CN116714640A

CN116714640A - Train control system

Info

Publication number: CN116714640A
Application number: CN202310702110.1A
Authority: CN
Inventors: 郑志敏; 耿鹏; 刘鲁鹏; 张楠乔; 韩冰倩; 孙凯迪; 安宝钰; 刘龙; 蔚彦昭; 梁浩
Original assignee: CRSC Urban Rail Transit Technology Co Ltd
Current assignee: CRSC Urban Rail Transit Technology Co Ltd
Priority date: 2023-06-13
Filing date: 2023-06-13
Publication date: 2023-09-08

Abstract

The invention provides a train control system, comprising: the system comprises a travelling crane comprehensive automation TIAS subsystem, a ground integrated control LCS subsystem, a vehicle-mounted controller VOBC subsystem and an auxiliary driving equipment AOM subsystem; the TIAS subsystem is in communication connection with the LCS subsystem, the TIAS subsystem is in communication connection with the AOM subsystem, the TIAS subsystem is in communication connection with the VOBC subsystem, and the LCS subsystem is in communication connection with the VOBC subsystem; the VOBC subsystem is used for realizing an automatic train protection function and an automatic train operation function; the LCS subsystem is used to implement the computer interlock function and the zone controller function. By simplifying the structure of the train control system, the functions of two vehicle-mounted subsystems can be realized by one VOBC subsystem, the functions of two ground subsystems can be realized by one LCS subsystem, the instantaneity, the safety and the usability of the system are improved, and the construction cost is reduced.

Description

Train control system

Technical Field

The invention relates to the technical field of rail transit, in particular to a train control system.

Background

Common urban rail transit signal systems are typically communication-based train control systems (Communication Based Train Control System, CBTC) and fully automated operating systems (Fully Automatic Operation, FAO); compared with a CBTC system, the automation and intelligent level of the FAO system is higher, and the FAO system meets the construction and use requirements of the current domestic urban rail.

In the related art, the transmission link of the information flow in the FAO system is longer and the transmission delay of the information is larger, so that the real-time performance, the safety and the usability of the whole system are reduced.

Disclosure of Invention

The invention provides a train control system which is used for improving the real-time performance, the safety, the usability and the reliability of the system.

The invention provides a train control system, comprising: the vehicle driving comprehensive automatic TIAS system comprises a vehicle driving comprehensive automatic TIAS system, a ground integrated control LCS subsystem, a vehicle-mounted controller VOBC subsystem and an auxiliary driving device AOM subsystem, wherein the TIAS subsystem is in communication connection with the LCS subsystem, the TIAS subsystem is in communication connection with the AOM subsystem, the TIAS subsystem is in communication connection with the VOBC subsystem, and the LCS subsystem is in communication connection with the VOBC subsystem;

the VOBC subsystem is used for realizing an automatic train protection function and an automatic train operation function;

the LCS subsystem is configured to implement a computer interlock function and a zone controller function.

According to the train control system provided by the invention, the automatic train protection function comprises the following steps: train positioning, speed and distance measurement, calculation of a protection curve, switching of driving modes, monitoring of train states, full-automatic car washing and control of static/dynamic testing.

According to the train control system provided by the invention, the train automatic operation function comprises the following steps: automatic driving in multiple modes, accurate stopping, automatic door opening and closing, and executing train operation adjustment commands.

According to the train control system provided by the invention, the computer interlocking function comprises the following steps: and (3) controlling the approach, monitoring the trackside equipment and matching with full-automatic car washing.

According to the train control system provided by the invention, the regional controller function comprises: train tracking and management, train screening, calculating movement authority, train transregional handover, and coordination of train Che Jing/dynamic testing.

According to the train control system provided by the invention, the VOBC subsystem and the LCS subsystem adopt the same chip board card.

According to the train control system provided by the invention, the VOBC subsystem is of a two-by-two-out-of-two structure.

According to the train control system provided by the invention, the LCS subsystem is of a two-by-two-out-of-two structure.

According to the train control system provided by the invention, the AOM subsystem is used for: sleep train, wake up train, and send sleep wake up state;

the AOM subsystem is of a hot standby redundant structure.

