and an operation terminal 5, wherein the operation terminal 5 includes a central operation terminal 51, a station operation terminal 52 and a maintenance operation terminal 53.

[0085] In this embodiment, the central security interface server 1 implements secure interfaces with interlocking systems, trackside train protection systems, train station protection systems, and onboard automated driving systems from various manufacturers. It adapts protocols and integrates unified data between these interfaces, converting it into unified data for internal communication within the universal fully automatic train monitoring system. It also adapts and outputs control commands from the universal fully automatic train monitoring system. This security interface server focuses on safety function control to ensure safe on-board interactions.

[0086] Furthermore, the central safety interface server 1 adopts plug-in technology, which can support traditional serial communication-based interface protocols, and can also adapt to interface protocols based on network security protocols, and then adapt to trackside signal systems in different countries and eras, and realize digital reconstruction of traditional analog circuits.

[0087] The Central Security Interface Server 1 is a COTS server or workstation running the Windows Server Standard Edition operating system and the Central Security Interface Server software. Each device is dual-server redundant and equipped with ECC memory checksum functionality. Each server utilizes dual network connections.

[0088] Furthermore, the Central External Interface Server 2 is compatible with interfaces across various specialized systems, including the integrated monitoring system, passenger information system, passenger broadcast system, video surveillance system, screen door system, and wireless paging system. As a rail transit convergence server, the Central External Interface Server 2 implements a comprehensive rail transit information data warehouse, providing services such as information sharing, multi-disciplinary collaboration, and emergency scenario linkage and control. Furthermore, the Central External Interface Server 2 is located in a dedicated demilitarized zone (DMZ), requiring all interactions with different specialized systems to pass through a firewall, ensuring secure information exchange between all business systems.

[0089] At the same time, the central external interface server 2 uses a COTS server or workstation, uses the Windows Server standard edition operating system, runs the central external interface server software, and has ECC memory verification function. At the same time, a single server adopts dual network card aggregation to achieve network layer redundancy. The two servers use dual-master operation, and both servers can provide services.

[0090] The central external interface server 2 integrates all data of the rail transit production system with the help of a unified Modbus-based protocol and secure network carrier. On the other hand, it also realizes data sharing between different disciplines with the help of a unified data unit description method. On the basis of the unified data unit description, it realizes cross-disciplinary collaborative actions of on-site application plans and realizes fully automatic operation safety protection.

[0091] The central external interface server 2 uses standardized data units to build a multi-professional linkage engine to support the configurable requirements of multi-professional card control logic in different countries and regions: through the configuration of standardized data, the linkage actions of emergency response in fully automatic operation scenarios are realized, thereby improving the response efficiency; at the same time, bypass control is also added for the interface data. For erroneous input of the external interface, manual confirmation is supported, and relevant information is temporarily bypassed to avoid the impact of erroneous linkage control on the normal operation of the train.

[0092] Furthermore, the central real-time monitoring server 3 provides real-time monitoring of fully automatic train operations, trackside switches and signal status, doors and platform screen doors, and passengers on the platform and train. Emphasizing real-time processing, the central real-time monitoring server 3 monitors and controls on-site equipment, monitors the passenger environment, and monitors the doors and platform screen doors that protect passengers, ensuring equipment, passenger, and train safety. This server runs on a commercial server and features ECC memory checking. The central real-time monitoring server 3 utilizes dual-redundant real-time communication capabilities for a single server, with hot standby redundancy switching between the two servers.

[0093] The central real-time monitoring server 3 is a COTS server or workstation, using the Windows Server Standard Edition operating system and running the central real-time monitoring server software. Each set of equipment uses a dual-machine redundant configuration.

