Fully Automatic Train Supervision System, Method, Device, and Storage Medium

The present disclosure relates to train signal control systems, in particular to a fully automatic train supervision system, a method, a device, and a storage medium.

With the development of the times, countries around the world have put forward plans for rail transit construction in terms of green travel, and the systems in use have gradually lagged behind the development of the times after years of operation. The digital transformation of urban rail transit has become a trend in international and industrial development. At the current stage of development, various countries are accelerating the deep integration and innovative application of artificial intelligence technology and railway services. It has become an historical necessity to develop a new generation of intelligent rail transit equipment for autonomous driving, green energy conservation, and dynamic matching of railway network capacity.

(1) There are many standard requirements, involving functional safety, information safety, man-machine interaction, etc. (2) The degree of automation is high, involving multi-professional collaboration, emergency handling, a shortage of dispatchers, etc. (3) The on-site scenarios are complex, with diverse equipment, cultural differences, numerous regulations, etc. (4) The operating environment of equipment is becoming more and more complex, and the risk of information safety is high. (5) It is increasingly difficult to timely meet the passenger protection and service requirements after unmanned operation. (6) There is a contradiction between the emergency handling requirements for occasional scenarios and the proficiency of personnel in handling them. However, the existing fully automatic train supervision system has the following problems:

As rail transit is increasingly becoming the backbone of public transportation in various cities, more and more people choose rail transit as their preferred means of travel. With the increase in transport capacity and the shortening of train operation intervals, the safety related to rail transit has become of utmost importance. How to further enhance the overall safety guarantee of rail transit signal systems by leveraging the development of new technologies has become an urgent problem to be solved.

After searching, disclosed in Chinese Patent No. CN114590295A is an automatic train supervision system, including an application server and a terminal device running a browser, where the browser is configured to draw and display a station yard diagram based on station yard information provided by the application server, and draw and display a train operation diagram based on train operation data provided by the application server; and the application server is configured to acquire the station yard information and the train operation data, and provide the station yard information and the train operation data to the browser. The system enables users to conveniently and quickly manage and control equipment in a station yard and trains operating on lines by using the terminal device running the browser and accessible to the network, and also has the advantages of fast deployment, good scalability, and low maintenance cost.

However, the system in the existing patent is relatively simple and has limited functions. In particular, the integration of different types of rail transit signal systems and the improvement of three-dimensional safety guarantee are not involved. Therefore, how to meet the requirements of different types of rail transit signal systems, integrate more automation and intelligent technologies, and ensure the three-dimensional safety guarantee requirements of the entire rail transit has become a technical problem to be solved.

An objective of the present disclosure is to provide a fully automatic train supervision system with a flexible architecture, numerous functional modules, high degree of automation, powerful performance, safety and reliability, and user-friendly design, a method, a device, and a storage medium, so as to overcome the defects in the prior art.

The objective of the present disclosure can be achieved by the following technical solutions:

a central safety interface server, configured to perform protocol adaptation and unified data integration between different interfaces; a central external interface server, communicating with the central safety interface server and configured to acquire rail transit data; a central monitoring and controlling server, communicating with the central safety interface server and configured to monitor fully automatic operation of an on-site train in real time; a central information processing server, communicating with the central external interface server and the central monitoring and controlling server separately and configured to process the rail transit data; and an operation terminal, communicating with the central information processing server and configured to display different operation functions on a man-machine interface according to different user role definitions. According to a first aspect of the present disclosure, a fully automatic train supervision system is provided, including:

Through the above equipment, monitoring and integration of people, equipment, trains, platforms, and tracks are achieved, and all relevant participants in the field of rail transit are integrated together, thus providing guarantees for functional safety, information safety, operational scenario safety, and other aspects.

As a preferred technical solution, the central safety interface server converts different types of data into unified data capable of being interacted internally and completes unified adaptation and output of control commands, thus ensuring the interactive safety of secure equipment during operation.

As a preferred technical solution, the central safety interface server is communicatively connected to an interlocking system, a trackside train protection system, an on-board train protection system, and an on-board automatic train operation system separately, and is configured to acquire data from the systems and perform unified data integration.

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

As a preferred technical solution, the central external interface server is communicatively connected to various professional systems separately through a firewall, where the professional systems include an integrated supervisory control system, a passenger information system, a passenger broadcasting system, a video surveillance system, a screen door system, and a wireless paging system.

As a preferred technical solution, the central external interface server integrates data of the professional systems by using a unified protocol and a secure network, implements data sharing between the professional systems by using a unified data unit description method, and performs a multi-system collaborative action for an on-site application preplan.

As a preferred technical solution, the central external interface server builds a multi-system collaborative action rule engine based on standardized data to perform a linkage action for emergency handling in a fully automatic operation scenario, and supports configurable requirements of multi-professional control logic.

