CN116633977A

CN116633977A - Vehicle comprehensive dispatching system suitable for rubber wheel ground system

Info

Publication number: CN116633977A
Application number: CN202310903734.XA
Authority: CN
Inventors: 吴正中; 张辉; 徐晓龙; 林彦君; 刘笑; 汪永刚; 王晓东
Original assignee: Beijing Urban Construction Intelligent Control Technology Co ltd
Current assignee: Beijing Urban Construction Intelligent Control Technology Co ltd
Priority date: 2023-07-24
Filing date: 2023-07-24
Publication date: 2023-08-22

Abstract

The application discloses a vehicle comprehensive dispatching system suitable for a rubber wheel ground system, which comprises: the central cloud is used for carrying out shift inquiry of the vehicle, line operation of the vehicle, global whole-flow intelligent management of a driver of the vehicle, vehicle dispatching and docking of an external bus system; the intelligent edge control integrated machine is connected with the central cloud through a three-layer annular redundant network and is used for realizing interface convergence and data interaction of platform equipment and line equipment; the wireless access device is connected with the central cloud and used for carrying out wireless transmission of data; the vehicle-mounted equipment is deployed on the rail train and the bus, is connected to the center cloud through the wireless access equipment, and is used for realizing interconnection and intercommunication and data transmission with the center cloud, and realizes interconnection and intercommunication and data transmission through the wireless network and the intelligent edge control integrated machine on the ring network. The application solves the technical problem that the dispatching system architecture in the related technology is not matched with the new mode of the low-traffic track traffic.

Description

Vehicle comprehensive dispatching system suitable for rubber wheel ground system

Technical Field

The application relates to the field of traffic, in particular to a vehicle comprehensive dispatching system suitable for a rubber wheel ground system.

Background

With the development of subways, new modes of low-traffic rail transit are continuously discussed and planned, wherein the low-traffic rubber wheel ground system is widely focused in the industry because the low-traffic rubber wheel ground system has the characteristics of lower investment, faster construction, easier approval and the like. Therefore, the vehicle comprehensive dispatching system truly suitable for the low-traffic rubber wheel ground system operation scene is created, plays a very important role in normal operation of the line, and has very important significance in the multi-level multi-system collaborative development of the power-assisted urban rail transit.

Most of existing systems do subtraction on subway systems, most of the systems adopt a centralized computing mode, the core functions related to vehicle dispatching are managed at one stage, and when related services are abnormal, the core functions do not have service degradation capability. Aiming at the ground rubber-tyred vehicle operation scene, road right sharing and fusion scheduling cannot be realized with urban buses, and the urban mass transportation system cannot be truly supplemented. Therefore, the prior art solution cannot well adapt to the actual requirements in terms of system architecture or service functions, thereby limiting the development of the related art.

In view of the above problems, no effective solution has been proposed at present.

Disclosure of Invention

The embodiment of the application provides a vehicle comprehensive dispatching system suitable for a rubber wheel ground system, which at least solves the technical problem that the dispatching system architecture in the related technology is not matched with a new low-traffic track traffic mode.

According to an aspect of the embodiment of the present application, there is provided a vehicle integrated dispatch system applicable to a rubber wheel ground system, including: the central cloud is used for carrying out shift inquiry of the vehicle, line operation of the vehicle, global whole-flow intelligent management of a driver of the vehicle, vehicle dispatching and docking of an external bus system; the intelligent edge control integrated machine is connected with the center cloud through a three-layer annular redundant network and is used for realizing interface convergence and data interaction of platform equipment and line equipment; the wireless access device is connected with the central cloud and is used for carrying out wireless transmission of data; the vehicle-mounted equipment is deployed on a rail train and a bus, is connected to the center cloud through the wireless access equipment, and is used for realizing interconnection and intercommunication and data transmission with the center cloud, and realizes interconnection and intercommunication and data transmission through a wireless network and the intelligent edge control integrated machine on the ring network.

Optionally, the rail train is a rubber-wheel ground system vehicle, the rubber-wheel ground system vehicle adopts double-vehicle equipment for communication, and the rubber-wheel ground system vehicle is provided with two activation ends so as to realize double-end driving; the public transport vehicle is an urban public transport vehicle or a BRT vehicle, and the public transport vehicle adopts single-vehicle equipment for communication; the vehicle-mounted equipment adopts a main and standby redundant communication mechanism, is connected with the central cloud through a main link, and is connected with the intelligent edge control integrated machine at the edge side of the platform through a standby link.

Optionally, the intelligent edge control integrated machine is deployed in a vehicle platform as an edge computing node, and the types of the edge computing node are divided into two types of an edge conventional service node and an edge management node; the edge conventional service node is used for realizing interface convergence and data interaction of the platform equipment and the line equipment and is responsible for processing platform side linkage service; the edge management node has the function of the edge conventional service node, realizes equipment communication and data interaction with the vehicle-mounted equipment through a transmission ring network and a wireless network, is used for bearing the service degradation function of the central cloud under abnormal conditions, and ensures the normal operation of the core function of the dispatching system.

Alternatively, for vehicles employing single vehicle-mounted device communication: according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And the position P of the priority request zone bit of the intersection in front of the vehicle driving in the plane coordinate system of the line section _REQ (x _r ,y _r ) Determining that the distance between the vehicle and the priority request zone bit of the front intersection is D _TI ：At a distance ofUnder the condition that the distance threshold value is smaller than or equal to the distance threshold value, a priority request instruction is sent to the intersection controller so as to trigger intersection priority request operation; according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And the position P of the priority clearing zone bit of the front passing crossing of the vehicle in the line section plane coordinate system _VOID (x _v ,y _v ) Determining the distance D of the vehicle from the priority zone bit _OUT ：The method comprises the steps of carrying out a first treatment on the surface of the At a distance ofGreater than or equal to the vehicle length S _VL And is also provided withGreater than or equal toAnd (3) sending a priority clearing instruction to the intersection controller so as to trigger intersection priority clearing operation.

