CN117681929A

CN117681929A - Integrated driving scheduling system, method and medium for regional track traffic

Info

Publication number: CN117681929A
Application number: CN202311668517.3A
Authority: CN
Inventors: 周庭梁; 王印; 吴翔; 周公建; 刘华祥; 翟月华; 朱永华; 刘灵; 刘峰博; 张立鹏; 柯健; 王胜; 陈宣
Original assignee: Casco Signal Ltd
Current assignee: Casco Signal Ltd
Priority date: 2023-12-06
Filing date: 2023-12-06
Publication date: 2024-03-12

Abstract

The invention relates to an integrated driving scheduling system, method and medium for regional track traffic, wherein the system comprises the following components: the whole network operation diagram editing and displaying module is used for constructing and displaying a regional track traffic network level operation diagram; the central station function module is used for activating the corresponding function module according to the central station mode configuration information to realize central dispatching or station dispatching; the circuit hybrid scheduling function module is used for activating the function module corresponding to the current automation level according to the circuit automation level configuration information so as to realize the hybrid scheduling management of the circuits with different automation levels; and the full-function scene dynamic scheduling module is used for carrying out full life cycle dynamic scheduling of the train according to different signal system conditions, wherein the signal system comprises CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation. Compared with the prior art, the invention has the characteristics of full scene coverage, strong compatibility, high automation degree, wide practicability and the like.

Description

Integrated driving scheduling system, method and medium for regional track traffic

Technical Field

The invention relates to the technical field of regional track traffic, in particular to an integrated driving scheduling system and medium for regional track traffic.

Background

Along with the development of the track traffic technology, various track traffic modes which are relatively independent in traditional are integrated and changed, so that multi-level network interconnection and intercommunication, line crossing operation and resource sharing of high-speed railways, inter-urban railways, urban (suburban) railways, urban track traffic and the like in an area are required, multi-network integration and collaborative development of the cross technology level are realized, networking, commuting, rapid and large-volume travel services are provided for urban central urban areas, peripheral towns and urban groups, and the characteristics of station waiting, non-fixed train arrival and departure time, non-published train times of passengers, non-fixed train arrival and the like are provided.

At present, the rail transit industry has two signal systems of CBTC (Communication Based Train Control System, communication-based train automatic control system) and CTCS (China Train Control System ), and the two systems respectively develop for years to form an independent technical system. The high-speed railway governed by the railway bureau and the inter-city railway generally adopt a CTCS signal system, and correspondingly adopt a CTC (centralized dispatching) dispatching command system; urban rail transit generally adopts a CBTC signal system, and correspondingly adopts an ATS (automatic train monitoring) dispatching command system. Because of the difference of different levels of rail transit service targets, two scheduling systems have larger differences in the aspects of system architecture, key functions, external interfaces and other technical realization in the development process of nearly 20 years, and have larger differences in the aspects of operation modes, scheduling management, application scenes and other application. The ATS system is designed by a station and a line control center two-stage architecture, is generally deployed for independent lines, and can meet the requirements of flexible traffic organization and adjustment of a single line and public transportation operation for flexible control of trains. Although urban rails at present carry out a certain research on interconnection and intercommunication of CBTC trackside equipment and vehicle-mounted equipment, the requirement of 'networked operation' of a large-scale railway network for regional rail transit cannot be met at present. Along with the development of large-scale railway networks of China high-speed railways and inter-city railways, the CTC system is generally divided into three-level architecture of a station section layer, a local adjustment layer and a total adjustment layer, and has a networked operation function. However, as the high-speed railway and the inter-city railway serve long-distance travel requirements and have no bus high-density operation requirements, the CTC system cannot directly meet the requirements of regional rail traffic on bus operation.

Meanwhile, the regional track traffic has the requirement of independent or line crossing application of two signal systems of CBTC and CTCS according to the operation requirements of different regions. At present, rail connecting lines which are not operated at all among different levels of high-speed railways, inter-city railways, urban railway systems and urban rail transit are independently operated by different operation units, the rail transit of different systems has a cutting date, and the rail transit of different systems has great difficulty in cooperative operation. The interconnection and intercommunication between the CTCS and the CBTC are not realized, and the corresponding prior art standard of the dispatching command layer CTC and the ATS system also does not have the interconnection and intercommunication condition.

At present, no related technology capable of solving the problems of integral public transportation operation and networking operation of various rail transit in cities and urban mass transit exists. Therefore, the development requirement of the regional rail transit bus high-density operation and train overpass operation characteristics is driven, and under the conditions of complex operation modes and no unified technical standard, the research on the method and equipment for dispatching and commanding the integrated travelling crane is urgently needed, and the integrated travelling crane dispatching and commanding system is invented.