[0094] The central real-time monitoring server software is the core processing unit of the entire universal train monitoring system. It is responsible for the automated control of trains and trackside equipment operating on the main line, and realizes functions such as station display, equipment monitoring, automatic control, fault alarm, and route adjustment. It is responsible for automatic train washing, in-and-out management, and fully automatic sleep and wake-up functions within the parking lot / depot; it is responsible for environmental monitoring, equipment fault detection and other operational status monitoring; it is responsible for automatic adjustment of train operation tasks to the morning and evening, and the operation mode management function of downgraded small routes.

[0095] Furthermore, the central information processing server 4 is capable of providing information to numerous operating terminals and processing control information from these terminals. It also manages the system for relevant users, including train schedule management, user management, and statistical analysis. It also provides self-learning and pattern recognition based on a knowledge graph, enabling on-site emergency response decision-making. The server also provides access control for all operations, multi-dimensional security consistency assessments for operational scenarios, system network traffic monitoring, and trusted identification of the issuer of operational commands, ensuring the information, operational, and functional security of the entire system. The server runs on a commercial server and features ECC memory verification. The single central information processing server 4 utilizes dual-redundant real-time communication capabilities, and dual servers have hot standby redundant switching capabilities.

[0096] At the same time, the information processed by the central information processing server 4 mainly includes: status information of trackside tracks, switches, signals and other equipment; online train operation status information; train vehicle operation status information; car wash machine status information; timetable information; user information; alarm and operation record information; regional authorization management information; traction power supply information; section ventilation information, memory, CPU and hard disk capacity information of various servers and various server process operation information, etc.

[0097] The information processed by the central information processing server 4 is stored locally or in a database in an encrypted manner; operation records are stored in differentiated formats to prevent information from being modified; user role identification and terminal location identification are added to operation instructions from different operation terminals, and only legitimate users and legitimate terminals can authorize system operations.

[0098] In addition, the central information processing server hardware uses COTS servers, uses the Windows Server Standard Edition operating system, and runs the central information processing server software.

[0099] The central information processing system is the information core of the system. It collects information from all line equipment and other subsystems, as well as alarms and events, train status, and other necessary information, and transmits it to each operating terminal. It is also responsible for timetable management, human-machine card control, emergency plan management, user management, policy management, inbound and outbound planning management, statistical reporting, and operational parameter management, responding to staff requests and providing real-time responses. The central information processing server also collects and stores information from field devices, providing it for playback data.

[0100] Furthermore, the operation terminal 5 includes a variety of configurable, user-customizable terminal functions, enabling it to function as a central operation terminal for dispatchers, a station operator's station operation terminal, and a maintenance operation terminal for system maintenance personnel. This operation terminal also supports interface customization, enabling simulated and localized display of on-site device status in different countries and regions. It also supports the requirement for displaying different human-computer interaction interfaces based on user role definitions, displaying different operational functions. The software runs on commercial workstations and includes ECC memory verification.

[0101] The interface of the operation terminal 5 is configurable, supporting the free combination and joint control of various display graphics, and supports the display of global view, station view, equipment view and vehicle view. The interface display language of the configurable interface and operation menu supports international and customizable display.

[0102] The hardware of the operation terminal 5 is a COTS workstation or industrial computer, using the Windows Chinese Standard Edition operating system and running the terminal workstation software. The number of workstations can be flexibly configured according to project needs.

[0103] Operation Terminal 5 provides a workstation with two or more screens, displaying information such as timetables and equipment, station status, and alarm events. It also offers functions such as train schedule configuration, route handling, evacuation settings, user management, inbound and outbound plan editing, statistical reporting, and playback management. To better meet local requirements, Operation Terminal 5 offers customizable graphics, localized language support, and user-defined roles. Operation Terminal 5 also provides online timetable editing and management capabilities, including the ability to edit basic route data, create / modify local basic timetable data, and query and display basic, current, and historical timetables.

[0104] In addition, the communication between different servers and workstations of the fully automatic train monitoring system in this embodiment is based on network equipment for connection, and also requires switches, network cables, optical fibers and other equipment to build two independent networks, connect all devices to the dual networks, and realize communication between any two devices. For devices involving information security, it is necessary to set up a firewall to ensure the security of information interaction.