Alternatively, for vehicles employing dual on-board device communication: according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And before the vehicle runsPosition P of priority request zone bit of intersection in plane coordinate system of line section _REQ (x _r ,y _r ) Determining that the distance between the vehicle and the priority request zone bit of the front intersection is D _TI ：The method comprises the steps of carrying out a first treatment on the surface of the If the communication of the vehicle-mounted equipment at the side of the vehicle activation end is normal, the vehicle-mounted equipment is at a distanceUnder the condition that the distance threshold value is smaller than or equal to the distance threshold value, a priority request instruction is sent to the intersection controller so as to trigger intersection priority request operation; if the communication of the vehicle-mounted equipment at the side of the vehicle activation end is abnormal, the distance is keptAnd if the distance threshold value is smaller than or equal to the distance threshold value, sending a priority request instruction to the intersection controller to trigger intersection priority request operation, wherein,is the length of the vehicle; according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And the position P of the priority clearing zone bit of the front passing crossing of the vehicle in the line section plane coordinate system _VOID (x _v ,y _v ) Determining the distance D of the vehicle from the priority zone bit _OUT ：The method comprises the steps of carrying out a first treatment on the surface of the If the communication of the vehicle-mounted equipment at the side of the vehicle activation end is normal, the vehicle-mounted equipment is at a distanceGreater than or equal to the vehicle length S _VL And is also provided withGreater than or equal toIn the case of (1), a priority clearing instruction is sent to the intersection controller to trigger the roadThe mouth is cleared preferentially; if the communication of the vehicle-mounted equipment at the side of the vehicle activation end is abnormal, the distance is kept0 or more andgreater than or equal toAnd (3) sending a priority clearing instruction to the intersection controller so as to trigger intersection priority clearing operation.

Optionally, the central cloud is deployed with a real-time data acquisition service, a historical data acquisition service, a schedule shift scheduling service, a signal system data service and a Kafka cluster service; and the edge management node is provided with a signal system data service.

Optionally, the signal system data service on the central cloud and the edge management node is used for realizing degradation-free service in a cloud-edge two-stage deployment mode; the signal system data service on the central cloud and the edge management node is used for realizing data communication with vehicle-mounted equipment, vehicle positioning coordinate conversion, intersection priority linkage triggering calculation, vehicle door linkage triggering calculation and station reporting linkage triggering calculation; the signal system data service on the central cloud and the edge management node uniformly transmits real-time data of different types of vehicles to the real-time data acquisition service through Modbus TCP protocol, so that the real-time data acquisition service provides a real-time data basis for the front line train tracking, GIS tracking and running diagram drawing functions of the vehicle dispatching client, and the real-time data acquisition service transmits vehicle data to the historical data acquisition service based on an OPC UA communication mechanism, so that the historical data acquisition service provides a data basis for line playback and shift operation statistics functions.

Optionally, the central cloud and the edge management node adopt keepalive to realize redundancy disaster recovery design of data service of the two-stage respective signal systems of cloud edges.

Optionally, the signal system data service on the central cloud and the signal system data service on the edge management node timely acquire the schedule change message through a Kafka exclusive topic message channel, accurately acquire the changed specific shift information through a micro-service interface, and timely issue the changed shift information to the vehicle-mounted device so as to realize data synchronization.

Optionally, in a central mode, communication monitoring and service management are performed through the central cloud.

Optionally, in the degradation mode, communication monitoring and service management are performed through the edge management node.

By applying the technical scheme of the application, the vehicle comprehensive dispatching system suitable for the rubber wheel ground system comprises: the central cloud is used for carrying out shift inquiry of the vehicle, line operation of the vehicle, global whole-flow intelligent management of a driver of the vehicle, vehicle dispatching and docking of an external bus system; the intelligent edge control integrated machine is connected with the central cloud through a three-layer annular redundant network and is used for realizing interface convergence and data interaction of platform equipment and line equipment; the wireless access device is connected with the central cloud and used for carrying out wireless transmission of data; the vehicle-mounted equipment is deployed on the rail train and the bus, is connected to the center cloud through the wireless access equipment, and is used for realizing interconnection and intercommunication and data transmission with the center cloud, and realizes interconnection and intercommunication and data transmission through the wireless network and the intelligent edge control integrated machine on the ring network. The application solves the technical problem that the dispatching system architecture in the related technology is not matched with the new mode of the low-traffic track traffic.

In addition to the objects, features and advantages described above, the present application has other objects, features and advantages. The present application will be described in further detail with reference to the drawings.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this specification, illustrate embodiments of the application and together with the description serve to explain the application. In the drawings:

FIG. 1 shows a schematic diagram of a vehicle integrated dispatch system adapted for use with a rubber-tyred system in accordance with the present application;

FIG. 2 shows a schematic diagram of an intersection priority traffic handling scheme according to the present application;

FIG. 3 is a schematic diagram of a system hardware architecture scheme according to the present application;

FIG. 4 shows a schematic diagram of a system software architecture scheme according to the present application;

FIG. 5 shows a schematic diagram of a system software architecture scheme according to the present application;

fig. 6 shows a schematic diagram of a system software architecture scheme according to the present application.

Detailed Description

In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.

It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.

Most of the existing comprehensive vehicle dispatching systems with low-traffic rubber-tyred road surface systems are subtractive on subway systems. Most of the systems adopt a centralized computing mode, the core functions related to vehicle dispatching are mainly managed in one stage, and when related services are abnormal, the core functions do not have service degradation capability, so that the stable operation of the whole system and the dispatching monitoring work of a dispatcher are affected. In addition, the existing system can not realize road right sharing and fusion scheduling with urban buses, and can not truly become the supplement of urban mass transportation systems.

Aiming at the defects of the prior art or the scheme, the scheme provides a brand new comprehensive vehicle dispatching scheme which is applicable to a low-traffic rubber wheel ground system through innovation of a system architecture, so as to at least solve the technical problem that the dispatching system architecture in the related art is not matched with a new low-traffic rail traffic mode. As shown in fig. 1, the vehicle integrated dispatching system suitable for the rubber-tyred ground system of the present application specifically includes:

the central cloud 11 is used for carrying out shift inquiry of vehicles, line operation of the vehicles, global whole-flow intelligent management of vehicle drivers, vehicle dispatching and docking of an external bus system;

the intelligent edge control integrated machine 12 is connected with the central cloud through a three-layer annular redundant network and is used for realizing interface convergence and data interaction of platform equipment and line equipment;

a wireless access device 13, which is connected with the central cloud and is used for wireless transmission of data;

the plurality of vehicle-mounted devices 14 are deployed on rail trains and buses, are connected to the central cloud through the wireless access device, and are used for realizing interconnection and intercommunication and data transmission with the central cloud, and are used for realizing interconnection and intercommunication and data transmission with the intelligent edge control integrated machine on the ring network through a wireless network.