Disclosure of Invention

The invention aims to overcome the defects of the prior art, provides an integrated dispatching system and medium for connecting peripheral urban groups and urban rail transit systems among urban central urban areas with large-scale development in the future, wherein the urban rail transit systems are generally connected with a high-speed railway network, an inter-urban railway network and an urban rail transit network, and are faced with three signal system combined scenes of CTCS 2+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation of the high-speed railway, thereby solving the problem that the prior art is difficult to meet the operation requirements of regional rail transit bus high-density operation and train cross-line operation.

The aim of the invention can be achieved by the following technical scheme:

the first aspect of the present invention provides an integrated traffic scheduling system for regional rail transit, including:

the whole network operation diagram editing and displaying module is used for constructing and displaying a regional track traffic network level operation diagram;

the central station function module is used for activating the corresponding function module according to the central station mode configuration information to realize central dispatching or station dispatching;

the circuit hybrid scheduling function module is used for activating the function module corresponding to the current automation level according to the circuit automation level configuration information so as to realize the hybrid scheduling management of the circuits with different automation levels;

and the full-function scene dynamic scheduling module is used for carrying out full life cycle dynamic scheduling of the train according to different signal system conditions, wherein the signal system comprises CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation.

As an preferable technical solution, in the whole network operation diagram editing and displaying module, the construction of the regional track traffic network level operation diagram includes:

basic traffic data is obtained, the basic traffic data comprises traffic attribute definitions, and the traffic attribute definitions comprise single-line traffic and cross-line traffic;

Based on periodic passenger flow conditions and transportation requirements, automatically optimizing and generating a networked running scheme, and acquiring an initial wire network operation diagram according to the sequence of first crossing wires and then crossing wires;

introducing relevant transfer station bus docking operation schedule information, performing schedule synchronous verification, and adding the cooperative relationship between each line and the docking buses in the initial network operation diagram to generate the regional track traffic network level operation diagram.

As an optimal technical scheme, after the regional track traffic network level operation diagram is unified to complete the programming of all lines, the regional track traffic network level operation diagram is shared among all regions in real time.

As an optimal technical scheme, the regional track traffic network level operation diagram adopts a distributed compiling mode and is shared among all regions in real time.

As an optimized technical scheme, in the central station function module, when the central station mode configuration information is a control center mode, a centralized network operation plan scheduling management platform and a plurality of sets of line scheduling execution management platforms are constructed, wherein,

the network operation plan scheduling management platform is used for uniformly managing the network operation plans for implementing the networked operation and processing emergency faults;

The line dispatching execution management platform is used for realizing normal driving management in the daily public transportation operation process of the line.

As an preferable technical solution, when the central station mode configuration information is a control center mode, the central station function module performs the following actions:

scheduling management is carried out on a train driving plan;

setting a whole network unified timetable compiling and production real-time adjusting management server;

the method comprises the steps of compiling, calling and adjusting a networked production plan in real time;

and performing normal scheduling management.

As a preferable technical solution, when the central station mode configuration information is a station mode, the central station function module performs the following actions:

corresponding train control is carried out in a device fault scene or a degradation operation scene;

and performing normal scheduling management.

As a preferred solution, the line automation level includes a GoA1-GoA4 level.

As an optimal technical scheme, the full life cycle dynamic scheduling is realized based on key operation requirements under different signal system conditions.

As an preferable technical scheme, the key operation requirements include line parameters, station track number and application limiting parameters, train attribute and operation time and/or natural environment parameters which are determined according to signal system differences.

As an optimal technical scheme, the full life cycle dynamic scheduling comprises scheduling before a train enters operation, scheduling in a normal operation scene, scheduling in a degradation scene, cross-line operation interactive processing and train exiting operation scheduling.

As an optimal technical scheme, the scheduling before the train enters the operation comprises the generation of a train delivery plan and automatic arrangement of routes, the corresponding train delivery plan is automatically matched and calculated according to the grouping type and the storage position of the bottom of the motor train defined by a basic diagram, and the automatic arrangement of routes is realized according to the forward train plan and the expected arrangement time of the routes and sent to an external system.

As a preferable technical scheme, when the scheduling is executed under the normal operation scene, based on the processing logic of the station-by-station map-based driving, according to the daily adjustment plan train level and the standard parameter requirement of station business, the automatic arrangement of arrival, departure and passing of the train at the station of the positive line is completed, and the train is sent to an external system; and displaying the matching degree of the related transfer station and the bus connection station based on the regional track traffic network level operation diagram and the real-time train operation information.