According to the train control system provided by the invention, the TIAS subsystem is used for: monitoring line equipment and state display, monitoring train state and state display, tracking trains, train operation adjustment, running chart/schedule management, and interfacing and linkage with external systems;

the TIAS subsystem is a hot standby redundant structure.

According to the train control system provided by the invention, the train automatic protection unit and the train automatic operation unit in the FAO system are integrated into the VOBC subsystem, the computer interlocking unit and the area controller unit in the FAO system are integrated into the LCS subsystem, the structure of the train control system is simplified, the functions of two vehicle-mounted core subsystems can be realized by one VOBC subsystem, the functions of two ground core subsystems can be realized by one LCS subsystem, the transmission link of information flow in the system is shortened, the transmission delay of information is reduced, the instantaneity, the safety, the usability and the reliability of the system are improved, and the construction cost is reduced.

Drawings

In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

Fig. 1 is a schematic structural diagram of a FAO system provided by the related art;

fig. 2 is a schematic diagram of a train control system provided by the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

The following will be described first:

fig. 1 is a schematic structural diagram of a FAO system provided in the related art, as shown in fig. 1, where the FAO system in the related art includes a driving integrated automation (Train Integrated Automated System, TIAS) subsystem, a Zone Controller (ZC) subsystem, a computer interlock (Computer Interlocking, CI) subsystem, a train automatic protection (Automatic Train Protection, ATP) subsystem, a train automatic operation (Automatic Train Operation, ATO) subsystem, and a driving assistance (Assistant Operation Module, AOM) subsystem, each of the subsystems in the FAO system may be connected by a wired or wireless communication manner, and each of the subsystems in the FAO system may be distributed at a place such as a train, a trackside, an equipment center station, a control center, a vehicle section, or a parking lot.

Hardware platforms of all subsystems in the FAO system in the related technology are all incompletely autonomous, and especially core hardware (such as a chip and the like) and an operating system are all incompletely autonomous (incompletely homemade); and the ZC subsystem and the CI subsystem in the FAO system are separately established, the ATP subsystem and the ATO subsystem in the FAO system are separately established, and more subsystems cause longer transmission links of information flows in the FAO system and lower information instantaneity. The large information transmission delay causes the overall real-time performance, safety and usability of the system to be reduced; and the system has more constituent devices, resulting in poor reliability of the system and high construction cost.

In the related art, the step of unlocking immediately after the CI subsystem realizes manual unlocking of the route to obtain the parking guarantee information comprises the following steps: after the CI subsystem obtains the manual unlocking route command, if the multi-train route is judged to be close to locking, the CI subsystem can issue a route cancelling command to the ZC subsystem, the ZC subsystem can issue parking guarantee to the nearest ATP subsystem corresponding to the starting end annunciator after receiving the command, the ZC subsystem can forward the information to the CI subsystem after receiving the parking guarantee which can be stopped and is sent by the ATP subsystem, and the CI subsystem can unlock the route immediately after receiving the information. In the related technology, the information transmission links are more, the real-time performance of information transmission and information processing is lower, and the real-time performance, usability and safety of the system are lower.

In the related art, the steps for implementing the buckling of the ATP subsystem and the ATO subsystem include: after the TIAS subsystem operates the station A to detain the car, a car-detaining command of the station A can be issued to the ATP subsystem, the ATP subsystem can forward the car-detaining command to the ATO subsystem after receiving the car-detaining command, the ATO subsystem can execute successful car-detaining after receiving the command, the ATO subsystem can send a car-detaining state to the ATP subsystem, and the ATP subsystem can forward the car-detaining state to the TIAS subsystem after receiving the car-detaining state. In the related technology, the information transmission links are more, the real-time performance of information transmission and information processing is lower, and the real-time performance, usability and safety of the system are lower.

Therefore, the train control system provided by the invention is a fully-automatic train control system which is deeply autonomous and has a simplified system structure, the transmission link of the information flow in the system can be shortened, the transmission delay of the information is reduced, the instantaneity, the safety, the usability and the reliability of the system are improved, the failure rate of the system is reduced, and the construction cost is reduced.