According to the technical scheme, through system architecture innovation, a cloud edge collaborative framework is adopted to comprehensively design the core function and interface mode of the vehicle comprehensive dispatching system, so that core services (such as vehicle-mounted data interaction, vehicle tracking, intersection priority, shift dispatching and the like) of the vehicle comprehensive dispatching system have cloud edge secondary management capability, when the central service is abnormal, the core service function is degraded, service is not degraded, robustness of the vehicle comprehensive dispatching system is comprehensively improved, normal operation of a line is guaranteed to the greatest extent, and reliable guarantee is provided for a dispatcher to efficiently complete daily dispatching work.

Meanwhile, aiming at the operation scene of the ground rubber-tyred vehicle line, from the perspective of improving the operation organization efficiency and the corridor utilization efficiency, the system has the mixed grouping capability of a rail train and a bus, and can meet the requirements of rail traffic safety, high efficiency and accurate point, and meanwhile, the system can combine flexible calling of the bus system, and the integration and the cooperation of the power-assisted rail traffic and the urban bus.

According to the technical scheme, based on a brand new cloud edge cooperative architecture, cloud edge diode management is adopted aiming at the core service function of the low-traffic ground rubber wheel type vehicle dispatching system, and the robustness of the station reporting system is comprehensively improved. In addition, in order to improve corridor utilization efficiency, the system realizes overall processing of 'rail trains and buses' from aspects of vehicle management, timetable programming, vehicle-mounted data communication, intersection priority service linkage, platform station reporting linkage and the like, and truly realizes unified and fused scheduling of 'rail trains and buses'.

In order to construct a vehicle comprehensive dispatching system truly suitable for a low-traffic rubber-tyred road surface system operation scene, the condition that the system architecture or the operation scene is not adapted due to the fact that subtraction is simply carried out on a subway dispatching system is avoided, the system adopts a cloud edge cooperative architecture, signal system data services are deployed at two stages at the center and the edge side respectively, secondary management of core business is achieved, redundancy disaster recovery design of the signal system data services of the cloud edge two stages is achieved by adopting keepalive, therefore the core business functions (such as vehicle-mounted data interaction, vehicle tracking, intersection priority, shift dispatching and the like) of the vehicle comprehensive dispatching system are guaranteed, degradation-free service is achieved, the robustness of the vehicle comprehensive dispatching system is comprehensively improved, normal operation of a line is guaranteed to the greatest extent, and reliable guarantee is provided for a dispatcher to efficiently finish daily dispatching work.

Meanwhile, the system constructs a unified, exclusive and shared kafka exclusive topic message channel, the central and edge side signal system data service timely acquires schedule change information through the message channel, and accurately acquires changed specific shift information through a micro-service interface, and simultaneously timely transmits the changed shift information to the vehicle-mounted equipment, so that data synchronization is realized.

In addition, aiming at the operation scene of the ground rubber-tyred vehicle line, in order to improve the operation organization efficiency and the corridor utilization efficiency, the system realizes overall treatment of the rail train and the bus from the aspects of vehicle management, timetable programming, vehicle-mounted data communication, junction priority service linkage, station reporting linkage and the like, and truly realizes unified and fused scheduling of the rail train and the bus.

(1) System network structure

The network structure of the system is shown in fig. 1, and an edge side service processing platform is constructed through super-fusion intelligent hardware equipment (edge intelligent hardware equipment for short) suitable for a low-traffic-quantity edge computing scene, so that interface aggregation and data interaction of platform equipment (such as platform doors, broadcasting equipment and the like) and line equipment (such as intersection priority equipment and the like) are uniformly realized.

And each station constructs a three-layer annular redundant network through a network interaction module of the edge intelligent hardware equipment and the center, so that signals sent by one equipment can be seen by all other equipment on the ring. Each station divides different VLAN according to the specialty, prevents risks such as network storm, utilizes the route function of three-layer switching module to realize the mutual visit of data between the different VLAN, and the network possesses redundant ability, and the station can realize the two-way communication ability with the center.

The vehicle-mounted equipment can realize interconnection and intercommunication and data transmission with the center related service through the LTE/4G/5G wireless network. Meanwhile, the vehicle-mounted equipment can also realize interconnection and intercommunication and data transmission through the wireless network and any edge intelligent hardware equipment node on the ring network.

(2) Vehicle comprehensive dispatching system architecture design

As shown in fig. 2, the system realizes the fusion scheduling of the ground-type vehicles with low-traffic rubber wheels (such as intelligent rail trains with electronic guide rubber wheels, guide strapdown trains with guide rail rubber wheels and the like) and urban buses/BRT. The low-traffic-capacity rubber wheel ground system vehicle adopts double-vehicle-mounted equipment communication, and the whole vehicle comprises two active ends, so that double-end driving can be realized; urban public transport/BRT vehicles communicate by adopting single vehicle-mounted equipment. Each vehicle-mounted device and the system adopt a main-standby redundant communication mechanism, the vehicle-mounted device realizes data synchronization of main-standby links, and the main-standby links respectively realize data transmission with related services of the center and the edge side.

The system uniformly converts the gallery mapping data (longitude and latitude data) of the vehicle special lane into plane coordinates according to a geodetic coordinate system standard (a standard reference standard), and divides the vehicle special lane into a plurality of line sections according to the actual trend of the line, so as to construct a line section plane coordinate system special for an operation line. The signal system data service converts longitude and latitude data sent by the vehicle-mounted equipment into plane coordinates according to the geodetic coordinate system, maps the vehicle-mounted longitude and latitude plane coordinates to the nearest line section by combining the configuration condition of the line section and adopting a vertical projection mode, thereby accurately realizing real-time tracking of the line vehicle position and providing a data basis for linkage functions such as intersection priority triggering, station reporting triggering and the like based on the real-time tracking.

The intelligent edge hardware equipment is deployed along the line station as edge computing nodes, and the types of the edge nodes are divided into two types: namely an edge regular service node and an edge management node. Wherein the edge conventional service node is responsible for interface convergence and real-time monitoring of platform side equipment (such as passenger information equipment, broadcasting equipment and the like) and equipment nearby the platform (such as intersection priority equipment and the like). Meanwhile, the platform side linkage business processing (such as vehicle door linkage, intersection priority request/clear and the like) is responsible. The edge management node not only has the function of an edge conventional service node, but also has the service degradation function of adapting to the service of the central signal system, and ensures the normal operation of the core functions (such as vehicle-mounted data interaction, vehicle tracking, intersection priority, shift scheduling and the like) of the scheduling system under abnormal conditions. Two edge management nodes are deployed on each line, and the edge side signal system service in the nodes adopts a main and standby redundancy design.