[0105] In this embodiment, based on the intelligent transportation framework, the following typical linkage scenarios are provided:

[0106] 1) Train Fire Interaction: Once a train's onboard smoke detectors detect a fire, the train control and management system will upload the corresponding alarm information to the intelligent traffic decision-making module. Operators at the control center will receive the alert and make a prompt decision. Once the train fire alarm is confirmed, the multi-disciplinary collaborative system will take pre-defined actions: controlling the CCTV display to display a real-time image of the train fire, simultaneously broadcasting passenger announcements, and automatically detaining the train at the affected platform.

[0107] 2) Section power failure protection: To prevent subsequent trains from sliding into the power failure section in the event of a sudden traction power failure, which would make train rescue difficult, this project implements information exchange with the traction power supply system, enabling real-time acquisition and monitoring of traction status. Once a traction power failure in a certain area is detected, coordinated action is immediately taken, an alarm pops up to alert dispatchers and power maintenance personnel, and a search is conducted for trains near the relevant area. Trains are immediately stopped, and subsequent platforms are automatically detained, triggering broadcasts to trains and platform passengers. With the help of computers, rapid response is achieved to achieve coordination of a series of scenarios, reducing the impact of sudden failures, improving execution efficiency, and shortening fault handling time.

[0108] At the same time, a user-friendly sound and light alarm system is provided. According to different equipment, different areas where the train is located, and different functions of the alarm, they are differentiated and dispersed one by one to the operating terminals of staff with different responsibilities. On the one hand, it avoids the interference of numerous alarms on the staff, and on the other hand, it also provides fast and effective alarm prompts, which greatly facilitates the rapid response of on-site staff to sudden alarms.

[0109] Through the above specific process, the innovations of this embodiment are summarized as follows:

[0110] Innovation point 1: The central security interface server realizes the security interface between the interlocking systems, trackside train protection systems, train station protection systems and train onboard automatic driving systems of different manufacturers, completes the protocol adaptation and unified data integration between different interfaces, and converts it into unified data that can be internally interacted with by the universal fully automatic train monitoring system.

[0111] The central security interface server is responsible for information exchange between security-level devices and high-security-level devices. Currently, there are multiple train control interfaces, each with its own distinct protocol. Therefore, the central security interface server, based on existing interface protocols, first completes the corresponding information exchange and then achieves unified standardization. Furthermore, it addresses the functional safety verification of the entire conversion process.

[0112] In terms of functional safety, the design safety of functional safety modules is ensured through differentiated software design, basic operating system interface testing, use of secure communication protocols, dual-chain data production verification and auditing, and multi-dimensional redundant coding checks of running software and data based on parallel signature uniqueness. Common cause failures are a key factor affecting system reliability. Common cause failures are caused by interdependencies and coupling factors between nodes or systems. ATS safety control needs to address common cause failures introduced by two factors: data and runtime libraries. The safety control process adopts a diverse design approach to reduce common cause failures:

[0113] The first request and reconfirmation use independent processes, with different input and display methods to achieve differentiated design. At the same time, the execution code uses secure coding processor protection technology to effectively reduce random and systematic failures.

[0114] 1) Initially request and reconfirm the use of differentiated coding languages, development environments, and compilers to avoid operational risks introduced by a single commercial runtime library and a single compiler;

[0115] 2) Design of dual-chain security data tools for security-related interface data. Different data production teams use back-to-back developed tools on differentiated operating systems to produce and generate data in different data formats, ensuring the independence of dual-chain data production and verification;

[0116] 3) Both secure operation processes utilize independent dual-link differentiated design and interaction in terms of data structure, encoding format, redundancy verification, and secure transmission to ensure overall process security;

[0117] 4) The operator needs to input or select control commands and equipment respectively when requesting the preparation process and confirmation process, and the control commands and equipment names are displayed with maximum difference.