The following is a detailed explanation based on a plurality of embodiments.

Fig. 2 is a schematic structural diagram of a train control system provided by the present invention, as shown in fig. 2, the system includes: the vehicle driving comprehensive automatic TIAS system comprises a vehicle driving comprehensive automatic TIAS system, a ground integrated control LCS subsystem, a vehicle-mounted controller VOBC subsystem and an auxiliary driving device AOM subsystem, wherein the TIAS subsystem is in communication connection with the LCS subsystem, the TIAS subsystem is in communication connection with the AOM subsystem, the TIAS subsystem is in communication connection with the VOBC subsystem, and the LCS subsystem is in communication connection with the VOBC subsystem;

Alternatively, the train control system may be a FAO system.

Alternatively, the TIAS subsystem may implement the functionality of a TIAS subsystem in a FAO system.

Alternatively, the tia s subsystem may include a server, an industrial personal computer, a workstation, and the like, which are different in function.

Alternatively, the tia s subsystem may employ fully-autonomous market general hardware devices (such as a server, an industrial personal computer, and a workstation), a fully-autonomous operating system and a database, and adapt to develop and migrate fully-autonomous system application software, so as to implement fully-autonomous tia s subsystem.

Optionally, a ground integrated control subsystem (Line Control System, LCS) may implement the functionality of the ZC subsystem and the CI subsystem in the FAO system.

Alternatively, the LCS subsystem may include hardware (e.g., components such as chips), operating systems, software (e.g., hardware platform software, application software for the system, etc.), and the like.

Alternatively, the peripheral devices of the LCS subsystem may include an axle counting device or the like.

Optionally, the LCS subsystem may use fully-autonomous secure computer platform hardware (the adopted chips are self-grinding chips or domestic chips), a fully-autonomous real-time operating system, fully-autonomous platform system software, and adapt to develop and migrate fully-autonomous system application software, so as to implement fully-autonomous LCS subsystem.

Alternatively, the peripheral devices of the LCS subsystem may be fully autonomous.

Optionally, the LCS subsystem may perform deep fusion on functions of the ZC subsystem and the CI subsystem, may cancel network transmission between the ZC subsystem and the CI subsystem, integrate information interacted between the ZC subsystem and the CI subsystem and other subsystems or external devices, respectively, and implement functions of the ZC subsystem and the CI subsystem by adopting the same software on the same hardware platform (LCS hardware platform), so that the ZC subsystem and the CI subsystem are integrated.

Alternatively, the on-board controller VOBC subsystem may be deployed on-train.

Alternatively, an on-board controller VOBC subsystem may be used to implement automated train operation control.

Alternatively, the VOBC subsystem may include hardware (e.g., components such as a chip), an operating system, software (e.g., hardware platform software, application software for the system, etc.), and the like.

Optionally, the peripherals of the VOBC subsystem may include an in-vehicle transponder transmission module (Balise Transmission Module, BTM), a speed sensor, radar, and the like.

Alternatively, the VOBC subsystem may implement the functions of the ATP subsystem and the ATO subsystem in the FAO system.

Specifically, the VOBC subsystem can deeply fuse the functions of the ATP subsystem and the ATO subsystem, cancel network transmission between the ATP subsystem and the ATO subsystem, integrate information interacted between the ATP subsystem and the ATO subsystem and other subsystems or external devices respectively, and realize the functions of the ATP subsystem and the ATO subsystem by adopting the same software on the same hardware platform (VOBC hardware platform), so that the ATP subsystem and the ATO subsystem are integrated.

Optionally, the VOBC subsystem may use fully-autonomous secure computer platform hardware (the adopted chips are self-grinding chips or domestic chips), a fully-autonomous real-time operating system, fully-autonomous platform system software, and adapt to develop and migrate fully-autonomous system application software, so as to implement fully-autonomous VOBC subsystem.

Alternatively, the peripheral devices of the VOBC subsystem may be fully autonomous.

Alternatively, the driving assistance device AOM subsystem may be deployed on a train.

Optionally, the AOM subsystem may be used to assist the VOBC subsystem in performing the sleep and wake functions required by the fully automatic drone.