(3) Intersection priority traffic handling

As shown in fig. 3, in the course of the line shift operation, the passing efficiency at the level crossing directly affects the shift punctuation rate and the line operation efficiency for each type of vehicle traveling in the dedicated lane. Therefore, the system is based on architecture innovation, and comprehensively designs a vehicle-mounted data communication function and an intersection priority service linkage function in signal system data service, so that intersection priority service processing is from a data base to a service function, the system has secondary management capability, and provides reliable guarantee for stable operation of intersection priority service.

The signal system data service comprehensively processes the processing of the intersection priority linkage service according to the conditions of a line section plane coordinate system, positions of intersections along the line, line operation vehicle types (single vehicle-mounted equipment communication vehicles, double vehicle-mounted equipment communication vehicles), vehicle-mounted equipment communication states and the like, and roughly comprises the following two conditions:

1) Single vehicle-mounted equipment communication vehicle

For a single vehicle-mounted equipment communication vehicle (such as common public transportation, BRT and the like), the position of the vehicle-mounted real-time longitude and latitude projection to a line section plane coordinate system is assumed to be P _RT (x _t ,y _t ) The position of the priority request zone bit of the intersection in front of the vehicle running in the plane coordinate system of the line section is P _REQ (x _r ,y _r ) The distance between the vehicle and the front intersection priority request zone bit is D _TI The length of the vehicle is S _VL ，D _TI The calculation formula is as follows:

，

at this time, the intersection is preferably linked with the business processing flow, whenAnd when the number of the intersection priority request is less than or equal to 100m, triggering an intersection priority request operation, and sending a priority request instruction to an intersection controller.

The position of the priority clear marker bit passing through the intersection in front of the vehicle in the plane coordinate system of the line section is P _VOID (x _v ,y _v ) The length of the vehicle is S _VL The distance from the vehicle to the priority zone bit is D _OUT ，D _OUT The calculation formula is as follows:

，

at this time, the intersection is preferably linked with the business processing flow, when ≥S _VL And is also provided with≥And when the intersection is triggered to give priority to clearing operation, sending a priority clearing instruction to the intersection controller.

2) Double-vehicle-mounted equipment communication vehicle

For a double-vehicle-mounted device communication vehicle (such as an intelligent rail, a guide bus and the like), the position of the vehicle-mounted real-time longitude and latitude projection to a line section plane coordinate system is assumed to be P _RT (x _t ,y _t ) The position of the priority request zone bit of the intersection in front of the vehicle running in the plane coordinate system of the line section is P _REQ (x _r ,y _r ) The distance between the vehicle and the front intersection priority request zone bit is D _TI The length of the vehicle is S _VL ，D _TI The calculation formula is as follows:

，

at this time, aiming at the intersection priority linkage business processing flow, if the vehicle-mounted equipment at the side of the vehicle activating end is normal in communication, whenTriggering intersection priority request operation when the number of the intersection priority requests is less than or equal to 100m, and sending a priority request instruction to an intersection controller; when the communication of the vehicle-mounted equipment at the side of the vehicle activation end is abnormalAnd when the number of the intersection priority request is less than or equal to 100m, triggering an intersection priority request operation, and sending a priority request instruction to an intersection controller.

，

at this time, aiming at the intersection priority linkage business processing flow, if the vehicle-mounted equipment at the side of the vehicle activating end is normal in communication, when ≥S _VL And is also provided with≥When the intersection is triggered to give priority to clearing operation, a priority clearing instruction is sent to an intersection controller; if the communication of the vehicle-mounted device on the side of the vehicle activation end is abnormal,not less than 0 and≥and when the intersection is triggered to give priority to clearing operation, sending a priority clearing instruction to the intersection controller.

(4) System hardware structural design

As shown in fig. 4, the core function board card of the edge intelligent hardware in the system includes: network switching board card, calculating board card. The computing board card is used for bearing and deploying the data service of the edge side signal system, is a business processing center module of the edge side system, and provides a computing power foundation for business processing. The network switching board card is used for constructing each edge node and the central redundant ring network. The edge node can realize interface aggregation and data transmission with junction priority equipment near the station through a network exchange board card, and the interface type mainly comprises an optical fiber interface and an RJ45 port.

The edge management node can realize interconnection and intercommunication with external systems such as bus data service, wireless dispatch and driver universe (the driver universe whole-flow intelligent management system is comprehensive, free of dead angle analysis video data, objective and accurate in judgment result, free of influence of human factors, capable of saving a large number of professional auditing manpower, reducing operation cost, eliminating human errors caused by tedious work, improving auditing speed, improving train operation safety), shift inquiry and position tracking APP and the like through a network exchange board, and can still provide data service for the external systems under the condition of degradation of data service of a central signal system. In addition, the edge management node realizes equipment communication and data interaction with the vehicle-mounted equipment through a transmission ring network and a wireless network, when the data service of the central signal system is abnormal, the edge side system is used as a standby channel, the normal execution of functions such as vehicle-mounted data interaction and shift scheduling can be ensured, and a data basis can be provided for the development of other services of the scheduling system (such as vehicle tracking, intersection priority linkage processing and the like).

(5) System software structural design

As shown in fig. 5, the whole system mainly comprises main parts of a signal system data service, a schedule shift scheduling service, a central data acquisition platform, a kafka cluster service, a vehicle scheduling client and the like.

The vehicle dispatching client mainly comprises functions of running diagrams, timetables, train tracking, line management and the like, and meets the basic requirements of daily dispatching and line management of a dispatcher. The system adopts a micro-service architecture mode to construct schedule shift scheduling service, adopts clustered deployment and realizes load balancing through Nginx, thereby realizing service functions such as schedule management, shift scheduling, line management, vehicle management and the like, providing a service foundation for a client, facilitating achievement multiplexing and simultaneously being easy to realize on-demand expansion.

In order to meet the requirement of degrading the service of the core service function of the vehicle dispatching system, the data service of the signal system adopts cloud-edge two-stage deployment and is divided into a central signal system data service and an edge signal system data service. The center and edge side signal system data service mainly realizes the functions of data communication with vehicle-mounted equipment, vehicle positioning coordinate conversion, intersection priority linkage triggering calculation, vehicle door linkage triggering calculation, station reporting linkage triggering calculation and the like. The center and edge side signal system data service uniformly uploads the real-time data of different types of vehicles to a center real-time data acquisition service through a Modbus TCP protocol, and the center and edge side signal system data service provides a real-time data basis for the functions of vehicle dispatching client side front-line train tracking, GIS tracking, running diagram drawing and the like. Meanwhile, the real-time data acquisition service transmits vehicle data to the central historical data acquisition service based on an OPC UA communication mechanism, and the central historical data acquisition service provides a data basis for functions such as line playback and shift operation statistics.

