CN212921529U - Train positioning auxiliary system for rail transit signal system fault - Google Patents
Train positioning auxiliary system for rail transit signal system fault Download PDFInfo
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- CN212921529U CN212921529U CN202020974825.4U CN202020974825U CN212921529U CN 212921529 U CN212921529 U CN 212921529U CN 202020974825 U CN202020974825 U CN 202020974825U CN 212921529 U CN212921529 U CN 212921529U
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Abstract
The utility model relates to a train location auxiliary system for rail transit signal system trouble, including location mobile unit, train ground wireless communication network, control center positioning server and mobile terminal, VOBC equipment is connected respectively to the location mobile unit, the vehicle VCU equipment on the train to and through train ground wireless communication network connection control center positioning server, ATS server is still connected respectively to control center positioning server, centralized monitoring server, and through train ground wireless communication network connection each ground terminal and each mobile terminal. Compared with the prior art, when the signal system breaks down, the utility model can still obtain the position information of the train from the VCU equipment of the vehicle, obtain and display the position and the running track of the train in real time, and ensure the effective expansion of the dispatching work; the control center positioning server is accessed to the centralized monitoring server to acquire turnout and latch hook information in the line, and scheduling personnel can acquire more comprehensive and complete information.
Description
Technical Field
The utility model belongs to the technical field of the emergent commander of driving and specifically relates to a train location auxiliary system that is used for rail traffic signal system trouble.
Background
In recent years, with the development of urban rail transit in various regions, the operation mileage and speed are continuously improved, and in addition, the characteristics of high traffic density, multiple on-line trains, multiple passengers, complex field conditions and the like are added, so that various rail transit emergencies and safety accidents are continuously increased. And the signal system is a core control system for ensuring the operation safety and the operation efficiency of the rail transit, and although the reliability and the availability are high, the signal system is taken as an electromechanical equipment system, and the fault is inevitable.
At present, a train dispatching management system in the rail transit industry is generally as follows: when a signal system is in fault, the signal system is switched to a telephone blocking mode to organize the running by manual dispatching, and under the condition of automatic to manual operation, the running dispatcher and the attendant can not see the train position, so that a visual field blind area is caused, and an erroneous telephone blocking command is issued under the condition that the running dispatcher and the running attendant can not accurately position all the train positions in the main line section, so that the rear-end collision accident of the train is caused.
In order to solve this problem, the existing method is to implement positioning of the train position by providing an additional redundant signal transmission line, but the method has the following problems: 1. if a failure occurs in the VOBC (vehicle mounted device controller) equipment, which is the own position signal acquisition device, on the train, the redundant signal transmission line will also fail. 2. Traditional ground terminals are all located control center, arrange and lack the flexibility, and field dispatch personnel such as driver use inconveniently. 3. The state information of turnout and hook lock is not available, and the potential safety hazard of driving still exists.
SUMMERY OF THE UTILITY MODEL
The object of the present invention is to provide a train positioning auxiliary system for rail transit signal system failure in order to overcome the above-mentioned defects existing in the prior art.
The purpose of the utility model can be realized through the following technical scheme:
a train positioning auxiliary system for rail transit signal system faults comprises a VOBC device, a vehicle-mounted antenna, a train-ground transmission network, an ATS server and ground terminals, wherein the VOBC device collects vehicle position signals and then sends the vehicle position signals to the ATS server through the vehicle-mounted antenna and the train-ground transmission network, the ATS server processes the vehicle position signals and then sends the vehicle position signals to each ground terminal, the train positioning auxiliary system comprises a positioning vehicle-mounted unit, a train-ground wireless communication network, a control center positioning server and a mobile terminal, the positioning vehicle-mounted unit is respectively connected with the VOBC device and train VCU devices on a train, the train-ground wireless communication network of the train-ground transmission network of a non-rail transit signal system is connected with the control center positioning server, and the control center positioning server is also respectively connected with the ATS server and the existing centralized monitoring server in a rail line, and connecting each ground terminal and each mobile terminal through a train-ground wireless communication network.