Alternatively, the AOM subsystem may be continuously powered on.

Alternatively, the TIAS subsystem may be connected to the LCS subsystem through a wired network for bidirectional information interaction.

Alternatively, the tia s subsystem may be connected to the AOM subsystem through a wireless network for bi-directional information interaction.

Alternatively, the tia s subsystem may be connected to the VOBC subsystem through a wireless network for bi-directional information interaction.

Alternatively, the LCS subsystem may be connected to the VOBC subsystem via a wireless network for bi-directional information interaction.

Optionally, the tia s subsystem may issue control instructions to the AOM subsystem, the VOBC subsystem, and the LCS subsystem through a communication network, so as to implement automatic driving and operation control of the train.

Optionally, the VOBC subsystem may exchange data with the LCS subsystem via a communication network, so as to implement automatic driving, automatic control and automatic monitoring of the train.

Optionally, the LCS subsystem may exchange data with the VOBC subsystem via a communication network, so as to implement automatic control and adjustment of the train.

Alternatively, the automatic train protection function may be used for train operation overspeed protection or train operation speed supervision.

Alternatively, the train operation automatic function may be used for train operation automatic control.

Optionally, the automatic train protection function includes: train positioning, speed and distance measurement, calculation of a protection curve, switching of driving modes, monitoring of train states, full-automatic car washing and control of static/dynamic testing.

Optionally, the VOBC subsystem may implement an automatic train protection function, specifically may implement train positioning, speed and distance measurement, calculate a protection curve, switch driving modes, monitor a train state, fully-automatic car washing, and control static/dynamic testing.

Optionally, the VOBC subsystem performing train positioning may include: the VOBC determines the initial position of the train by comparing the position of the transponder in the electronic map; VOBC determines the direction of travel of a train in a line by detecting the order of the two transponders.

Optionally, the VOBC subsystem may perform speed and distance measurement, including: the VOBC uses a speed sensor to measure and range and performs automatic compensation of the speed and range when the train is idling/skidding.

Optionally, calculating the protection curve may include: and calculating an emergency braking curve, an emergency braking triggering curve, an alarm curve and a recommended speed curve.

Alternatively, the principle of the VOBC subsystem calculating the protection curve may include: the emergency braking curve can be determined according to the most strict speed limit, the most strict protection point and the safety braking model of the circuit; the emergency braking trigger curve can be determined based on a safety braking model on the premise of determining the emergency braking curve; the alarm curve can be determined by taking the train operation efficiency, the operability of a driver and the availability of a system into consideration on the premise of determining the emergency braking trigger curve, and taking the principle of ensuring the train operation efficiency as much as possible and not frequently triggering the emergency braking; the recommended speed curve can be determined on the basis of ensuring the train running efficiency as much as possible without frequently triggering an alarm in order to improve the operability of a driver and the usability of a system on the premise of determining the alarm curve.

Optionally, the VOBC subsystem performing the driving mode conversion may include: the VOBC subsystem enables switching between drive modes such as full Automatic drive Mode (Full Automatic Mode, FAM), peristaltic Mode (Creep Automatic Mode, CAM), automatic drive Mode (AM), full Monitor Mode (CM), limited manual drive Mode (Restricted Manual Mode, RM), cut-out Mode (Excision Useful Mode, EUM), and Standby Mode (STB).

Optionally, the VOBC subsystem monitoring the train condition may include: the VOBC subsystem can monitor the integrity of the train, the equipment states such as external emergency braking, an emergency handle of the vehicle and the like, and can take safety protection measures such as emergency braking and the like when the equipment states are abnormal.

Optionally, the VOBC subsystem performing the fully automatic car wash may include: the VOBC subsystem can be matched with the LCS subsystem, and the FAM mode is used for controlling the train to park at a parking spot corresponding to the car washing warehouse, so that the train automatically passes through after corresponding actions are completed, and full-automatic car washing is realized.