As a preferred technical solution, the central external interface server performs bypass operation on interface data and is provided with a manual confirmation unit for confirming an incorrect input from an external interface.

an automatic monitoring module, configured to automatically control a train in main-line operation and trackside equipment; a stabling/depot control module, configured to perform automatic washing, inbound and outbound management, and fully automatic sleep-wake control of a train in a stabling/depot; an environmental monitoring module, configured to monitor a train environment; a fault detection module, configured to detect faults of the train and the trackside equipment; a train task scheduling module, configured to automatically adjust early or late arrival time for a train operation task; and an operation mode management module, configured to manage an operation mode of a downgraded short route. As a preferred technical solution, the central monitoring and controlling server includes:

As a preferred technical solution, the automatic monitoring module includes a trackside switch monitoring unit, a signal monitoring unit, a train door and screen door monitoring unit, and a passenger monitoring unit.

an operation terminal control module, configured to send a message to an operation terminal and process control information from the operation terminal; a system management module, configured to manage a train plan, user information, and statistical information; an emergency handling decision-making module, configured to make an on-site emergency handling decision based on self-learning and mode recognition of a knowledge graph; and a safety processing module, configured to perform access control of all operations, multi-dimensional safety consistency evaluation of operation scenarios, system network traffic monitoring, and trusted identification of an operation command sender. As a preferred technical solution, the central information processing server includes:

As a preferred technical solution, information processed by the central information processing server includes: status information of trackside equipment, operation status information of an online train, operation status information of a train, status information of a train washer, timetable information, user information, alarm and operation record information, zone authorization management information, traction power supply information, section ventilation information, and operation information of the server.

adopting encrypted storage for local or database storage; storing an operation record in a differentiated format; and adding user role identification and terminal position identification to operation instructions from different operation terminals. As a preferred technical solution, processing of information by the central information processing server includes the following processing:

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

As a preferred technical solution, the operation terminal supports interface customization and is configured to perform simulated display and localized display on a status of on-site equipment.

As a preferred technical solution, an interface of the operation terminal is a configurable interface, supports free combination and joint control of various displayed graphics, and supports display of a global view, a station view, an equipment view, and a train view.

As a preferred technical solution, the central safety interface server, the central external interface server, the central monitoring and controlling server, and/or the central information processing server have/has a hot-standby redundant structure, where the single server adopts dual-redundant real-time communication and has an ECC memory check function.

step S1: uploading, by the operation terminal, plan information to the central information processing server; step S2: synchronizing, by the central information processing server, a corresponding timetable to the central monitoring and controlling server for execution; step S3: automatically waking up, by the central monitoring and controlling server, a train in a stabling/depot, and sending a train operation task for controlling train operation; step S4: adjusting, by the central monitoring and controlling server according to an early or late arrival operating condition of the train, a train operation command in real time, and synchronizing information to the central information processing server, and synchronously sending, by the central information processing server, the latest information to the central external interface server; and step S5: automatically generating, by the central external interface server, relevant control instructions in accordance with set collaborative configuration based on collected information of various professional systems, and synchronously sending the relevant control instructions to the relevant professional systems for execution. According to a second aspect of the present disclosure, a method based on the fully automatic train supervision system is provided, including:

As a preferred technical solution, the central monitoring and controlling server executes a passenger clearance process for the train according to a daily timetable, and after the passenger clearance process for the train is completed and manually confirmed, the central monitoring and controlling server automatically releases the train and sends an instruction for the train to go offline and return to the depot.

the central monitoring and controlling server further conducts a search for a train within the influence range and determines a position thereof. As a preferred technical solution, in the method, when a sudden traction power supply trip fault occurs during main-line train operation, the central external interface server acquires corresponding information immediately, calculates an influence range for a power-loss zone and static global data, and sends a calculated result to the central monitoring and controlling server; and

As a preferred technical solution, the method further includes an entire-section door control monitoring process, in which when a protective door entering a section is detected to be in an open state, the central external interface server acquires corresponding information and synchronously sets a speed limit for operation in a relevant zone, and the central information processing server reminds a dispatcher in a control center and drives a camera in the relevant zone to project an on-site picture in real time.

As a preferred technical solution, the method further includes a train passenger monitoring and protecting process, in which distribution of passengers inside carriages and a passenger flow direction are analyzed through a video recognition technology, and when a momentary chaotic passenger flow is detected or access to certain carriages is refused, the central information processing server sends corresponding abnormal information to central monitoring personnel.

As a preferred technical solution, the method further includes a train door and platform door monitoring process, in which the central safety interface server synchronously collects statuses of a train door and a platform door, monitors execution statuses of the two doors, and automatically generates a relevant passenger broadcast once the train door or the platform door is abnormal.

As a preferred technical solution, the method further includes an on-site switch fault handling process, in which when detecting on-site switch fault information, the central safety interface server synchronizes the information to the central information processing server, and the central information processing server automatically calculates a changed operation route in combination with a line topology interface and a current train operation route according to a fault range, then replaces a train operation route in use, and automatically adjusts a train timetable after replacement.