[0118] Through the combination of the above-mentioned technologies and operating procedures, and with the help of FEMA calculations, it was finally proved that the conversion process and interaction process met the requirements of functional safety failure rate.

[0119] Innovation point 2: The central security interface server uses plug-in technology, which can support traditional serial communication-based interface protocols, and can also adapt to interface protocols based on network security protocols, and then adapt to trackside signal systems in different countries and eras, realizing the digital reconstruction of traditional analog circuits.

[0120] Currently, this system serves interfaces from different eras, meeting the digital needs of systems from different eras. Taking into account the differences in functional implementation across different eras and countries, the central security interface server adopts a layered design concept. The bottom layer is the interface layer, which, based on plug-in technology, provides different interface protocol implementations to achieve connectivity with different interface protocols. The middle layer is the service layer, which implements conversion between existing train control functions and standardized functional interfaces within the plug-in. The top layer is the standard service layer, which implements unified service hooks on the security interface server. This layered implementation integrates different train control interfaces with the standard train monitoring system. Because this plug-in is safety-related, the entire plug-in development process and security technology were adopted to ensure compliance with safety functional requirements. For example, in a digital transformation project in Mexico, a single control center simultaneously oversaw the operation of six lines, and the corresponding train control systems were using 50-year-old technology. This invention smoothly replaced the control center's train monitoring system. It also enabled data interoperability and fault sharing between lines, allowing timely notification of fault conditions on the current line to adjacent lines, enabling them to adjust train operation strategies and arrange station passenger flow. This significantly improved communication efficiency and reduced fault resolution time.

[0121] Innovation Point 3: The central external interface server utilizes standardized data units to build a multi-disciplinary linkage engine, supporting the configurable multi-disciplinary card control logic requirements of different countries and regions. Through the configuration of standardized data, emergency response linkage actions in fully automated operation scenarios are implemented, improving response efficiency. A bypass control has also been added for interface data. For erroneous input into the external interface, manual confirmation is supported, temporarily bypassing the relevant information to prevent erroneous linkage control from impacting normal train operations.

[0122] The central external interface server collects information from various professional systems. Because the corresponding information expressions of each profession are inconsistent, this system uses information element extraction to form a standardized data description, which provides a basis for the conditional judgment of the subsequent system. At the same time, a unified joint control service interface for each profession is planned. This interface is the internal standard logical control level, and is mapped to the corresponding external actions based on the existing interface information of different professions. Subsequently, multi-professional collaboration can customize the configuration of related trigger conditions and generate related collaborative control instructions, which are sent to the relevant professional systems for execution simultaneously. At the manual intervention level, a standard information display module is provided, which provides a way to bypass a single element and a group of elements, thereby reducing the complexity of subsequent user use, and also provides a standardized and flexible control interface.

[0123] Typical Example 1: When a sudden traction power supply trip occurs during train operation on a mainline, the central external interface server immediately obtains the relevant information, calculates the impact range based on the power outage area and static global data, and sends the calculated results to the central real-time monitoring server. The central real-time monitoring server further searches and determines the location of trains within the affected area, then makes a decision to detain trains at the relevant platforms to prevent subsequent trains from entering the area. For trains that have already entered the area, refined control is implemented, with no intervention or remote service braking, to minimize the impact on the trains and facilitate subsequent rescue operations.

[0124] Typical Example 2: During the access control process of the entire area, the integrated monitoring system detects that the protective door to the area is open, and immediately transmits the information to the central external interface server. The central external interface server then simultaneously sets the speed limit for the relevant area, notifies the dispatcher at the control center through the central information processing server, and drives the cameras in the relevant area to project the scene images in real time.

[0125] Typical Example 3: According to the timetable of the day, the central real-time monitoring server executes the passenger clearing process for the train. After the train clearing operation is completed and manually confirmed, the central real-time monitoring server automatically releases the train and sends an instruction for the train to go offline and return to the depot.