Optionally, the VOBC subsystem controlling the train to perform the static/dynamic test may include: after the train wakes up, the VOBC subsystem can control the train to perform static tests, wherein the static tests can comprise self-checking tests, high-voltage tests, air-conditioning tests, traction braking tests, illumination tests, train broadcasting tests, car door tests and the like; the VOBC subsystem may control the train to perform dynamic testing, which may include controlling the train to jump forward or backward, etc.

According to the train control system provided by the invention, the automatic train protection function is realized by utilizing the VOBC subsystem, the VOBC subsystem can replace an ATP system to realize train positioning, speed and distance measurement, calculate a protection curve, switch driving modes, monitor train states, fully-automatic train washing and control static/dynamic test, and the structure of the train control system is simplified, so that the information transmission delay is reduced, the instantaneity, the safety, the usability and the reliability of the system are improved, and the construction cost is reduced.

Optionally, the automatic train operation function includes: automatic driving in multiple modes, accurate stopping, automatic door opening and closing, and executing train operation adjustment commands.

Optionally, the VOBC subsystem may be used to implement a train automatic operation function, specifically may implement automatic driving in multiple modes, accurate stopping, automatic door opening and closing, and execute train operation adjustment commands.

Optionally, the VOBC subsystem performs autopilot in multiple modes, which may include: the VOBC subsystem can calculate a vehicle control curve according to the target speed, the target distance and the protection curve, so that automatic operation in the FAM mode, the CAM mode and the AM mode is realized; the VOBC subsystem can send a control command to the train according to the current train speed, the speed limit curve and the target point position, and control the train to apply traction force or braking force, so that the automatic adjustment of the train speed is realized.

Optionally, the VOBC subsystem performing the precision parking may include: the VOBC subsystem may use positioning equipment installed at predetermined locations within the precision stopping area to adjust train positioning to achieve a precision stopping, with stopping errors typically required to be within ±30 cm.

Optionally, the automatic door opening and closing of the VOBC subsystem may include: when the train stops at the station, the VOBC subsystem can automatically control the switch of the car door and send a station switch command to the LCS subsystem, and the station door is linked to switch; the VOBC subsystem can automatically control the sequence and time of opening and closing the vehicle door based on the driving plan and the platform condition; when an abnormal scene occurs, the VOBC subsystem can switch the vehicle door according to operation requirements.

Optionally, the VOBC subsystem performing the train operation adjustment command may include: after the TIAS subsystem issues control instructions to the VOBC subsystem through the communication network, the VOBC subsystem can execute related control commands, such as car locking, jump stopping, car departure in advance and the like.

According to the train control system provided by the invention, the automatic train operation function is realized by utilizing the VOBC subsystem, so that the VOBC subsystem can replace an ATO system to realize automatic driving in multiple modes, accurately stop, automatically switch a door and execute a train operation adjustment command, the structure of the train control system is simplified, the transmission delay of information is reduced, the instantaneity, the safety, the usability and the reliability of the system are improved, and the construction cost is reduced.

Optionally, the computer interlock function includes: and (3) controlling the approach, monitoring the trackside equipment and matching with full-automatic car washing.

Optionally, the LCS subsystem may be used to implement computer interlock functions, in particular, access control, monitoring of trackside equipment, and coordination with full-automatic car washing.

Optionally, the LCS subsystem performing the route control may include: the LCS subsystem may check the interlocking condition to achieve routing, locking, unlocking, etc.

Optionally, the LCS subsystem monitoring the trackside device may include: the LCS subsystem may monitor the status of trackside equipment such as trackside switches, sections, annunciators, flood gates, garage doors, and platform doors, and control according to commands.

Optionally, the LCS subsystem in combination with the fully automatic car wash may include: the LCS subsystem can be connected with the car washer to collect the state of the car washer and control the action of the car washer, and can be matched with the VOBC subsystem to realize full-automatic car washing in the FAM mode.

The train control system provided by the invention realizes the computer interlocking function by utilizing the LCS subsystem, the LCS subsystem can replace a CI system to realize the route control, monitor the trackside equipment and cooperate with full-automatic car washing, and the structure of the train control system is simplified, so that the transmission delay of information is reduced, the instantaneity, the safety, the usability and the reliability of the system are improved, and the construction cost is reduced.