As a preferred technical solution, the method further includes a fire monitoring process, in which 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.

According a third aspect of the present disclosure, an electronic device is provided, including a memory and a processor, where the memory stores a computer program, and when the processor executes the program, the method is implemented.

According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided, where the computer-readable storage medium stores a computer program, and when the program is executed by a processor, the method is implemented.

1. In the present disclosure, the central safety interface server is configured to perform protocol adaptation and unified data integration between different interfaces, so that train control systems of multiple standards and multiple national languages and dispatching rules can be supported. 2. In the present disclosure, various safety protection methods are used to ensure the safety of man-machine interaction, the safety of interaction between low-safety-level equipment and high-safety-level equipment, the safety of secure data production, and the safety of transmission. 3. High availability is achieved: Key parts in the present disclosure provide different redundancy designs. When a single device fails, a standby device will be seamlessly connected and replace a primary device to operate. A core channel adopts dual-network redundant transmission and built-in channel detection to ensure the real-time performance, safety and maintainability of data interaction. 4. High degree of automation is achieved: In the present disclosure, by means of unified data unit description and multi-professional information fusion, cross-professional collaborative joint prevention and control are achieved, the operational safety of the large system is improved, the labor intensity of staffs is reduced, and the drawback of response lag of an operator in a sudden scenario is overcome. 5. In the present disclosure, flexible self-creation design of graphics and configurable implementation of an interface operation language are supported, and localization requirements of different countries and regions around the world are met. 6. In the present disclosure, multi-level safety assurance comprehensively covers functional safety and information safety. Triggered by the requirements of an autonomous driving system, all-round safety service coverage after adjustment of personnel responsibilities is provided. 7. In the present disclosure, great integration of multiple technologies is achieved. With the help of numerous technologies such as image recognition technology, big data technology, automation technology, information safety technology, and artificial intelligence technology, the safety of the entire system is comprehensively ensured, and comprehensive coverage of trains, platforms, and trackside zones is achieved. 8. In the present disclosure, through digital transformation, digital transformation requirements of an existing signal system are met, and service reconstruction is achieved. The operation efficiency is greatly improved, and the train operation density is increased by 30%. Conventional online equipment is customarily adapted, monitoring of online equipment is optimized, maintenance workload is reduced by 50%, and equipment costs are lowered by 30%. New service modules are added, the division of labor between humans and machines is redefined, the number of personnel is reduced by 30%, and the work intensity is greatly reduced. Compared with the prior art, the present disclosure has the following advantages:

1 2 3 4 5 51 52 53 61 62 63 64 71 72 73 74 75 76 In the drawings:—central safety interface server,—central external interface server,—central monitoring and controlling server,—central information processing server,—operation terminal,—central operation terminal,—station operation terminal,—maintenance operation terminal,—interlocking system,—trackside train protection system,—on-board train protection system,—on-board automatic train operation system,—integrated supervisory control system,—passenger information system,—passenger broadcasting system,—video surveillance system,—screen door system, and—wireless paging system.

Technical solutions in embodiments of the present disclosure are clearly and completely described below with reference to accompanying drawings in the embodiments of the present disclosure. Apparently, the described embodiments are merely some rather than all of the embodiments of the present disclosure. Based on the embodiments of the present disclosure, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the scope of protection of the present disclosure.

1 FIG. 1 2 3 4 5 5 51 52 53 The fully automatic train supervision system in the present disclosure, starting from the operation of urban rail transit, breaks through the conventional functional safety and extends to the operation scenario safety and the information safety. A fully automatic train supervision system for rail transit with a three-dimensional safety guarantee among the four aspects of “people-train-track-door” is developed, which can support train control systems of multiple standards and train supervision systems with multiple national languages and dispatching rules. As shown in, the fully automatic train supervision system includes a central safety interface server, a central external interface server, a central monitoring and controlling server, a central information processing server, and an operation terminal, where the operation terminalincludes a central operation terminal, a station operation terminal, and a maintenance operation terminal.

1 In this embodiment, the central safety interface serverimplements safety interfaces with interlocking systems, trackside train protection systems, train station protection systems and on-board automatic train operation systems of different manufacturers, completes protocol adaptation and unified data integration between different interfaces, and converts data into unified data that can be interacted internally by the generalized fully automatic train supervision system; meanwhile, the central safety interface server completes adaptation and output of control commands of the generalized fully automatic train supervision system. The safety interface server focuses on the control of safety functions to ensure the safety of train operation interaction.

1 Further, the central safety interface serveradopts a plug-in technology, which can support a conventional interface protocol based on serial communication, and can also adapt to an interface protocol based on a network safety protocol, thus adapting to trackside signal systems of different countries in different eras, and achieving digital reconstruction of a conventional analog circuit.

1 Moreover, the central safety interface serveris a COTS server or workstation, uses a Windows Server standard edition operating system, and runs central safety interface server software. Each set of equipment adopts a dual-server redundant configuration and has an ECC memory check function. The single server adopts a dual-network connection.