The central and edge signal system data service obtains the total quantity schedule shift plan information of the day by scheduling micro service requests according to schedule shifts at daily timing (three points in the morning by default), and the format of the request information is as follows:

the message format is:

{

“date”:"2019-08-24T14:15:22Z",

“lineID”:2,

“schduleId”:5,

“status”:[0],

“types”:[1]

}

wherein date represents the date; lineID represents line number; schduleId represents a schedule number; status indicates shift status (value 0 indicates not started; value 1 indicates in progress; value 2 indicates ended); types indicates the class type (value 1 indicates schedule generation; value 2 indicates schedule addition; value 3 indicates manual entry of schedule, has been issued; value 4 indicates automatic entry of entry function). The schedule shift scheduling micro-service returns the schedule shift scheduling main information format as follows according to the request instruction:

"planServiceId":6,

"direction":2,

"startStationId":13,

"startstartstartstartationname": "intelligent rail industrial park",

"startTime":"2023-05-30T09:24:15.872Z",

"endStationId":27,

"endStationName": "dawn Square",

"endTime":"2023-05-30T09:24:15.873Z",

"endIsNextDay":true,

"isChangeHead":true,

"planCarId":2563,

"planCrewId":213,

"status":0,

"type":1,

"lineId":0,

"shiftDetails":

[

{

"planShiftId":1,

"stationId":13,

"sequenceNum":1,

"inTime":"2023-05-30T09:24:15.873Z",

"outTime":"2023-05-30T09:24:15.873Z",

"stationType":2,

……

}

……

]

wherein, playserviceid represents a shift service ID; direction represents direction, value 1 represents uplink, and value 2 represents downlink; startstartstartstartionid represents the originator ID; startstartstartstartionname represents the name of the originator; startTime represents a start time; endStationId represents the terminal ID; the endStationName represents the terminal name; endTime represents the end time; endIsNextDay indicates whether the endpoint is across days; isChangeHead represents whether to change end; the planCarId represents the planned vehicle ID; planCrewId represents the planned driver ID; status indicates shift status (value 0 indicates not started, value 1 indicates in progress, value 2 indicates ended); type represents shift type (value 1 represents schedule generation, value 2 represents schedule addition, value 3 represents manual supplementary recording of schedule, and value 4 represents automatic supplementary recording of supplementary recording function); lineId represents line ID; shiftDetails represents a shift detail list; the planShiftId represents a shift ID; stationId represents a line station ID; sequence num represents a sequence number; inome represents the planned inbound time; outTime represents the planned outbound time; the stationType indicates a line station type (value 0 indicates a field, value 1 indicates an originating station, value 2 indicates a halfway station, and value 3 indicates a terminating station).

In order to ensure the efficiency of the shift scheduling and the system operation, the data service of the central and edge side signal systems can timely, accurately and efficiently acquire shift schedule change information (such as modifying the scheduled departure time, adjusting the shift departure time, updating the departure interval in batches and the like), and a dispatcher realizes the update and storage of shift schedule data through the schedule shift scheduling micro-service after operating through a client of a vehicle scheduling system. At the same time, the schedule shift scheduling micro-service will send the change information of the schedule to the center and edge side signal system data service through the kafka exclusive topic, and the main message format of the schedule change message is as follows. The central and edge signal system data service timely acquires schedule change information by monitoring unified, exclusive and shared message channels, accurately acquires changed specific shift information by a micro service interface, and timely transmits the changed shift information to the vehicle-mounted equipment, so that data synchronization is realized.

The message format is:

{

“plan_date”:"2019-08-24T14:15:22Z",

“infos”: [

{

“shift_id”:23,

“state”:0

}

],

“carBeforeShifts”: [0],

}

wherein, the plan_date represents the date of the schedule to be updated; infos represents a set of shifts to be updated, if the set is empty, indicating that all shifts on the day of full volume update are needed, 3 days in the morning each day, the center will inform the center and the edge side signaling system data service to update the full volume schedule through kafka proprietary topic; shift_id represents the Id of the particular shift that needs to be updated; state represents shift update status, value 0 represents shift modified, value 1 represents newly added shift, and value-1 represents deleted shift; carbeforesifts represent a set of class ids that are changed for a time greater than the scheduled departure time of a class when the vehicle is scheduled or changed.

The signal system data service is used as an important module of the system, not only provides a data basis for the whole set of vehicle comprehensive dispatching system, but also is an important node of a closed loop of a vehicle dispatching function business process, so that in order to improve the robustness of the whole set of system, the high availability of the signal system data service under abnormal conditions is enhanced, and the redundancy disaster recovery design is realized by adopting keepalive for the center and edge side signal system data service.

Referring to fig. 6, nodes where data services of the center and edge side signal systems are located deploy keepalive services, and two service nodes at the center and edge side virtually generate VIP1 and VIP2 respectively, so as to externally realize data communication with a main channel and a standby channel of the vehicle-mounted device. When the normal operation is started, the main node obtains all resources and provides service for the user, and the standby node is used as a hot standby of the main node; when the master node fails or fails, the standby node automatically takes over all work of the master node, including taking over VIP resources and corresponding resource services. In order to ensure smooth operation of the system and reduce unnecessary redundant switching, the keepalive adopts a non-forced mode, namely, preemption service is forbidden through non-preempt configuration, and at the moment, the master node does not preempt the service from failure to recovery. Meanwhile, in order to ensure that the signal system data service of the new main node can normally and quickly develop service functions after the redundancy switching of the service nodes of the center or the edge side, the main and standby services of the center or the edge side can perform data synchronization in real time, the consistency and the instantaneity of cache data are ensured, the signal system data service automatically monitors the main and standby identity states, and the main service node automatically completes synchronization data to the standby service node. In addition, in order to timely acquire the service running state of the opposite side, the center and the edge side construct a heartbeat monitoring mechanism based on a TCP protocol, wherein the center is a TCP Server end, and the edge side is a TCP Client end; in the aspect of heartbeat monitoring, by default, a center sends heartbeat messages to an edge side every 0.5 seconds, the edge side replies the heartbeat messages to the center after receiving the heartbeat messages, and the dual heartbeat messages both contain the running states of each standby service and also provide a decision basis for service migration under the subsequent abnormal condition.