Optionally, the area controller function includes: train tracking and management, train screening, calculating movement authority, train transregional handover, and coordination of train Che Jing/dynamic testing.

Optionally, the LCS subsystem may be used to implement zone controller functionality, in particular, train tracking and management, train screening, calculation of movement authorization, train handover, and coordination of train Che Jing/dynamic testing.

Optionally, the LCS subsystem performing train tracking and management may include: the LCS subsystem can carry out safe position tracking on the position report train and the non-position report train, and realizes the management of all trains in the management range.

Optionally, the LCS subsystem performing train screening may include: the LCS subsystem may identify whether there is a hidden train at the head and tail of the location report train.

Optionally, the LCS subsystem performing the calculating the mobile authorization may include: the LCS subsystem can carry out movement authorization calculation on the train meeting the conditions according to the state of the trackside equipment and the position of the train, and realizes train interval control and safety protection.

Optionally, the LCS subsystem performing the train cross-zone handover may include: the LCS subsystem may handle the transfer of control of the location reporting train across the ZC subsystem jurisdiction.

Optionally, the LCS subsystem in conjunction with the train static/dynamic test may include: after receiving the static/dynamic test application of the VOBC subsystem, the LCS subsystem can check related conditions and complete the static/dynamic test of the train in cooperation with the VOBC subsystem.

In one embodiment, the step of the LCS subsystem implementing unlocking immediately after the manual unlocking approach obtains the parking assurance information includes: after the LCS subsystem obtains the manual unlocking command, if the multi-train approach is judged to be close to locking, the LCS subsystem can issue a parking guarantee to the nearest VOBC subsystem corresponding to the starting end signal machine, and after the LCS subsystem receives the parking guarantee issued by the VOBC subsystem, the LCS subsystem can unlock the approach immediately.

The invention provides a train control system, which realizes the function of a regional controller by utilizing an LCS subsystem, wherein the LCS subsystem can replace a ZC system to realize train tracking and management, train screening, calculation of movement authorization, handover of a train across a region and matching with a train Che Jing/dynamic test.

Optionally, the VOBC subsystem and the LCS subsystem adopt the same hardware platform structure, the same functional module and the same chip board card.

Specifically, first, the functional module and hardware platform structure requirements of the VOBC subsystem and the LCS subsystem may be determined; then, a hardware circuit and a software program can be designed to ensure that the VOBC subsystem and the LCS subsystem can adopt the same chip board card, and corresponding software can be burned respectively to realize respective functions; then the same chip board card can be selected as a core processor of the VOBC subsystem and the LCS subsystem and integrated into a hardware platform; then, hardware testing and debugging can be performed to ensure that the hardware platform structures and functional modules of the VOBC subsystem and the LCS subsystem can work normally; then, software testing and debugging can be carried out, so that the software programs of the VOBC subsystem and the LCS subsystem can normally run and complete corresponding functions; and finally, integrating test can be carried out on the VOBC subsystem and the LCS subsystem, so that the VOBC subsystem and the LCS subsystem can be ensured to run simultaneously and communicate with each other.

Alternatively, the same hardware platform structure used by the VOBC subsystem and the LCS subsystem may include: motherboard, core processor, communication interface and power module, etc.

Alternatively, the motherboard may serve as a central hub for the overall system, connecting the various components.

Alternatively, the VOBC subsystem and LCS subsystem may select embedded processors as core processors, such as powerful performance computers (Power Performance Computing, powerPC) and advanced reduced instruction set computers (Advanced RISC Machines, ARM), among others.

Alternatively, the core processor may be responsible for running program code and processing data.

Alternatively, the communication interface may provide an interface for data exchange with other devices.

Alternatively, the communication interface may include an ethernet interface, a serial interface, and the like.

Alternatively, the power module may provide the power stability and reliability required for the VOBC subsystem and LCS subsystem.

In particular, the same functional modules employed by the VOBC subsystem and the LCS subsystem may include a central processing unit (Central Processing Unit, CPU), a memory, a clock module, a digital/analog converter, and the like; wherein, the CPU can be responsible for running the control logic and algorithm of the whole system; the memory may store program code, data, temporary results, and the like; the clock module may provide a reference clock signal for the system; the digital/analog converter may convert a digital signal to an analog signal or an analog signal to a digital signal.