2 2 2 Further, the central external interface serverhas a capability of adapting to interfaces of other professional systems, including a lot of systems such as an integrated supervisory control system, a passenger information system, a passenger broadcasting system, a video surveillance system, a screen door system, and a wireless paging system. The central external interface serveris a rail transit integrated server, which establishes an entire rail transit information data warehouse and provides services such as information sharing, multi-professional collaboration, and emergency scenario linkage preplan control. Meanwhile, the central external interface serveris deployed in a demilitarized zone (DMZ). All interactions with different professional systems need to pass through a firewall to ensure secure isolation of information exchange between all service systems.

2 Moreover, the central external interface serveris a COTS server or workstation, uses a Windows Server standard edition operating system, runs central external interface server software, and has an ECC memory check function. In addition, the single server achieves network-level redundancy in a manner of aggregating two network cards, and the two servers operate in a dual-master mode and both can provide services.

2 The central external interface serverachieves integration of all data in a rail transit production system by means of a unified Modbus-based protocol and a secure network carrier, and also achieves data sharing between different professional systems by means of a unified data unit description method. On the basis of unified data unit description, a multi-system collaborative action for an on-site application preplan is performed, thus achieving fully automatic operation safety protection.

2 The central external interface serverbuilds a multi-system collaborative action rule engine by means of standardized data units, and supports configurable requirements of multi-professional control logics in different countries and regions: a linkage action for emergency handling in a fully automatic operation scenario is performed through configuration of standardized data, thereby improving the handling efficiency; and bypass operation is added for interface data, so that for an incorrect input from an external interface, manual confirmation is supported to temporarily bypass relevant information, thus avoiding the impact of incorrect linkage control on normal train operation.

3 3 3 Further, the central monitoring and controlling serverhas a function of monitoring fully automatic operation of an on-site train in real time, monitors statuses of a trackside switch and a signal, monitors a train door and a screen door, and monitors passengers on a platform and in the train. The central monitoring and controlling serveremphasizes the real-time performance of processing and has the functions of monitoring and controlling on-site equipment; and the central safety interface server monitors environmental feelings of the passengers, monitors the train door and the screen door for passenger protection, and ensures the safety of the equipment, the passengers, and the train. The central monitoring and controlling server runs on a commercial server and has an ECC memory check function. The single central monitoring and controlling serverhas a dual-redundant real-time communication function; and the two servers have a hot-standby redundancy switching function.

3 Moreover, the central monitoring and controlling serveris a COTS server or workstation, uses a Windows Server standard edition operating system, and runs central monitoring and controlling server software. Each set of equipment adopts a dual-server redundant configuration.

The central monitoring and controlling server software is a core processing unit of the entire generalized train supervision system, and is responsible for automatically controlling a train in main-line operation and trackside equipment, and implementing functions of station yard display, equipment monitoring, automatic control, fault alarming, route adjustment, and the like; the central monitoring and controlling server software is responsible for automatic washing, inbound and outbound management, and fully automatic sleep-wake control of a train inside a stabling/depot; the central monitoring and controlling server software is responsible for environmental monitoring, equipment fault detection, and other operating condition monitoring; and the central monitoring and controlling server software is responsible for automatically adjusting early or late arrival time for a train operation task and managing an operation mode of a downgraded short route.

4 4 4 4 Further, the central information processing serverhas the functions of providing information to numerous operation terminals and processing control information from the operation terminals; the central information processing serverhas relevant functions for users to manage the system, such as train plan management, user management, and statistical analysis; and the central information processing servermakes an on-site emergency handling decision based on self-learning and mode recognition of a knowledge graph. Moreover, the central information processing server provides access control of all operations, multi-dimensional safety consistency evaluation of operation scenarios, system network traffic monitoring, and trusted identification of an operation command sender to ensure the information safety, operational safety, and functional safety of the entire system. The central information processing server runs on a commercial server and has an ECC memory check function. The single central information processing serverhas a dual-redundant real-time communication function; and the two servers have a hot-standby redundancy switching function.

4 Meanwhile, information processed by the central information processing servermainly includes: status information of a wayside track, a switch, a signal, and other equipment; operation status information of an online train; operation status information of a train; status information of a train washer; timetable information; user information; alarm and operation record information; zone authorization management information; traction power supply information; section ventilation information; and a series of information such as memory, CPU and hard disk capacity information of various servers and process operation information of various servers.

4 The information processed by the central information processing serveris stored locally or in a database in an encrypted manner; an operation record is stored in a differentiated format to prevent the information from being modified; and user role identification and terminal position identification are added to operation instructions from different operation terminals. Only legitimate users and legitimate terminals can be authorized to operate the system.

In addition, the central information processing server adopts a COTS server as hardware, uses a Windows Server standard edition operating system, and runs central information processing server software.