(6) Communication monitoring and business management flow of central system

In the central mode, the communication monitoring and service management flow of the central system is as follows:

in step 601, the central signal system data service obtains schedule information, vehicle management information, line electronic map information, line station information, service configuration management information, intersection management information, and the like.

Step 602, respectively creating a vehicle-mounted device data communication thread and a vehicle communication monitoring thread according to different vehicle communication modes (including double vehicle-mounted device communication and single vehicle-mounted device communication) by taking a line as a unit. And simultaneously, creating a heartbeat monitoring thread and a central main and standby service data synchronization thread which are in data service with the edge side signal system.

In step 603, real-time data (including longitude and latitude data, speed, fault state, etc.) of the vehicle is obtained through vehicle-mounted equipment (including an electronic guide rubber wheel train, a guide bus, a bus/BRT vehicle, etc.), and the data is cached. And simultaneously, completing the data synchronization of the main and standby services of the center.

Step 604, the communication state of each dual-vehicle device communication vehicle is monitored in a circulating way, and whether the current channel is continuously 3 times (default configuration) and cannot acquire the latest data of the vehicle-mounted device is judged by combining the data transmission period, if yes, step 605 is executed, otherwise step 616 is executed.

Step 605, it is determined whether the communication exception processing of the vehicle-mounted device is completed, if yes, the loop processing flow is entered, otherwise, step 606 is executed.

Step 606, it is determined whether the current abnormal communication channel is an active end vehicle device, if yes, step 609 is executed, otherwise step 607 is executed.

In step 607, the center determines whether the communication with the vehicle-mounted device at the active end is normal, if so, step 608 is executed, otherwise step 609 is executed.

Step 608, the central service is switched to the vehicle-mounted communication channel of the activating end, so that the data collection with the vehicle-mounted equipment, the vehicle tracking monitoring, the intersection priority processing, the data synchronization and other business processing are realized. And simultaneously prompting a central dispatcher, wherein the vehicle-mounted equipment of the vehicle communicates abnormal detailed information.

Step 609, the center acquires the timestamp of the latest data message of the vehicle-mounted device at the active end acquired by the edge side signal data service through the heartbeat monitoring message of the edge side service, so as to judge whether the communication data acquisition of the edge side service and the vehicle-mounted device at the active end is normal, if yes, step 610 is executed, and otherwise step 611 is executed.

In step 610, the center service issues a mode switching instruction to the edge side service, and instead, the data communication acquisition is realized by the data service of the edge side signal system and the vehicle-mounted equipment of the active end, and the service processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like is managed. And simultaneously prompting a central dispatcher, wherein the vehicle-mounted equipment of the vehicle communicates abnormal detailed information. Thereafter, the loop processing flow is entered, and step 603 is executed.

Step 611, the center determines whether the communication with the standby end vehicle device is normal, if so, step 612 is executed, otherwise step 613 is executed.

And step 612, switching the central service to a standby-end vehicle-mounted communication channel to realize data acquisition with vehicle-mounted equipment and service processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like. And simultaneously prompting a central dispatcher, wherein the vehicle-mounted equipment of the vehicle communicates abnormal detailed information. Thereafter, the loop processing flow is entered, and step 603 is executed.

Step 613, the center obtains the timestamp of the latest data message of the standby-end vehicle-mounted device collected by the edge-side signal data service through the heartbeat monitoring message of the edge-side service, so as to determine whether the communication data collection of the edge-side service and the standby-end vehicle-mounted device is normal, if yes, step 614 is executed, and otherwise step 615 is executed.

In step 614, the center service issues a mode switching instruction to the edge side service, and instead, the data service of the edge side signal system and the vehicle-mounted equipment at the standby end realize data communication acquisition, and receives and manages the traffic processing such as vehicle tracking and monitoring, intersection priority processing, data synchronization and the like. And simultaneously prompting a central dispatcher, wherein the vehicle-mounted equipment of the vehicle communicates abnormal detailed information. Thereafter, the loop processing flow is entered, and step 603 is executed.

Step 615, prompt the central dispatcher that the active end and the standby end of the vehicle are in abnormal communication with the central and edge side services. Thereafter, the loop processing flow is entered, and step 603 is executed.

Step 616, the communication state of each single vehicle-mounted device communication vehicle is monitored in a circulating way, and whether the current channel is continuously 3 times (default configuration) and cannot acquire the latest data of the vehicle-mounted device is judged by combining the data transmission period, if yes, step 617 is executed, otherwise, the circulating process flow is entered, and step 603 is executed.

Step 617, if the communication exception processing of the vehicle-mounted device is completed, the loop processing flow is entered, step 603 is executed, and otherwise step 618 is executed.

Step 618, the center acquires the timestamp of the latest data message of the vehicle-mounted device acquired by the edge side signal data service through the heartbeat monitoring message of the edge side service, so as to judge whether the communication data acquisition of the edge side service and the vehicle-mounted device is normal, if so, step 619 is executed, otherwise, step 620 is executed.

Step 619, the center service issues a mode switching instruction to the edge side service, and data communication acquisition is realized by the data service of the edge side signal system and the vehicle-mounted equipment instead, and service processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like is connected in parallel. And simultaneously prompting a central dispatcher, wherein the vehicle-mounted equipment of the vehicle communicates abnormal detailed information. Thereafter, the loop processing flow is entered, and step 603 is executed.

Step 620, prompt the central dispatcher that the vehicle-mounted device is abnormal in communication with the center and edge side services. Thereafter, the loop processing flow is entered, and step 603 is executed.

(7) Communication monitoring and business management flow of edge side system

In the degradation mode, the communication monitoring and service management flow of the edge side system is as follows:

in step 701, the edge side signal system data service obtains schedule information, vehicle management information, line electronic map information, line station information, service configuration management information, intersection management information, and the like.

Step 702, respectively creating a vehicle-mounted device data communication thread and a vehicle communication monitoring thread according to different vehicle communication modes (including double vehicle-mounted device communication and single vehicle-mounted device communication) by taking a line as a unit. And simultaneously, creating a heartbeat monitoring thread and an edge side active-standby service data synchronization thread which are in data service with the central signal system.

In step 703, the edge side service determines whether the center service is normally executed through heartbeat monitoring and network monitoring with the center service, if yes, step 713 is executed, otherwise step 704 is executed.