[0126] Typical Example 4: The central real-time monitoring server includes the monitoring process of the train doors and platform doors. The central security interface server synchronously collects the status of the train doors and platform doors and monitors the execution status of the two doors. Once an abnormality occurs in the train doors or platform doors, the relevant passenger broadcast is automatically generated.

[0127] Typical Example 5: The central information server of the three-dimensional protection system also comprehensively monitors train and platform fires: the central security interface server is responsible for collecting train fire information, and the central external interface server is responsible for collecting platform fire information. The central information processing server implements coordinated strategies for different types of fire response. In the event of a train fire, evacuation channels at the upcoming station are opened in advance, and announcements are made to notify passengers at that station to evacuate. Simultaneously, trains are detained at the corresponding and adjacent stations. This ensures that the current train can complete the emergency evacuation of passengers at the platform and that trains from adjacent stations do not enter the affected section, thus ensuring the greatest possible safety for rail transit operations.

[0128] Example 2

[0129] The present invention also provides a method based on the fully automatic train monitoring system of embodiment 1, comprising:

[0130] Step S1: The dispatcher prepares two basic plans for working days and holidays through the terminal workstation software and uploads them to the central information processing server; the dispatcher prepares a weekly plan for the day's plan through the terminal workstation software and a weekly plan for the inbound and outbound plan through the terminal workstation software;

[0131] Step S2: Every morning at 4:00 a.m., the central information processing server automatically creates the daily schedule and the daily inbound and outbound schedule based on the weekly plan. The central information processing server synchronizes the corresponding schedule to the central real-time monitoring server for execution;

[0132] Step S3: According to the timetable, the central real-time monitoring server automatically wakes up the first train in the parking lot / depot. After the train successfully completes the vehicle self-inspection, the central real-time monitoring server sends a train operation task, synchronously arranges the route, and controls the train to leave the current storage line and head to the main line.

[0133] When a train arrives at the switch track, the central real-time monitoring server automatically assigns a service number and operation task to the train based on the daily schedule and the daily inbound and outbound plans. It also checks the current train operation plan and automatically sets the train operating mode, turning on the lighting and air conditioning if it is a mainline passenger train.

[0134] In step S4, after the train arrives at the station according to the instructions of the central real-time monitoring server, it automatically stops and opens and closes the doors. The central real-time monitoring server calculates the new train operation command in real time based on the train's location and plan, and sends the new service number and operation task to the on-board system. At the same time, the train operation command is adjusted in real time according to the train's early or late operation status, and synchronized to the central information processing server. The central information processing server synchronizes the latest information to the central external interface server, realizing the synchronization of current train operation information between different business systems.

[0135] In step S5, the dispatcher can manually modify train mission information and set commands such as skipping stops, train detention, and manual stop times. These commands are transmitted to the external business systems via the central information processing server for execution. The central external interface server also automatically generates relevant control instructions based on the information collected from each business system and the established collaboration configuration, and simultaneously sends them to the relevant business systems for execution.

[0136] Furthermore, according to the timetable of the day, the central real-time monitoring server executes the passenger clearance process for the train: the train is detained, a passenger clearance reminder is set, passenger information is updated, and a passenger clearance announcement is made. After the train clearance operation is completed, the station staff confirms it and presses the passenger clearance confirmation button. After the system captures the passenger clearance confirmation message, it automatically releases the train and sends the train offline and return to the depot instruction, and the train completes the return to the depot operation.

[0137] Furthermore, for sudden traction power supply tripping failures that occur during the operation of mainline trains, the central external interface server will obtain the corresponding information in the first time, calculate the impact range of the power-off area and static global data, and then send the calculated results to the central real-time monitoring server.