As a preferable technical scheme, the degradation scene comprises a train temporary stop scene and a train forbidden stop scene.

As a preferable technical solution, the cross-line operation interaction processing includes:

automatically transmitting the planned adjustment condition of the train after the delay to a dispatching desk corresponding to a line behind the train running;

and automatically synchronizing the train running state and the state of the peripheral line signal equipment in real time.

According to the technical scheme, the train exiting operation scheduling comprises the generation of warehouse entry and maintenance schedule management and automatic arrangement of routes, and the automatic arrangement of routes is generated by combining the application limiting conditions of train grouping and stranding and maintenance requests according to daily adjustment schedule and real-time train operation dynamic change, and by combining the real-time positions of trains.

As a preferred technical solution, the scheduling system further includes:

and the train crossing operation scheduling module is started when receiving a train crossing operation instruction, and automatically generates a train passing sequence in a crossing train and local train intersection operation area based on a driving plan and a real-time acquired train early-late point.

In the train crossing operation scheduling module, as an optimized technical scheme, a follow-up prediction operation plan of the crossing train is calculated and adjusted based on the train passing sequence of the crossing operation area and forwarded to an external system in real time.

As a preferred technical solution, the scheduling system further includes:

and the disaster recovery configuration module is used for responding to different disaster recovery scheme instructions and activating the corresponding disaster recovery execution module.

As an optimal technical scheme, the disaster recovery scheme instruction comprises a data level disaster recovery instruction, a perfect disaster recovery instruction and a perfect disaster recovery instruction.

As a preferable technical scheme, the dispatching system also comprises an external interface module based on an adapter mode, and the connection between the dispatching system and the CBTC/CTCS train control subsystem is realized.

As a preferable technical scheme, the scheduling system is deployed based on a cloud platform.

The second aspect of the invention provides an integrated driving scheduling method for regional track traffic, which is applied to an integrated driving scheduling system and comprises the following steps:

constructing regional track traffic network level operation, and carrying out sharing display based on configuration permission of a dispatching system;

based on the obtained central station mode configuration information, activating corresponding functional modules, wherein each functional module realizes central dispatching or station dispatching based on receiving instructions;

based on the obtained configuration information according to the line automation level, activating a function module corresponding to the current automation level, and realizing the mixed scheduling management of the lines with different automation levels;

And carrying out full life cycle dynamic scheduling of the train according to different signal system conditions, wherein the signal system comprises CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation.

A third aspect of the invention provides a computer readable storage medium comprising one or more programs for execution by one or more processors of an electronic device, the one or more programs comprising instructions for performing an integrated traffic scheduling method for regional rail transit as described above.

Compared with the prior art, the invention has the following beneficial effects:

1. the invention starts from the transportation command task, covers the whole processes of formulating the transportation task, implementing and executing the transportation task, carrying out statistical evaluation of the transportation effect, managing emergency treatment in the daily transportation landing process and the like, has comprehensive function realization, realizes layered realization of the monitoring requirement and the scheduling requirement, realizes the consistency standard picture of the scheduling requirement and the control, also gives consideration to the standardized design of different common specific functions and automatic identification according to the region, and provides a basic condition for mutual standby among control center personnel.

2. The invention adopts a management and control mode of 'two-stage architecture and comprehensive management', fully absorbs the advantages of the national railway dispatching and commanding system (CTC) facing complex scene networked operation, inherits the full-automatic advantage of high-density public transportation of the urban railway traffic dispatching and commanding system (ATS), and can more reasonably divide the network dispatching function and the line dispatching function of regional railway traffic from the networked operation angle compared with the traditional three-stage architecture driving dispatching and commanding system, thereby improving the efficiency of the network driving dispatching and managing.

3. The invention can be oriented to different signal system conditions of the high-speed rail car offline, including three signal system wire network combination conditions of CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation, and has wide practicability.

4. The invention is provided with the circuit mixed scheduling function module, and performs automatic processing according to the circuit automation level configuration information, so that the operation is more unified and simple, the GoA level compatibility is strong, the basic functions of each circuit are realized to be designed in a centralized and unified way, and repeated development is avoided.

5. The invention can carry out full scene coverage on the whole process from the entering operation of the train to the exiting operation and maintenance of the train, and all information is centrally managed, thereby realizing the unified dispatching of the whole network and greatly improving the real-time performance and the global performance of the sudden fault coping of the operation of the network.

6. The inter-line interaction and automatic processing of the operation plan and the real-time information of the overline operation train are high in automation degree.