Central information processing is the information core of this system: information, alarms and events of all-line equipment and other subsystems, train status, and other necessary information are collected and provided to each operation terminal. Meanwhile, the central information processing server is also responsible for timetable management, man-machine control, preplan management, user management, strategy management, inbound and outbound plan management, statistical reporting, and operation parameter management, and responds to staff requests in real time. The central information processing server will also collect and store information of on-site equipment, and provide data for playback.

5 Further, the operation terminalhas multiple configurable user-customized terminal functions, which can realize an operation terminal in a dispatcher center, a station operation terminal for a station attendant, and a maintenance operation terminal for system maintenance personnel. The operation terminal also supports interface customization to meet the requirements for simulated display and localized display of a status of on-site equipment in different countries and regions, and for display of different operation functions on a man-machine interface according to different user role definitions. The software runs on commercial workstation equipment and has an ECC memory check function.

5 Meanwhile, an interface of the operation terminalis a configurable interface, supports free combination and joint control of various displayed graphics, and supports display of a global view, a station view, an equipment view, and a train view. An interface display language of the configurable interface and an operation menu supports internationalized and customizable display.

5 The operation terminaladopts a COTS workstation or an industrial personal computer as hardware, uses a Windows Chinese standard edition operating system, and runs terminal workstation software. The number of workstations can be flexibly configured according to project requirements.

5 5 5 The operation terminalprovides a workstation with two or more screens, displays information such as a timetable, equipment, a station yard status, and an alarm event, and also has the functions of train number setting, route handling, evacuation setting, user management, inbound and outbound plan editing, statistical reporting, playback management, and the like. To better meet localization requirements, the operation terminalprovides customizable graphic element display, localized language support, and user-definable role function setting. Meanwhile, the operation terminalprovides online editing and management functions for the timetable, and has the functions of editing basic route data, creating/modifying local basic timetable data, and querying and displaying a basic/daily/historical timetable.

In addition, according to the fully automatic train supervision system in this embodiment, the communication between different servers and workstations is linked through network devices. Switches, network cables, optical fibers and other devices are also required to construct two independent networks. All devices are attached to the two networks to achieve communication between any two devices. For devices involving information safety, the firewall needs to be set up to ensure the safety of information interaction.

1) Train fire linkage: Once an on-board smoke detector deployed on a train detects a fire, a train control and management system uploads corresponding alarm information to an intelligent transportation decision-making module, and an operator in a control center obtains the alarm synchronously and makes a judgment immediately. Once the train fire alarm is confirmed, a multi-professional collaboration system works according to a preset handling process: a CCTV display interface is controlled to synchronously display a real-time graphic of the train fire, a passenger broadcast is played synchronously, and train holding is automatically performed at the affected platform. 2) Section power-loss protection: The objective is to prevent subsequent operating trains from sliding into a power-loss section in case of a sudden traction power loss on site to cause difficulties in train rescue. In this project, information interaction with a traction power supply system is achieved. A traction status can be acquired in real time and monitored. Once it is detected that there is a traction power loss in certain zones, a collaborative action is taken immediately, an alarm pops up to remind a dispatcher and power maintenance personnel, trains near the relevant zones are searched and immediately stopped, train holding is automatically performed at subsequent platforms, and passenger broadcasts on the trains and platforms are triggered. With the help of rapid response of a computer, the collaboration of a series of scenarios is achieved, the impact of a sudden fault is reduced, the execution efficiency is improved, and the time for fault handling is shortened. In this embodiment, based on an intelligent transportation framework, the following typical linkage scenarios are mainly provided:

Meanwhile, a user-friendly acousto-optic-electric alarm system is provided. According to different devices, different zones where the train is located, and different functions of alarms, the alarms are distributed one by one to the operation terminals for staffs with different responsibilities. On the one hand, the interference of numerous alarms to the staffs is avoided. On the other hand, fast and effective alarm prompts are also provided, which greatly facilitates rapid response of on-site staffs to on-site sudden alarms.

Through the above specific processes, the innovation points of this embodiment are summarized as follows:

Innovation point 1: The central safety interface server implements safety interfaces with interlocking systems, trackside train protection systems, train station protection systems and on-board automatic train operation systems of different manufacturers, completes protocol adaptation and unified data integration between different interfaces, and converts data into unified data that can be interacted internally by the generalized fully automatic train supervision system.

The central safety interface server is involved in information interaction between low-safety-level equipment and high-safety-level equipment. Currently, there are various train control interfaces, and corresponding interface protocols are also different. Therefore, on the basis of the existing interface protocols, the central safety interface server first completes the corresponding information interaction and then achieves unified standardization. In addition, the functional safety certification of the entire conversion process is solved.