[0138] The central real-time monitoring server further searches and determines the location of trains within the affected area. For trains already in the area, emergency plans are prepared in advance. For trains not yet in the power outage area, immediate stop commands are issued to minimize their entry. Simultaneously, trains are detained at platforms in the affected area in real time to ensure that subsequent trains do not enter the area. This transforms the operator's previous series of considerations and operations into a series of precise, coordinated, and controlled protections.

[0139] Furthermore, the fully automated scenario operating section is a closed area, and the three-dimensional protection system has added access control monitoring for the entire section. Once the system detects that a protective door entering the section is open, the central external interface server will obtain the corresponding information and simultaneously set a speed limit for the relevant area. The central information processing server will alert the control center dispatcher and activate the cameras in the relevant area to project the scene in real time. The control center personnel will simultaneously arrange for on-site verification and, based on the results of the on-site verification, decide whether to further increase protection or resume normal operation.

[0140] Furthermore, the three-dimensional protection system monitors and protects train occupants. Using video recognition technology, it analyzes passenger distribution and flow within the train compartments. If the flow is orderly or static, it indicates a normal situation. However, if it detects a sudden, chaotic flow of passengers or a refusal to enter certain compartments, indicating an abnormal situation, the three-dimensional protection system directly notifies central monitoring personnel via a central information processing server. The personnel responsible for vehicle dispatching then assess and address the situation, enabling central monitoring personnel to transition from passive notification to active monitoring.

[0141] Furthermore, the central safety interface server of the three-dimensional protection system synchronously collects the status of train doors and platform safety doors, and monitors the execution status of these two doors. Once the train doors or safety doors fail to open or close, or the door and safety door are isolated, the central external interface server automatically generates relevant passenger broadcasts to remind train and platform passengers to complete boarding and alighting operations with the help of other normal doors, thereby improving service quality.

[0142] Furthermore, the three-dimensional protection system detects faults in the event of an on-site turnout failure. The central safety interface server detects the relevant fault information and simultaneously notifies the central information processing server. Based on the fault scope, the central information processing server automatically calculates a replacement route based on the line topology interface and the current train routing. Using a local route replacement algorithm, the server replaces the existing train routing and automatically adjusts and optimizes the replaced train schedule, creating a new train operation plan for the central operator's decision-making. Once confirmed by the central operator, the plan is immediately implemented on the on-site train, ensuring rapid fault response.

[0143] Furthermore, the three-dimensional protection system's central information server comprehensively monitors train and platform fires: the central security interface server collects information on train fires, while the central external interface server collects information on platform fires. The central information processing server implements coordinated strategies for responding to different types of fires. For train fires, evacuation channels at the upcoming station are opened in advance, and announcements are made to notify passengers at that station to evacuate. Simultaneously, trains are detained at the corresponding and adjacent stations. This ensures that the current train can complete the emergency evacuation of passengers at the platform and that trains from adjacent stations do not enter the affected section, thus ensuring the greatest possible safety for rail transit operations.

[0144] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0145] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0146] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0147] The processing unit performs the various methods and processes described above, such as the inventive method. For example, in some embodiments, the inventive method can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the inventive method described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive method by any other appropriate means (e.g., by means of firmware).

[0148] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0149] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0150] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or apparatus. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of machine-readable storage media may include an electrical connection based on one or more wires, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0151] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within 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 full-automatic train monitoring system, characterized in that, the system includes: A central security interface server for protocol adaptation and data integration between different interfaces; A central external interface server, communicating with the central security interface server, for collecting rail transit data; A central real-time monitoring server, communicating with the central security interface server, for real-time monitoring of the full-automatic operation of on-site trains; A central information processing server, communicating with the central external interface server and the central real-time monitoring server respectively, for processing rail transit data; An operation terminal, communicating with the central information processing server, for displaying different operation function human-computer interaction interfaces according to different user role definitions.

2. The full-automatic train monitoring system according to claim 1, characterized in that, the central security interface server converts different types of data into unified data for internal interaction and completes the unified adaptation output of control commands.