Furthermore, the positioning vehicle-mounted unit comprises a shell, a power conversion module, a data receiving module, a data sending module and a state indicating module, wherein the power conversion module, the data receiving module, the data sending module and the state indicating module are all arranged in the shell, a debugging serial port, a data input interface, a data output interface, a unit antenna, a power interface and an LED indicating lamp are arranged on the shell, the power interface is connected with the power conversion module, the data receiving module is merged into the MVB network through the data input interface to be connected with VOBC equipment and vehicle VCU equipment, and can also be directly connected with the MVB network to be connected with the VOBC equipment and the vehicle VCU equipment; the data sending module is respectively connected with a unit antenna and a data output interface which are positioned on the shell, and the state indicating module is connected with an LED indicating lamp which is positioned on the shell.
Furthermore, the debugging serial port, the data input interface, the data output interface, the power interface and the LED indicator lamp are all arranged on the same side face of the shell.
Furthermore, the shell of the positioning vehicle-mounted unit is of a flat box structure, and L-shaped supporting plates are arranged on two sides of the shell and are used for connecting a train cabinet.
Further, the data receiving module comprises a first data isolation unit and a protocol conversion unit which are connected with each other.
Further, the data sending module comprises a data encryption unit and a second data isolation unit which are connected with each other.
Further, the power interface is used for connecting a direct current power supply independently provided on the train.
Furthermore, the ground terminal and the mobile terminal are both provided with display screens.
Further, the train-ground wireless communication network adopts a vehicle-mounted PIS network.
Further, the train-ground wireless communication network adopts a 2G, 3G, 4GLTE, 5G mobile telecommunication operator network or a TETRA network.
Compared with the prior art, the utility model has the advantages of it is following:
1. the utility model discloses driving location mobile unit, control center positioning server and mobile terminal have been designed newly: firstly, train positioning information in VOBC equipment and VCU equipment is simultaneously acquired through a driving positioning vehicle-mounted unit, when equipment of a signal system breaks down, the position information of a train can still be acquired from the VCU equipment, the position and the motion track of the train are acquired and displayed in real time, and effective deployment of scheduling work is assisted. Secondly, the control center positioning server is accessed to the ATS server and the centralized monitoring server, so that the control center positioning server can be used for backing up the ATS server, the safety and the stability of information are improved, turnout and latch hook information in a circuit can be acquired from the centralized monitoring server, and more comprehensive and complete information can be acquired by scheduling personnel. In addition, the mobile terminal is connected with a control center positioning server through an independent train-ground wireless communication network to acquire train position information, so that field scheduling personnel can use the train position information flexibly.
2. The positioning vehicle-mounted unit is simple in structure and easy to operate, and all the connecting ports are arranged on the same side face of the shell, so that the positioning vehicle-mounted unit is convenient to connect and use during installation and maintenance.
3. The shell of the positioning vehicle-mounted unit is of a flat box structure, the two sides of the shell are provided with the L-shaped supporting plates, the L-shaped supporting plates are convenient to adapt to the existing train cabinet, the occupied space is small, and the installation is convenient and fast.
4. In the positioning vehicle-mounted unit, data isolation units are designed in the data receiving module and the data sending module, and data acquired from a vehicle bus and data in the positioning vehicle-mounted unit are isolated, so that the safety of an original data network and the information of the vehicle-mounted unit is ensured.
5. The train-mounted unit is independently powered by the train, so that the train positioning auxiliary system can effectively operate when the VOBC equipment fails.
Drawings
Fig. 1 is a schematic structural diagram of the present invention.
Fig. 2 is an external structural view of the positioning on-board unit.
Fig. 3 is a schematic diagram of the internal structure of the positioning on-board unit.
Reference numerals: 1. the train positioning system comprises a rail transit signal system, 11, VOBC equipment, 12, a vehicle-mounted antenna, 13, a train-ground transmission network, 14, an ATS server, 15, a ground terminal, 2, a train positioning auxiliary system, 21, a positioning vehicle-mounted unit, 211, a shell, 211a, a debugging serial port, 211b, a data input interface, 211c, a data output interface, 211d, a unit antenna, 211e, a power interface, 211f, an LED indicator lamp, 212, a power conversion module, 213, a data receiving module, 213a, a first data isolation unit, 213b, a protocol conversion unit, 214, a data sending module, 214a, a data encryption unit, 214b, a second data isolation unit, 215, a state indication module, 216, a support plate, 22, a control center positioning server, 23, a mobile terminal, 3, a centralized monitoring server, 4 and a vehicle VCU equipment.