In terms of functional safety, through differentiated software design, interface testing of a basic operating system, use of a secure communication protocol, production, verification and audit of dual-link data, and multi-dimensional redundant coding check based on the uniqueness of a parallel signature for the running software and data, the design safety of a functional safety module is ensured. Common cause failure is a key factor affecting system reliability. The reason for the common cause failure is the existence of interdependent relationships and coupling factors between nodes or systems. For the safety control of ATS, the common cause failure introduced by two factors of data and a runtime library needs to be solved. In the safety control process, a diversity design method is used to reduce common cause failures:

1) Different coding languages, development environments, and compilers are used for the first request and reconfirmation, which avoids the operational risk introduced by a single commercial runtime library and a single compiler. 2) For safety-related interface data, a dual-link secure data tool is designed. Different data production teams use tools developed in a back-to-back manner on different operating systems to create and generate data in different data formats, ensuring the independence of production and verification of dual-link data. 3) In the two safety operation processes, independent dual-link differentiated design and interaction are adopted in terms of data structure, coding format, redundancy check, secure transmission, and the like to ensure the safety of the overall process. 4) During request preparation and confirmation of the operator, control commands and devices need to be input or selected separately, and the control commands and device names are displayed with maximum differentiation. Mutually independent processes are used for the first request and reconfirmation, differentiated design is achieved by using different input methods and display methods, and the protection technology of a secure coding processor is applied to execution codes, thus effectively reducing random and systematic failures.

Through the combination of the above multiple technologies and operation processes, finally with the help of FEMA calculations, it is proved that the conversion process and the interaction process meet the requirements of the functional safety failure rate.

Innovation point 2: The central safety interface server adopts a plug-in technology, which can support a conventional interface protocol based on serial communication, and can also adapt to an interface protocol based on a network safety protocol, thus adapting to trackside signal systems of different countries in different eras, and achieving digital reconstruction of a conventional analog circuit.

At present, this system jointly serves interfaces from different eras, meeting the requirements of systems from various times for digital enhancement. Considering the differences in functional implementation across different eras and countries, the central safety interface server adopts a hierarchical design concept. The bottom layer is an interface layer. According to the plug-in technology, different interface protocol implementations are provided to achieve communication with different interface protocols. The middle layer is a service layer, which achieves conversion between an existing train control functional interface and a standardized functional interface inside a plug-in. The top layer is a standard service layer, which achieves unified service attachment on the safety interface server. Through hierarchical implementation, the integration of different train control interfaces with the standard train supervision system is completed. Since this plug-in is related to safety control, a safety development process and a safety development technology are used in the development of the entire plug-in to ensure compliance with safety functional requirements. For example, in a digital transformation project in Mexico, one control center simultaneously supervises operation of six lines, and corresponding train control relies on technical equipment from 50 years ago. Through the present disclosure, replacement of the train supervision system in the control center is smoothly completed; meanwhile, data intercommunication and fault sharing between the lines are achieved, and the fault condition of a current line is timely reported to an adjacent line, which facilitates the adjacent line in timely adjusting a train operation strategy and arranging station passenger flow organization, so that the communication efficiency is greatly improved, and the time for fault handling is significantly shortened.

Innovation point 3: The central external interface server builds a multi-system collaborative action rule engine by means of standardized data units, and supports configurable requirements of multi-professional control logics in different countries and regions: a linkage action for emergency handling in a fully automatic operation scenario is performed through configuration of standardized data, thereby improving the handling efficiency. Meanwhile, bypass operation is added for interface data, so that for an incorrect input from an external interface, manual confirmation is supported to temporarily bypass relevant information, thus avoiding the impact of incorrect linkage control on normal train operation.

Based on the information collected by the central external interface server from various professional systems, this system forms standardized data descriptions by means of information element extraction due to information expression inconsistency of various professions, thereby providing a basis for condition determination for subsequent systems. Meanwhile, a unified joint control service interface for various professions is planned. This interface is at an internal standard logic control level and is mapped to a corresponding external action according to existing interface information of different professions. Subsequently, multi-professional collaboration can enable custom configuration of relevant triggering conditions and generation of relevant collaborative control instructions, which are sent synchronously to relevant professional systems for execution. At the level of manual intervention, a standard information display module is provided. A means of bypassing a single element and a group of elements is provided, thus reducing the complexity for subsequent users during use. A standardized and flexible control interface is also provided.

Typical example 1: when a sudden traction power supply trip fault occurs during main-line train operation, the central external interface server acquires corresponding information immediately, calculates an influence range for a power-loss zone and static global data, and sends a calculated result to the central monitoring and controlling server; and the central monitoring and controlling server further conducts a search for a train within the influence range and determines a position thereof, and then makes a decision to hold the train at the relevant platform, so as to prevent subsequent trains from entering the zone again. Trains that have already entered the zone are subjected to refined control without intervention or remote activation of service braking, so as to reduce the impact on the trains and facilitate subsequent rescue operations.

Typical example 2: the integrated supervisory control system performs an entire-section door control monitoring process, in which when a protective door entering a section is detected to be in an open state, corresponding information is immediately transmitted to the central external interface server, the central external interface server synchronously sets a speed limit for operation in a relevant zone, and the central information processing server reminds a dispatcher in a control center and drives a camera in the relevant zone to project an on-site picture in real time.