Step 704, the system starts a degradation mode, and data communication collection with vehicle-mounted equipment (including an electronic guide rubber-tyred train, a guide bus, a bus/BRT vehicle and the like) is started by data service of an edge side signal system, and traffic processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like is connected in parallel. Meanwhile, if the network is normal and the edge side can synchronize the collected data to a central unified data collection platform; if the network is abnormal, the edge side can perform persistence processing on the acquired data, and the acquired data is returned to the center after the network is recovered.

Step 706, the communication state of each dual-vehicle device communication vehicle is monitored in a circulating way, and whether the current channel is continuously 3 times (default configuration) and cannot acquire the latest data of the vehicle-mounted device is judged by combining the data transmission period, if yes, step 707 is executed, and otherwise step 711 is executed.

Step 707, determining whether the vehicle-mounted device communication exception processing is completed, if yes, entering a loop processing flow, executing step 703, otherwise executing step 708.

Step 708, the edge side determines whether the communication with the vehicle-mounted device at the opposite end is normal, if so, step 709 is executed, otherwise step 710 is executed.

Step 709, the data service switching of the edge side signal system and the vehicle-mounted equipment at the opposite end realize data communication acquisition, and the vehicle tracking monitoring, the intersection priority processing, the data synchronization and other business processing are connected in parallel. In addition, the communication abnormal information is recorded, and the abnormal information is returned to the center under the network communication condition. Thereafter, the loop processing flow is entered, and step 703 is executed.

Step 710, record the abnormal communication information, and transmit the abnormal communication information back to the center in the network communication condition. Thereafter, the loop processing flow is entered, and step 703 is executed.

Step 711, the communication state of each single vehicle-mounted device communication vehicle is monitored in a circulating way, and whether the current channel is in a condition that 3 continuous (default configuration) cannot acquire the latest data of the vehicle-mounted device is judged by combining the data transmission period, if yes, step 712 is executed, otherwise, a circulating process flow is entered, and step 703 is executed.

Step 712, determining whether the communication exception processing of the vehicle-mounted device is completed, if yes, entering a loop processing flow, executing step 703, otherwise executing step 710.

Step 713, determining whether the system is in the degraded mode at this time, and taking over the service processing by the edge side signal system data service, if so, executing step 714, otherwise, executing step 715.

In step 714, the edge side signal system data service realizes data communication acquisition with the corresponding vehicle-mounted equipment according to the instruction requirement issued by the center, and receives and manages the traffic processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like. And feeding back the execution result to the center. Thereafter, the loop processing flow is entered, and step 703 is executed.

Step 715, if the edge side service receives the mode switching instruction of the center service, step 716 is executed, otherwise, the loop processing flow is entered.

And 716, the data service of the edge side signal system realizes data communication acquisition with corresponding vehicle-mounted equipment according to the instruction requirement issued by the center, and receives and manages the traffic processing such as vehicle tracking monitoring, intersection priority processing, data synchronization and the like. And feeding back the execution result to the center. Thereafter, the loop processing flow is entered, and step 703 is executed.

According to the technical scheme, the advantages of cloud edge collaborative architecture are fully utilized, and through secondary management and redundant disaster recovery design of the data service of the core business module signal system, degradation-free service of core scheduling functions (such as vehicle-mounted data interaction, vehicle tracking, intersection priority, shift scheduling and the like) can be realized, so that the robustness of the whole system is comprehensively improved; aiming at the operation scene of the ground rubber-tyred vehicle line, the overall processing of the rail train and the bus is realized from the aspects of vehicle management, timetable programming, vehicle-mounted data communication, intersection priority service linkage, station reporting service linkage and the like, unified and fused scheduling of the rail train and the bus is truly realized, the operation organization efficiency and corridor utilization efficiency are greatly improved, and the multi-level multi-system collaborative development of urban rail traffic in China is assisted.

The technical scheme of the application has the beneficial effects that: 1) According to the scheme, through architecture innovation, the advantages of cloud edge cooperative architecture are fully utilized, and a set of comprehensive vehicle scheduling system suitable for a low-traffic rubber wheel road surface type operation scene is designed; 2) The system can realize degradation-free service of core scheduling functions (such as vehicle-mounted data interaction, vehicle tracking, intersection priority, shift scheduling and the like) through secondary management and redundant disaster recovery design of the data service of the core business module signal system, and comprehensively improve the robustness of the whole system; 3) Aiming at the operation scene of the ground rubber-tyred vehicle line, the system realizes overall processing of the rail train and the bus from the aspects of vehicle management, timetable programming, vehicle-mounted data communication, junction priority service linkage, station reporting service linkage and the like, truly realizes unified and fused scheduling of the rail train and the bus, greatly improves operation organization efficiency and corridor utilization efficiency, and assists the multi-level and multi-system collaborative development of urban rail traffic in China.

It should be noted that, for simplicity of description, the foregoing method embodiments are all described as a series of acts, but it should be understood by those skilled in the art that the present application is not limited by the order of acts described, as some steps may be performed in other orders or concurrently in accordance with the present application. Further, those skilled in the art will also appreciate that the embodiments described in the specification are all preferred embodiments, and that the acts and modules referred to are not necessarily required for the present application.

From the description of the above embodiments, it will be clear to a person skilled in the art that the method according to the above embodiments may be implemented by means of software plus the necessary general hardware platform, but of course also by means of hardware, but in many cases the former is a preferred embodiment. Based on such understanding, the technical solution of the present application may be embodied essentially or in a part contributing to the prior art in the form of a software product stored in a storage medium (e.g. ROM/RAM, magnetic disk, optical disk) comprising instructions for causing a terminal device (which may be a mobile phone, a computer, a server, or a network device, etc.) to perform the method according to the embodiments of the present application.

Alternatively, specific examples in this embodiment may refer to examples described in the foregoing embodiments, and this embodiment is not described herein.

Alternatively, in the present embodiment, the storage medium may include, but is not limited to: a U-disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.

The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.

The integrated units in the above embodiments may be stored in the above-described computer-readable storage medium if implemented in the form of software functional units and sold or used as separate products. Based on such understanding, the technical solution of the present application may be embodied in essence or a part contributing to the prior art or all or part of the technical solution in the form of a software product stored in a storage medium, comprising several instructions for causing one or more computer devices (which may be personal computers, servers or network devices, etc.) to perform all or part of the steps of the method described in the embodiments of the present application.

In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.

In several embodiments provided by the present application, it should be understood that the disclosed client may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of the units, such as the division of the units, is merely a logical function division, and may be implemented in another manner, for example, multiple units or components may be combined or may be integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.

The units described as separate units may or may not be physically separate, and units shown as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.

The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.