Detailed Description
The present invention will be described in detail below with reference to the accompanying drawings and specific embodiments. The embodiment is implemented on the premise of the technical solution of the present invention, and a detailed implementation manner and a specific operation process are given, but the scope of the present invention is not limited to the following embodiments.
As shown in fig. 1, the present embodiment provides a train positioning assistance system for a rail transit signal system failure.
The rail transit signal system 1 generally includes a VOBC device 11, a vehicle-mounted antenna 12, a train-ground transmission network 13, an ATS (automatic train monitoring system) server 14, and a plurality of ground terminals 15. When the signal system works normally, the VOBC device 11 collects vehicle position information and then transmits the vehicle position information to the ATS server 14 through the vehicle-mounted antenna 12 and the vehicle-ground transmission network 13. The ATS server 14 processes the vehicle position information and then sends the vehicle position information to each ground terminal 15, thereby performing train positioning and status display and train operation control.
The train positioning auxiliary system of the present embodiment includes a positioning on-board unit 21, a train-ground wireless communication network, a control center positioning server 22, and a plurality of mobile terminals 23. The positioning on-board unit 21 is connected to the VOBC device 11, the vehicular VCU device 4 on the train, and the control center positioning server 22 through the train-ground wireless communication network, respectively. The control center positioning server 22 is also connected to the ATS server 14, the centralized monitoring server 3, the ground terminals 15, and the mobile terminals 23, respectively. The mobile terminal 23 and the ground terminal 15 are both connected with the control center positioning server 22 through a train-ground wireless communication network.
VOBC equipment 11 obtains data information of proximity, speed and acceleration sensors and ground track fixed transponder information received by a train transponder interrogator antenna, and calculates train direction and train accurate position information. After data processing, the VOBC device 11 can obtain high-precision train positioning information.
The existing vehicle VCU device 4 of the train generally calculates the speed and the acceleration by collecting the speed, the acceleration and other sensors of the vehicle system, and then obtains the low-precision train positioning information.
The train location on-board unit 21 simultaneously acquires high-precision train location information in the VOBC device 11 and low-precision train location information in the vehicular VCU device 4. When the signal system has a fault, the present embodiment can still acquire the location information of the train from the vehicle VCU device 4, and ensure that the scheduling work can still be effectively deployed. Further, the position and the running track of the train can be calculated according to the high-precision train position information and the time in the VOBC equipment 11 at the last moment before the fault, so that the positioning precision is improved. The control center positioning server 22 is connected to the ATS server 14 and the centralized monitoring server 3, can be used for backup of the ATS server, improves the safety and stability of information, and can acquire turnout and latch hook information in a line from the centralized monitoring server 3, which is helpful for a dispatcher to acquire more comprehensive and complete information. The centralized monitoring server 3 is the existing ground signal monitoring equipment, and switches and latch hook information in the internal recording line are not unfolded. In addition, the ground terminal 15 and the mobile terminal 23 are connected with the control center positioning server 22 through independent train-ground wireless communication networks to obtain train position information, so that field scheduling personnel can use the train position information flexibly.
As shown in fig. 2 and 3, the positioning on-board unit 21 includes a housing 211, a power conversion module 212, a data reception module 213, a data transmission module 214, and a status indication module 215. The power conversion module 212, the data reception module 213, the data transmission module 214, and the status indication module 215 are all mounted in the housing 211. The shell 211 is provided with a debugging serial port 211a, a data input interface 211b, a data output interface 211c, a unit antenna 211d, a power interface 211e and an LED indicator light 211 f. The power interface 211e is connected to the power conversion module 212; the data receiving module 213 is incorporated into an MVB (multifunctional vehicle bus) network through the data input interface 211b to connect the VOBC device and the vehicle VCU device; the data transmission module 14 is connected to the unit antenna 211d and the data output interface 221c on the housing 211, respectively. The data output interface 221c may be connected to an external wireless module or a wired network. The status indication module 215 is connected to the LED indicator 211 f. The debugging serial port 211a, the data input interface 211b, the data output interface 211c, the power interface 211e and the LED indicator lamp 211f are all arranged on the same side face of the shell 211, so that connection and use during maintenance and installation are facilitated. The shell 211 is of a flat box structure, L-shaped supporting plates 216 are arranged on two sides of the shell, the supporting plates 216 are used for being connected with a train cabinet, the structure is convenient for positioning the vehicle-mounted unit 21 to be installed in the existing train cabinet, the occupied space is small, and the installation is convenient and fast.