Typical example 3: the central monitoring and controlling server executes a passenger clearance process for the train according to a daily timetable, and after the passenger clearance process for the train is completed and manually confirmed, the central monitoring and controlling server automatically releases the train and sends an instruction for the train to go offline and return to the depot.

Typical example 4: the central monitoring and controlling server includes a train door and platform door monitoring process, in which the central safety interface server synchronously collects statuses of a train door and a platform door, monitors execution statuses of the two doors, and automatically generates a relevant passenger broadcast once the train door or the platform door is abnormal.

Typical example 5: the central information processing server of the three-dimensional protection system also conducts comprehensive monitoring for train and platform fires: the central safety 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 collaborative strategies for dealing with different types of fires. When a train fire occurs, relevant evacuation passages of a station where the train is about to arrive are opened in advance, a broadcast is played to inform passengers at the station to evacuate, and train holding is performed at the corresponding arrival station and an adjacent station. On the one hand, the completion of emergency evacuation of passengers at a platform where the current train arrives is ensured. On the other hand, it is ensured that trains at the adjacent station will not enter the affected section. The operational safety of rail transit is ensured to the maximum extent.

step S1: compiling, by a dispatcher, two sets of basic plans, one for working days and the other for holidays, through terminal workstation software, and uploading the plans to the central information processing server; and compiling, by the dispatcher, a weekly plan for a daily plan through the terminal workstation software, and compiling a weekly plan for an inbound and outbound plan through the terminal workstation software; step S2: at 4 a.m. every day, automatically creating, by the central information processing server according to the weekly plan, the daily plan and the daily inbound and outbound plan, and synchronizing, by the central information processing server, a corresponding timetable to the central monitoring and controlling server for execution; step S3: according to a plan of time points of the timetable, automatically waking up, by the central monitoring and controlling server, a first train in a stabling/depot, and after self-inspection of the train is successfully completed, sending, by the central monitoring and controlling server, a train operation task, synchronously arranging routes, and controlling the train to leave a current storage track and head for a main line; and after the train arrives at a transfer track, automatically assigning, by the central monitoring and controlling server according to the daily plan and the daily inbound and outbound plan, a service number and an operating task to the train, checking a current train operation plan, and if the train is a main-line passenger train, automatically setting a train operation mode, and turning on lights and a train air conditioner; step S4: after the train arrives at the station according to an instruction from the central monitoring and controlling server, performing automatic stop and automatic door opening and closing operations; calculating, by the central monitoring and controlling server according to the position and plan of the train, a new train operation command in real time, and sending new service number and operation task to an on-board system; and adjusting the train operation command in real time according to an early or late arrival operating condition of the train, and synchronizing information to the central information processing server, and synchronously sending, by the central information processing server, the latest information to the central external interface server, so as to achieve synchronization of current train operation information between different service systems; and step S5: manually modifying, by the dispatcher, train task information, or setting commands such as skip-stop, train holding, and manual setting of station stop time, where these commands will be transmitted to an external service system for execution through the central information processing server. The central external interface server automatically generates relevant control instructions in accordance with set collaborative configuration based on collected information of various service systems, and synchronously sends the relevant control instructions to the relevant service systems for execution. Further provided in the present disclosure is a method based on the fully automatic train supervision system in Embodiment 1, including:

Further, according to the daily timetable of the train, the central monitoring and controlling server executes a passenger clearance process for the train: the train is held, a passenger clearance reminder is set, passenger information is updated, and a passenger clearance broadcast is played; after the passenger clearance operation for the train is completed, a passenger clearance confirmation button is pressed upon confirmation by a station staff; after the system captures a passenger clearance confirmation message, the train is automatically released, and an instruction for the train to go offline and return to the depot is sent, enabling the train to return to the depot.

Furthermore, when a sudden traction power supply trip fault occurs during main-line train operation, the central external interface server acquires corresponding information immediately, calculates an influence range for a power-loss zone and static global data, and sends a calculated result to the central monitoring and controlling server.

The central monitoring and controlling server further conducts a search for a train within the influence range and determines a position thereof: for trains that have already entered the power-loss zone, an emergency preplan is prepared in advance. For trains that have not yet entered the power-loss zone, an immediate stop instruction is sent to prevent the trains from entering the power-loss zone to the greatest extent. Meanwhile, real-time train holding is performed at the platform in the relevant section to ensure that subsequent trains no longer enter the zone. Thus, a series of former thoughts and operations of an operator are transformed into a series of precise calculations and joint control protections.

Further, the fully automatic scenario operation section is a closed area. The three-dimensional protection system adds monitoring of entire-section door control. Once the system detects that a protective door entering a section is in an open state, the central external interface server acquires corresponding information and synchronously sets a speed limit for operation in a relevant zone, and the central information processing server reminds a dispatcher in a control center and drives a camera in the relevant zone to project an on-site picture in real time. The staff in the control center arranges on-site confirmation simultaneously and decides whether to further enhance protection or restore normal operation based on a result of the on-site confirmation.