Claims

1. The utility model provides a vehicle integrated dispatch system suitable for rubber tyer ground standard which characterized in that includes:

the central cloud is used for carrying out shift inquiry of the vehicle, line operation of the vehicle, global whole-flow intelligent management of a driver of the vehicle, vehicle dispatching and docking of an external bus system;

the intelligent edge control integrated machine is connected with the center cloud through a three-layer annular redundant network and is used for realizing interface convergence and data interaction of platform equipment and line equipment;

The wireless access device is connected with the central cloud and is used for carrying out wireless transmission of data;

the vehicle-mounted equipment is deployed on a rail train and a bus, is connected to the center cloud through the wireless access equipment, and is used for realizing interconnection and intercommunication and data transmission with the center cloud, and realizes interconnection and intercommunication and data transmission through a wireless network and the intelligent edge control integrated machine on the ring network.

2. The integrated vehicle dispatch system of claim 1, wherein,

the rail train is a rubber wheel ground system vehicle, the rubber wheel ground system vehicle adopts double-vehicle equipment communication, and the rubber wheel ground system vehicle is provided with two activating ends so as to realize double-end driving;

the public transport vehicle is an urban public transport vehicle or a BRT vehicle, and the public transport vehicle adopts single-vehicle equipment for communication;

the vehicle-mounted equipment adopts a main and standby redundant communication mechanism, is connected with the central cloud through a main link, and is connected with the intelligent edge control integrated machine at the edge side of the platform through a standby link.

3. The integrated vehicle dispatch system of claim 2, wherein,

The intelligent edge control integrated machine is deployed in a vehicle platform as an edge computing node, and the types of the edge computing node are divided into two types, namely an edge conventional service node and an edge management node;

the edge conventional service node is used for realizing interface convergence and data interaction of the platform equipment and the line equipment and is responsible for processing platform side linkage service;

the edge management node has the function of the edge conventional service node, realizes equipment communication and data interaction with the vehicle-mounted equipment through a transmission ring network and a wireless network, is used for bearing the service degradation function of the central cloud under abnormal conditions, and ensures the normal operation of the core function of the dispatching system.

4. The vehicle integrated-dispatch system of claim 2, wherein for vehicles communicating using a single vehicle-mounted device:

according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And the position P of the priority request zone bit of the intersection in front of the vehicle driving in the plane coordinate system of the line section _REQ (x _r ,y _r ) Determining a distance D between a vehicle and a priority request zone bit of a front intersection _TI ：

；

At a distance ofUnder the condition that the distance threshold value is smaller than or equal to the distance threshold value, a priority request instruction is sent to the intersection controller so as to trigger intersection priority request operation;

Sitting on the road section plane according to the vehiclePosition P in the target system _RT (x _t ,y _t ) And the position P of the priority clearing zone bit of the front passing crossing of the vehicle in the line section plane coordinate system _VOID (x _v ,y _v ) Determining the distance D of the vehicle from the priority zone bit _OUT ：

；

At a distance ofGreater than or equal to the vehicle length S _VL And->Greater than or equal to->And (3) sending a priority clearing instruction to the intersection controller so as to trigger intersection priority clearing operation.

5. The vehicle integrated-dispatch system of claim 2, wherein for vehicles employing dual-vehicle-device communication:

；

If the communication of the vehicle-mounted equipment at the side of the vehicle activation end is normal, the vehicle-mounted equipment is at a distanceLess than or equal to the distance thresholdTransmitting a priority request instruction to an intersection controller to trigger intersection priority request operation; if the communication of the vehicle-mounted equipment at the side of the vehicle activation end is abnormal, the distance is +>Sending a priority request instruction to the intersection controller to trigger an intersection priority request operation under the condition that the distance threshold value is smaller than or equal to the distance threshold value, wherein ∈ >Is the length of the vehicle;

according to the position P of the vehicle in the planar coordinate system of the line section _RT (x _t ,y _t ) And the position P of the priority clearing zone bit of the front passing crossing of the vehicle in the line section plane coordinate system _VOID (x _v ,y _v ) Determining the distance D of the vehicle from the priority zone bit _OUT ：

；

If the communication of the vehicle-mounted equipment at the side of the vehicle activation end is normal, the vehicle-mounted equipment is at a distanceGreater than or equal to the vehicle length S _VL And->Greater than or equal to->Under the condition of (1), a priority clearing instruction is sent to an intersection controller so as to trigger intersection priority clearing operation; if the communication of the vehicle-mounted equipment at the side of the vehicle activation end is abnormal, the distance is +>0 or more->Greater than or equal to->And (3) sending a priority clearing instruction to the intersection controller so as to trigger intersection priority clearing operation.

6. The integrated vehicle dispatch system of claim 2, wherein,

the center cloud is provided with a real-time data acquisition service, a historical data acquisition service, a schedule shift scheduling service, a signal system data service and a Kafka cluster service;

the edge management node is deployed with a signal system data service.

7. The integrated vehicle dispatch system of claim 6, wherein,

the signal system data service on the central cloud and the edge management node is used for realizing degradation service in a cloud-edge two-stage deployment mode;

The signal system data service on the central cloud and the edge management node is used for realizing data communication with vehicle-mounted equipment, vehicle positioning coordinate conversion, intersection priority linkage triggering calculation, vehicle door linkage triggering calculation and station reporting linkage triggering calculation;

the signal system data service on the central cloud and the edge management node uniformly transmits real-time data of vehicles of different types to the real-time data acquisition service through Modbus TCP protocol, so that the real-time data acquisition service provides real-time data for the front train tracking, GIS tracking and running diagram drawing functions of the vehicle dispatching client, and the real-time data acquisition service transmits the vehicle data to the historical data acquisition service based on an OPC UA communication mechanism, so that the historical data acquisition service provides a data basis for line playback and shift operation statistics functions.

8. The integrated vehicle dispatch system of claim 6, wherein,

and the central cloud and the edge management node adopt keepalive to realize redundant disaster recovery design of data service of the two-stage respective signal systems of cloud edges.

9. The integrated vehicle dispatch system of claim 6, wherein,

And the signal system data service on the central cloud and the signal system data service on the edge management node timely acquire schedule change information through a Kafka exclusive topic message channel, acquire changed specific shift information through a micro-service interface, and timely issue the changed shift information to vehicle-mounted equipment so as to realize data synchronization.

10. The integrated vehicle dispatch system of claim 6, wherein,

in a central mode, communication monitoring and service management are carried out through the central cloud;

and in the degradation mode, carrying out communication monitoring and service management through the edge management node.