3. The full-automatic train monitoring system according to claim 1 or 2, characterized in that, the central security interface server is respectively communicatively connected with the interlocking system, the trackside train protection system, the train on-board protection system and the train on-board automatic driving system, for collecting data of each system and performing data integration.

4. The full-automatic train monitoring system according to claim 1 or 2, characterized in that, the central security interface server adopts plug-in technology and supports the interface protocol based on serial communication while adapting the interface protocol based on network security protocol.

5. The full-automatic train monitoring system according to claim 1, characterized in that, the central external interface server is respectively communicatively connected with each professional system through a firewall, and the professional systems include an integrated monitoring system, a passenger service system, a passenger broadcast system, a video monitoring system, a platform screen door system, and a wireless paging system.

6. The full-automatic train monitoring system according to claim 1 or 5, characterized in that, the central external interface server integrates the data of each professional system by using a unified protocol and a secure network, and at the same time uses a unified data unit description method to achieve data sharing between each professional system, and realizes cross-professional collaborative actions of on-site application plans.

7. The full-automatic train monitoring system according to claim 1 or 5, characterized in that, the central external interface server constructs a multi-professional linkage engine based on standardized data, for realizing the linkage actions of emergency disposal in the full-automatic operation scenario, and at the same time supporting the configurable requirements of multi-professional control logics.

8. The full-automatic train monitoring system according to claim 1 or 5, characterized in that, the central external interface server performs bypass control on the interface data and is provided with a manual confirmation unit for confirming the wrong input of the external interface.

9. The full-automatic train monitoring system according to claim 1, characterized in that, the central real-time monitoring server includes: An automatic monitoring module for automatic control of main line operation trains and trackside equipment; The parking lot / vehicle depot control module is used for automatic train washing, entry / exit management, and full-automatic sleep / wake-up control within the parking lot / vehicle depot; The environmental monitoring module is used for train environmental monitoring; The fault detection module is used for fault detection of trains and trackside equipment; The train operation task adjustment module is used for automatic adjustment of train operation task early / late arrival; The operation mode management module is used for operation mode management of the downgraded short-turn route.

10. A full-automatic train monitoring system according to claim 9, characterized in that, the automation monitoring module includes a trackside switch monitoring unit, a signal monitoring unit, a door and platform screen door monitoring unit, and a passenger monitoring unit.

11. A full-automatic train monitoring system according to claim 1, characterized in that, the central information processing server includes: The operation terminal control module is used to send messages to the operation terminal and complete the processing of control information from the operation terminal; The system management module is used to manage train plans and manage user information and statistical information; The emergency response decision-making module is used for on-site emergency response decision-making based on self-learning and pattern recognition of the knowledge graph; The security processing module is used for access control of all operations, multi-dimensional security consistency evaluation of operation scenarios, system network traffic monitoring, and credible identification of operation command issuers.

12. A full-automatic train monitoring system according to claim 1 or 11, characterized in that, the information processed by the central information processing server includes: trackside equipment status information, online train operation status information, train vehicle operation status information, car wash machine status information, timetable information, user information, alarm and operation record information, area authorization management information, traction power supply information, interval ventilation information, and the operation information of the server itself.

13. A full-automatic train monitoring system according to claim 1 or 11, characterized in that, the information processed by the central information processing server includes the following processing: Adopt an encrypted storage method for local or database storage; Adopt a differential format storage method for operation records; Add user role recognition and terminal location recognition to operation instructions from different operation terminals.

14. A full-automatic train monitoring system according to claim 1, characterized in that, the operation terminal includes a dispatcher center operation terminal, a station duty officer station operation terminal, and a maintenance operation terminal for system maintenance personnel.

15. A full-automatic train monitoring system according to claim 1 or 14, characterized in that, the operation terminal supports customizable interfaces for simulating and locally displaying the status of on-site equipment.