Specifically, the same chip board used by the VOBC subsystem and the LCS subsystem may include a CPU board, a communication board, a power board, a clock board, an IO board, an FPGA board, and the like; wherein the CPU board may be responsible for the processor and memory modules; the communication board card CAN provide interfaces for data exchange with other devices, such as Ethernet, CAN bus and the like; the power panel card can provide power support and realize a power management function; the clock board card can provide a reference clock signal of the system, ensure the accuracy of the time sequence of the system, and the IO board card can provide various input and output interfaces, such as serial ports, parallel ports, GPIO and the like; the FPGA board may process data and implement control logic.

Alternatively, the VOBC subsystem and LCS subsystem may employ the same hardware device.

Alternatively, the VOBC subsystem and LCS subsystem may employ the same chip card.

Optionally, the train control system may store only one chip board, and in the case of a chip board failure of the LCS subsystem or a chip board failure of the VOBC subsystem, a replacement chip board may be selected from the stored one chip board, that is, two or more chip boards need not be stored, so that the types and numbers of spare parts of the chip boards may be reduced.

According to the train control system provided by the invention, the same chip board card is adopted by the VOBC subsystem and the LCS subsystem, so that the mutual replacement of the same type of board card is realized, and the types of spare parts of the chip board card are reduced.

Optionally, the VOBC subsystem is a two-by-two-out-of-two structure.

Optionally, the VOBC subsystem may adopt a two-by-two-to-two structure, and the primary nodes may perform data synchronization and communication through the high-speed switch, and the backup nodes may perform data synchronization and communication, so as to ensure that the backup nodes may take over the work when the primary node fails.

Alternatively, the VOBC subsystem's security integrity rating (Safety Integrity Level, SIL) may be SIL4 rating.

According to the train control system provided by the invention, the redundant structure of the VOBC subsystem is realized by adopting the two-by-two structure of the VOBC subsystem, the influence of network single-point faults is reduced, and the reliability, safety and robustness of the system are improved.

Optionally, the LCS subsystem is a two-by-two-out-of-two structure.

Optionally, the LCS subsystem may adopt a two-by-two-out-of-two structure, and the primary nodes may perform data synchronization and communication through the high-speed switch, and the backup nodes may perform data synchronization and communication, so as to ensure that the backup nodes may take over the work when the primary node fails.

Alternatively, the security integrity level of the LCS subsystem may be SIL4 level.

The train control system provided by the invention realizes the redundant structure of the LCS subsystem by adopting a two-by-two structure for the LCS subsystem, reduces the influence of network single-point faults and improves the reliability, safety and robustness of the system.

Optionally, the AOM subsystem is configured to: sleep train, wake up train, and send sleep wake up state;

the AOM subsystem is of a hot standby redundant structure.

Optionally, the AOM subsystem may receive a sleep wake-up command sent by the TIAS subsystem through the wireless network, to assist the VOBC subsystem in implementing the sleep train and wake-up train functions.

Optionally, the AOM subsystem may adopt a hot standby redundancy structure, and the main device and the standby device may perform data synchronization and communication through a high-speed network or a dedicated line, and may automatically switch to the standby device when the main device fails, so that the system can continuously operate without being interrupted.

According to the train control system provided by the invention, the hot standby redundant structure is adopted for the AOM subsystem, so that the redundant structure of the AOM subsystem is realized, and under the condition of failure of the main equipment, the AOM subsystem can be rapidly switched to the standby equipment without manual intervention, and the continuity and stability of the system are ensured.

Optionally, the TIAS subsystem is configured to: monitoring line equipment and state display, monitoring train state and state display, tracking trains, train operation adjustment, running chart/schedule management, and interfacing and linkage with external systems;

the TIAS subsystem is a hot standby redundant structure.

Optionally, the TIAS subsystem monitoring the line device and displaying the status may include: the tia subsystem may interface with the LCS subsystem or with other ground equipment, monitor or monitor devices on the line, such as traffic lights, switches, sections, routes, stations, departure timers, etc., and perform status display on the control display interface.