The power conversion module 212 is used for obtaining an independent DC110V power supply from the train, and stabilizing the voltage at a required level through a DC _ DC Buck type voltage reduction principle so as to enable various modules at the later stage to work normally. The conversion efficiency is not lower than 90%. The independent power supply ensures that the driving emergency assistance system itself can operate effectively when the VOBC device 11 fails. In this embodiment, the power conversion module 212 has a chip model of PN 6005.
The status indication module 215 is used for collecting and displaying various working statuses of the whole positioning vehicle-mounted unit 21 and displaying the statuses in the form of indicator lights. The chip model adopted by the state indicating module 215 in this embodiment is STM32F 103.
The data receiving module 213 includes a protocol conversion unit 213b and a first data isolation unit 213 a. The protocol conversion unit 213b is configured to collect data of the vehicle bus in real time, and perform data conversion and transmission. In this embodiment, the chip model adopted by the protocol conversion unit 213b is STM32F407, and the chip model adopted by the first data isolation unit 213a is MS10232 NL.
The data transmission module 214 includes a data encryption unit 214a and a second data isolation unit 214 b. The data encryption unit 214a encrypts the converted data in real time to ensure data security. The second data isolation unit 214b and the first data isolation unit 213a function the same. In this embodiment, the chip model adopted by the protocol conversion unit 213b is STM32F407, and the chip model adopted by the first data isolation unit 213a is MS10232 NL.
The train-ground wireless communication network can adopt the existing vehicle-mounted PIS (passenger information system network), the train-ground wireless communication network adopts 2G, 3G, 4GLTE and 5G mobile telecommunication operator networks, or a TETRA network, and only needs to adopt other communication networks different from the train-ground communication network of the rail transit signal system 1.
The hardware structure of the control center positioning server 22 is the existing server hardware, has real-time functions of data acquisition, storage, analysis and calculation, data transmission and the like, can be independently deployed in a control center, and can also be deployed in the existing CCTV closed circuit television system center server, PIS system center server and newly added equipment.
The mobile terminal 23 may be a smartphone, an office computer terminal, a cab vehicle display screen, a PIS display screen, or the like.
The working principle of the embodiment is as follows:
when all signal system equipment faults such as an ATS server fault, a vehicle-mounted signal equipment fault, a VOBC equipment fault, a ZC zone controller fault, an interlock fault, and a power failure of the rail transit signal system 1 occur, the positioning vehicle-mounted unit 21 obtains low-precision train positioning information such as speed, acceleration, a running direction, an up-down direction, and the like of the vehicle VCU device 4 by incorporating a train management network WTB train network, an MVB vehicle multifunctional bus, an MVB maintenance network, and the like, and transmits the low-precision train positioning information to the control center positioning server 22. The control center positioning server 22 calculates the position and the running track of the train according to the accurate train position information of the last moment of the normal situation of the VOBC device 11 and the low-precision train positioning information of the vehicle VCU device 4. Because the calculation process may have accumulated speed errors, the calculation errors are corrected through manual confirmation of a mobile terminal and a traveling attendant and a dispatcher of a ground terminal (a cab, each station, a station and a control center terminal), and therefore accurate train positioning information is obtained.
The foregoing has described in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be devised by those skilled in the art in light of the teachings of the present invention without undue experimentation. Therefore, the technical solutions that can be obtained by a person skilled in the art through logic analysis, reasoning or limited experiments based on the prior art according to the concepts of the present invention should be within the scope of protection defined by the claims.
Claims (10)
1. A train positioning auxiliary system for rail transit signal system faults is characterized in that a train positioning auxiliary system (2) comprises a positioning vehicle-mounted unit (21), a train-ground wireless communication network, a control center positioning server (22) and a mobile terminal (23), wherein the positioning vehicle-mounted unit (21) is respectively connected with a VOBC device (11) and a train-ground VCU device (4) on a train, and is connected with the control center positioning server (22) through the train-ground wireless communication network, the control center positioning server (22) is also respectively connected with the ATS server (14) and the centralized monitoring server (3), and is also connected with each ground terminal (15) and each mobile terminal (23) through a vehicle-ground wireless communication network.