16. A full-automatic train monitoring system according to claim 1 or 14, characterized in that, the interface of the operation terminal adopts a configured interface, supports the free combination and combined control of various display graphics, and supports the display of global view, station view, equipment view, and vehicle view.

17. A full-automatic train monitoring system according to claim 1, characterized in that, The central security interface server, central external interface server, central real-time monitoring server, and / or central information processing server adopt a hot standby redundant structure, where each server uses dual-redundancy real-time communication and has ECC memory checking.

18. A method for the full-automatic train monitoring system according to claim 1, characterized in that, it includes: Step S1, the operation terminal uploads the plan information to the central information processing server; Step S2, the central information processing server synchronizes the corresponding train schedule to the central real-time monitoring server for execution; Step S3, the central real-time monitoring server automatically wakes up the trains in the parking lot / depot, sends train operation tasks, and controls the train operation; Step S4, the central real-time monitoring server adjusts the train operation commands in real time according to the early or late running conditions of the trains, and synchronizes them to the central information processing server, and the central information processing server synchronizes the latest information to the central external interface server; Step S5, the central external interface server generates relevant control instructions automatically according to the information collected from each professional system and in accordance with the set collaboration configuration, and synchronizes them to the relevant professional systems for execution.

19. The method according to claim 18, characterized in that, According to the train schedule of the day, the central real-time monitoring server executes the passenger clearing process for the trains. After completing the passenger clearing operation of the trains and obtaining manual confirmation, the central real-time monitoring server automatically releases the trains and sends train offline and depot return instructions.

20. The method according to claim 18, characterized in that, When a sudden traction power supply trip fault occurs during the operation of the main line trains, the central external interface server obtains the corresponding information in the first time, calculates the influence range of the power failure area and the static global data, and sends the calculated result to the central real-time monitoring server; The central real-time monitoring server further retrieves and judges the positions of the trains within the influence range.

21. The method according to claim 18, characterized in that, This method also includes the process of monitoring the access control of the entire section. When it is detected that the protective door entering the section is in the open state, the central external interface server obtains the corresponding information, synchronously sets the speed limit for operation in the relevant area, reminds the dispatcher of the control center through the central information processing server, and at the same time drives the cameras in the relevant area to project the on-site pictures in real time.

22. The method according to claim 18, characterized in that, This method also includes the process of monitoring and protecting the personnel inside the trains. Through video recognition technology, the distribution of passengers and the flow direction of passenger flow inside the carriages are analyzed. If it is detected that the passenger flow is flowing chaotically instantaneously or refuses to go to some carriages, the central information processing server sends the corresponding abnormal information to the central monitoring personnel.

23. The method according to claim 18, characterized in that, This method also includes the process of monitoring the car doors and platform doors. The central security interface server synchronously collects the states of the car doors and platform doors, monitors the execution states of these two doors, and automatically generates relevant passenger announcements once any abnormality occurs in the car doors or platform doors.

24. The method according to claim 18, wherein, the method further includes a process for handling on-site turnout failures. When the central safety interface server detects on-site turnout failure information, it synchronizes the information to the central information processing server. The central information processing server automatically calculates a changed train operation route based on the failure scope, in combination with the line topology interface and the current train operation circuit, and replaces the in-use train operation route. At the same time, it automatically adjusts the train timetable after replacement.

25. The method according to claim 18, wherein, the method further includes a fire monitoring process. The central safety interface server is responsible for collecting train fire information, the central external interface server is responsible for collecting platform fire information, and the central information processing server implements collaborative strategies for dealing with different types of fires.

26. An electronic device, comprising a memory and a processor, with a computer program stored on the memory, wherein, when the processor executes the program, it implements the method according to any one of claims 18 to 25.

27. A computer-readable storage medium, with a computer program stored thereon, wherein, when the program is executed by the processor, it implements the method according to any one of claims 18 to 25.

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