7. The system architecture is simpler, the equipment resource use and the subsequent expansion are more flexible, the equipment investment cost and the occupied space of a machine room are greatly reduced, the energy consumption is further reduced, and the operation is more stable and reliable.

8. The operation capacity matching management is more efficient, the whole network passenger flow is adapted, the connection of all lines of the whole network is realized, and the whole network single-point fault handling is more timely and effective.

9. The invention provides operation closed-loop management of an operation scheduling full life cycle, realizes construction and display of a regional track traffic network level operation diagram through a flexible transportation planning function, realizes synchronous issuing of operation tasks of each line by means of integrated data centralized management, and realizes collection of actual operation data of the whole network and daily real-time evaluation and optimization evaluation of the operation tasks, thereby realizing full-cycle management from planning to actual operation analysis, realizing whole-process management from the angles of a series of functions such as daily departure section, positive line operation, positive line storage and off-line train, and the like, greatly improving timeliness and effectiveness of networked operation, and avoiding interface realization and different style realization modes between multiple systems at present.

10. According to the invention, the control center and the function allocation of the station can be configured according to the center station mode, the control center and the station can adopt a unified and integrated architecture, all equipment specifications and models are completely consistent, unified training can be carried out on the dispatcher, the dispatcher can be flexibly allocated among different lines, and the configuration of the dispatcher is reduced, so that the configuration and training cost of the dispatcher is effectively reduced.

11. The invention designs a construction method of the regional track traffic line network level running diagram, realizes collaborative diagram formation and automatic diagram formation, greatly relieves the pressure of single diagram formation personnel and greatly reduces the working pressure of dispatching diagram formation personnel.

12. In the aspect of system maintenance, because the specifications and the models of the equipment are completely consistent, the configuration of spare parts of the system can be effectively reduced, and the configuration of system maintenance personnel is reduced, so that the system maintenance cost is effectively reduced.

13. The method adopts a cloud platform deployment mode, realizes dynamic allocation and full utilization of equipment resources, reduces energy consumption for equipment operation, and can ensure information safety and functional safety.

14. The invention provides the adaptation and compatibility of the interfaces of various existing systems, realizes the simultaneous management and adjustment of a set of scheduling systems and systems of different row control systems, is compatible with the functional fusion of different operation scenes, meets the multi-level operation requirements, gives consideration to the scheduling requirements of the public transportation operation and the networking operation, and completes the functional fusion.

15. The disaster recovery configuration module is arranged, a centralized equipment deployment and multi-level backup scheme is provided, the reliability of the system is greatly improved, and the maintenance cost of the control center is also greatly reduced.

Drawings

FIG. 1 is a schematic diagram of the system of the present invention;

FIG. 2 is a schematic diagram of a hardware architecture of the system of the present invention;

fig. 3 is a schematic diagram of processing logic of station-by-station traffic according to a map under a normal operation scene in an embodiment of the present invention;

FIG. 4 is a schematic diagram of processing logic for scheduling personalized settings for train temporary stops and forbidden stops in an embodiment of the invention;

FIG. 5 is a diagram of the interface of the present invention with an external system.

Detailed Description

The invention will now be described in detail with reference to the drawings and specific examples. The present embodiment is implemented on the premise of the technical scheme of the present invention, and a detailed implementation manner and a specific operation process are given, but the protection scope of the present invention is not limited to the following examples.

Aiming at the 'four-network integration' scene of regional track traffic (including high-speed railways, inter-city railways, urban railway and urban track traffic), the embodiment provides an integrated driving scheduling system for regional track traffic, which meets the requirements of 'public transportation operation' and 'networking operation' of various signal systems such as CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation and the like, and provides technical support for the large integration development of future urban mass track traffic so as to adapt to and promote the development of regional track traffic and solve the problems of integral public transportation operation and networking operation of various track traffic in urban internal track traffic and urban mass.

The integrated driving scheduling system for regional track traffic provided in the embodiment is shown in fig. 1, and comprises a full-network operation diagram editing and displaying module 1, a central station function module 2, a line hybrid scheduling function module 3 and a full-function scene dynamic scheduling module 4, wherein the full-network operation diagram editing and displaying module is used for constructing and displaying a regional track traffic network level operation diagram; the central station function module is used for activating the corresponding function module according to the central station mode configuration information to realize central dispatching or station dispatching; the circuit hybrid scheduling functional module is used for activating the functional module corresponding to the current automation level according to the circuit automation level configuration information so as to realize the hybrid scheduling management of the circuits with different automation levels; the full-function scene dynamic scheduling module is used for carrying out full life cycle dynamic scheduling of the train according to different signal system conditions, wherein the signal systems comprise CTCS2+ATO+ATB, cross-line operation CBTC, CBTC and CTCS2+ATO+ATB cross-line operation. The system starts from the transportation command task and covers the whole processes of formulating the transportation task, implementing and executing the transportation task, carrying out statistical evaluation of the transportation effect, emergency treatment management in the daily transportation landing process and the like.