Further, the three-dimensional protection system achieves monitoring and protection of passengers inside the train. Through a video recognition technology, distribution of passengers inside carriages and a passenger flow direction are analyzed. If the passenger flow is orderly or remains static, it belongs to a normal scenario. Once a momentary chaotic passenger flow is detected or access to certain carriages is refused, there is an abnormal status on site, so that the three-dimensional protection system directly notifies central monitoring personnel of corresponding abnormal information through the central information processing server, and a train dispatcher makes a judgment for the on-site situation, thus enabling the central monitoring personnel to shift from passive notification to active attention.

Further, the central safety interface server of the three-dimensional protection system synchronously collects statuses of a train door and a platform screen door, and monitors execution statuses of the two doors. Once information about failure to open or close the train door or the screen door and alignment isolation between the train door and the screen door is detected, the central external interface server automatically generates relevant passenger broadcasts to remind passengers in the train and at the platform to complete boarding and alighting operations through other normal doors, thus improving the service quality.

Furthermore, in response to an on-site switch fault, the central safety interface server of the three-dimensional protection system detects relevant fault information and synchronously notifies the central information processing server. The central information processing server automatically calculates a changed operation route in combination with a line topology interface and a current train operation route according to a fault range, then replaces a train operation route in use through a local route replacement algorithm, and automatically adjusts and optimizes a train timetable after replacement to form a new train operation plan for reference and decision-making of the operator in the control center. After being confirmed by the operator in the control center, the new plan immediately takes effect on the train operating on site, enabling a rapid response to the fault.

Further, the central information processing server of the three-dimensional protection system also conducts comprehensive monitoring for train and platform fires: the central safety 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 collaborative strategies for dealing with different types of fires. When a train fire occurs, relevant evacuation passages of a station where the train is about to arrive are opened in advance, a broadcast is played to inform passengers at the station to evacuate, and train holding is performed at the corresponding arrival station and an adjacent station. On the one hand, the completion of emergency evacuation of passengers at a platform where the current train arrives is ensured. On the other hand, it is ensured that trains at the adjacent station will not enter the affected section. The operational safety of rail transit is ensured to the maximum extent.

The above is the introduction to the method embodiment. The solution described in the present disclosure is further described below through electronic device and storage medium embodiments.

The electronic device in the present disclosure includes a central processing unit (CPU), which can perform various proper actions and processes based on computer program instructions stored in a read-only memory (ROM) or computer program instructions loaded from a storage unit to a random access memory (RAM). The RAM can also store various programs and data that are necessary for device operation. The CPU, the ROM, and the RAM are connected to one another via a bus. An input/output (I/O) interface is also connected to the bus.

A plurality of components in the device are connected to the I/O interface, including: an input unit, such as a keyboard and a mouse; an output unit, such as various types of displays and loudspeakers; a memory cell, such as a magnetic disk and a compact disc; and a communication unit, such as a network card, a modem, and a wireless communication transceiver. The communication unit allows the device to exchange information/data with other devices through a computer network such as the Internet and/or various telecommunication networks.

The processing unit performs each of the methods and processes described above, such as the method in the present disclosure. For example, in some embodiments, the method in the present disclosure may be implemented as computer software programs that are tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, some or all of the computer programs may be loaded and/or installed onto the device via the ROM and/or communication unit. When the computer programs are loaded into the RAM and executed by the CPU, one or more of the steps of the method in the present disclosure described above can be performed. Alternatively, in other embodiments, the CPU may be configured to perform the method in the present disclosure in any other proper manner (for example, with the help of firmware).

The functions described above herein can be performed, at least in part, by one or more hardware logic components. For example, without limitation, demonstration types of hardware logic components that can be used include: a field programmable gate array (FPGA), an application-specific integrated circuit (ASIC), an application-specific standard product (ASSP), a system-on-chip (SOC), a complex programmable logic device (CPLD), and so on.

The program codes for implementing the method in the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or a controller of a general-purpose computer, a special-purpose computer or another programmable data processing device, so that the program codes, when executed by the processor or the controller, implements the functions/operations specified in the flowchart and/or block diagram. The program codes may be completely or partially executed on a machine, partially executed on the machine as an independent software package and partially executed on a remote machine or completely executed on the remote machine or a server.

In the context of the present disclosure, the machine-readable medium may be a tangible medium that may contain or store a program for use by or in combination with an instruction executing system, apparatus or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any proper combination thereof. A more specific example of the machine-readable storage medium includes 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), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any proper combination thereof.

The above are only specific embodiments of the present disclosure, but the scope of protection of the present disclosure is not limited to this. Any of those skilled in the art may easily think of various equivalent modifications or substitutions within the technical scope of the present disclosure, and these modifications or substitutions should all be included within the scope of protection of the present disclosure. Therefore, the scope of protection of the present disclosure shall be subject to the scope of protection of the claims.