Optionally, the TIAS subsystem monitoring the train status and status display may include: the TIAS subsystem can be connected with the VOBC subsystem and the AOM subsystem to send control commands to the train and display the train state on the control display interface.

Optionally, the TIAS subsystem tracking the train may include: the TIAS subsystem can acquire the real-time position of the train through the VOBC subsystem or acquire the occupation condition of the train to the zone through the LCS subsystem, and track the train identification number.

Optionally, the TIAS subsystem performing train operation adjustment may include: the TIAS subsystem may provide a graph-based adjustment mode, an equidistant adjustment mode, a manual adjustment mode, and a full manual adjustment mode to enable operation adjustment of the train.

Optionally, the TIAS subsystem performing the operation chart/schedule management may include: the TIAS subsystem can edit, manage and store the offline running chart/timetable and the online running chart/timetable, can realize the dispatch management, and can realize the warehouse-in and warehouse-out forecast management.

Optionally, interfacing and interlocking the TIAS subsystem with the external system may include: the TIAS subsystem can perform data interaction and linkage with other external systems, such as information interaction with external systems such as a station broadcasting system, a video monitoring system and the like, and realize automatic linkage of the external systems according to operation requirements, so that the automation degree and the operation management efficiency of a full-automatic operation line are improved.

Optionally, the tia s subsystem may adopt a hot standby redundant structure, and data synchronization and communication between the main device and the standby device may be performed through a high-speed network or a dedicated line, and when the main device fails, the system may be automatically switched to the standby device, so that the system may continue to operate without being interrupted.

Alternatively, the security integrity level of the tia s subsystem may be SIL2 level.

According to the train control system provided by the invention, the hot standby redundant structure is adopted for the TIAS subsystem, so that the redundant structure of the TIAS subsystem is realized, under the condition of failure of the main equipment, the TIAS subsystem can be rapidly switched to the standby equipment without manual intervention, and the continuity and the stability of the system are ensured.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train control system, comprising: the vehicle driving comprehensive automatic TIAS system comprises a vehicle driving comprehensive automatic TIAS system, a ground integrated control LCS subsystem, a vehicle-mounted controller VOBC subsystem and an auxiliary driving device AOM subsystem, wherein the TIAS subsystem is in communication connection with the LCS subsystem, the TIAS subsystem is in communication connection with the AOM subsystem, the TIAS subsystem is in communication connection with the VOBC subsystem, and the LCS subsystem is in communication connection with the VOBC subsystem;

2. The train control system of claim 1, wherein the automatic train protection function comprises: train positioning, speed and distance measurement, calculation of a protection curve, switching of driving modes, monitoring of train states, full-automatic car washing and control of static/dynamic testing.

3. The train control system according to claim 1, wherein the automatic train operation function includes: automatic driving in multiple modes, accurate stopping, automatic door opening and closing, and executing train operation adjustment commands.

4. The train control system of claim 1 wherein the computer interlock function comprises: and (3) controlling the approach, monitoring the trackside equipment and matching with full-automatic car washing.

5. The train control system of claim 1, wherein the zone controller function comprises: train tracking and management, train screening, calculating movement authority, train transregional handover, and coordination of train Che Jing/dynamic testing.

6. The train control system of claim 1, wherein the VOBC subsystem and the LCS subsystem employ the same hardware platform architecture, the same functional module and the same chip card.

7. The train control system of claim 1, wherein the VOBC subsystem is a two-by-two-out-of-two architecture.

8. The train control system of claim 1, wherein the LCS subsystem is a two-by-two-out-of-two architecture.

9. The train control system of claim 1, wherein the AOM subsystem is configured to: sleep train, wake up train, and send sleep wake up state;

the AOM subsystem is of a hot standby redundant structure.

10. The train control system of claim 1, wherein the TIAS subsystem is configured to: monitoring line equipment and state display, monitoring train state and state display, tracking trains, train operation adjustment, running chart/schedule management, and interfacing and linkage with external systems;

the TIAS subsystem is a hot standby redundant structure.