2. The train positioning auxiliary system for the rail transit signal system fault as claimed in claim 1, wherein the positioning vehicle-mounted unit (21) comprises a housing (211), a power conversion module (212), a data receiving module (213), a data transmitting module (214) and a status indicating module (215), the power conversion module (212), the data receiving module (213), the data transmitting module (214) and the status indicating module (215) are all installed in the housing (211), the housing (211) is provided with a debugging serial port (211a), a data input interface (211b), a data output interface (211c), a unit antenna (211d), a power interface (211e) and an LED indicator light (211f), the power interface (211e) is connected with the power conversion module (212), the data receiving module (213) is connected with the VOBC device (11) and the vehicle VCU device (4) through the data input interface (211b), the data sending module (214) is respectively connected with a unit antenna (211d) and a data output interface (211c) which are positioned on the shell (211), and the state indicating module (215) is connected with an LED indicating lamp (211f) which is positioned on the shell (211).
3. The train positioning auxiliary system for the rail transit signal system fault as claimed in claim 2, wherein the debugging serial port (211a), the data input interface (211b), the data output interface (211c), the power supply interface (211e) and the LED indicator light (211f) are all arranged on the same side of the shell (211).
4. The train positioning auxiliary system for rail transit signal system failure as claimed in claim 2, wherein the housing (211) of the positioning on-board unit (21) is of a flat box structure, and L-shaped support plates (216) are arranged at two sides of the housing, and the support plates (216) are used for connecting train cabinets.
5. The train positioning assistance system for rail transit signal system failure according to claim 2, wherein the data receiving module (213) comprises a first data isolation unit (213a) and a protocol conversion unit (213b) connected to each other.
6. The train positioning assistance system for rail transit system failure according to claim 2, wherein the data transmission module (214) comprises a data encryption unit (214a) and a second data isolation unit (214b) connected to each other.
7. The train positioning aid system for rail transit system faults as claimed in claim 2, wherein said power interface (211e) is used for connecting a dc power supply independently provided on the train.
8. The train positioning auxiliary system for rail transit signal system fault as claimed in claim 1, characterized in that, said ground terminal (15) and said mobile terminal (23) are both provided with display screen.
9. The train positioning assistance system for rail transit signal system failure as claimed in claim 1, wherein the train-ground wireless communication network employs a vehicle-mounted PIS network.
10. The train positioning assistance system for rail transit system faults as claimed in claim 1, wherein the train-ground wireless communication network is 2G, 3G, 4GLTE, 5G mobile telecommunication operator network, or TETRA network.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202020974825.4U CN212921529U (en) | 2020-05-31 | 2020-05-31 | Train positioning auxiliary system for rail transit signal system fault |
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| Application Number | Priority Date | Filing Date | Title |
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| CN202020974825.4U CN212921529U (en) | 2020-05-31 | 2020-05-31 | Train positioning auxiliary system for rail transit signal system fault |
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| CN212921529U true CN212921529U (en) | 2021-04-09 |
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| CN202020974825.4U Active CN212921529U (en) | 2020-05-31 | 2020-05-31 | Train positioning auxiliary system for rail transit signal system fault |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115416729A (en) * | 2022-09-30 | 2022-12-02 | 上海工程技术大学 | Telephone block implementation method and system based on electronic road ticket |
| CN117022387A (en) * | 2023-08-10 | 2023-11-10 | 四川众合智控科技有限公司 | Train auxiliary positioning method under fault scene of signal system |
-
2020
- 2020-05-31 CN CN202020974825.4U patent/CN212921529U/en active Active
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115416729A (en) * | 2022-09-30 | 2022-12-02 | 上海工程技术大学 | Telephone block implementation method and system based on electronic road ticket |
| CN117022387A (en) * | 2023-08-10 | 2023-11-10 | 四川众合智控科技有限公司 | Train auxiliary positioning method under fault scene of signal system |
| CN117022387B (en) * | 2023-08-10 | 2024-05-17 | 四川众合智控科技有限公司 | Train auxiliary positioning method under fault scene of signal system |
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