The system can solve the problems of integral public transportation operation and networked operation of various rail transit in urban rail transit and urban mass transit:

1. the system and the method have the advantages that the system and the method have the integrated problem of the train control systems of various systems, so that one set of dispatching system can control trains of various systems on line at the same time;

2. the problem that control interfaces of scheduling systems of different factories and different ages of the same factory are not uniform due to single-line operation at present is solved, and schedulers of different lines can take account of the uniform interfaces at the same time;

3. the difference between the same-type train control systems of different manufacturers is solved, and the difference of the bottom layer interfaces and the interface function difference are shielded through an integrated scheduling system;

4. the problems of planning, executing, emergency treatment and operation evaluation of the whole dispatching system at present are solved, a set of system is prevented from being planned, another set of system is executed, and finally report inquiry and evaluation are a set of system and other dispersion situations;

5. the problem of repeated construction of equipment caused by the existing single line is solved, and a plurality of servers are independently arranged on each line at present, so that the space of a machine room is tense, and the related energy consumption is high;

6. the method solves various difficulties of the existing train crossing operation, realizes the train operation crossing adjustment, crossing prediction and the combined monitoring of a plurality of dispatching platforms.

In the specific embodiment, the unified programming of the network level operation diagram of the regional track traffic is realized based on the unified scheduling management architecture of the system aiming at the actual requirements of the regional track traffic public transportation operation and the networked operation, and a foundation is laid for realizing the network level driving scheduling management of one diagram. The method for compiling the regional track traffic network level running chart comprises the following specific steps of: before the network level operation diagram is compiled, basic intersection data including internal operation intersections and cross-line operation intersections of each line are required to be defined, and additional intersection attribute definitions are added to describe whether the intersection is a single-line intersection or a cross-line intersection; secondly, on the premise of accurately analyzing the periodic passenger flow situation and the transportation requirement, automatically optimizing and generating a networked running scheme, and completing the paving of a wire network running diagram according to the sequence of crossing wires and then crossing wires; thirdly, introducing relevant transfer station bus docking operation schedule information to realize collaborative mapping between each line and the docking buses; finally, in the preferred embodiment, because the number of lines and stations covered by the line network running diagram is large, in order to make the running diagram display clearer, the system needs to support the function of flexibly displaying the running diagram in areas and support the cross-line running intersection highlighting function, and can complete the classified display of the cross-line and non-cross-line trains in combination with the subsequent operation requirements and provide subsequent evaluation and verification adjustment according to the actual operation production results, thereby realizing the online synchronous management of planning and actual production.

The regional track traffic network level operation diagram can be shared among all regions in real time after being compiled in a centralized compiling mode or a distributed compiling mode.

In a specific embodiment, the central station mode configuration information of the central station function module may be a control center mode or a station mode, and based on the difference of the dispatching management functions of the control center and the station, the system activates different function modules to realize the unable dispatching function, and the distribution of the relevant dispatching function needs to consider the balance of transportation efficiency, energy consumption and operation safety. For the dispatch management function related to the train running plan, a whole-network unified schedule programming and production real-time adjustment management server is set, programming, calling and real-time adjustment of the networked production plan are realized, and the dispatch management server is only provided in a control center; for related control functions applied in equipment failure or degraded operation scenarios, only provided at stations; the common normal dispatching management related functions are provided at the control center and the station, and strict dispatching authority management is performed through a system control mode, so that dispatching control of the control center and the station is ensured not to conflict.

When the central station mode configuration information is in a control center mode, the system realizes a dispatching management platform of the control center, and constructs a centralized 'line network operation plan dispatching management platform' and a plurality of sets of 'line dispatching execution management platforms' according to different management functions, so that the separation of a global operation plan and operation execution is realized, and the fusion of an actual operation execution result and an operation plan is realized. The dispatching monitoring personnel in each area can share one running chart (a regional track traffic network level running chart) of the whole network in real time, so that the actual execution synchronization and the real-time plan synchronization are realized, the dispatching monitoring personnel in each area are ensured to utilize the bus flexible station yard chart operation adjustment function in the local jurisdiction, and the rapid adjustment of train operation is completed; the general executive owner of the control center can also quickly identify the operation blocking section of the whole network at any time, flexibly cope with the operation blocking section and update the operation blocking section in real time. Through fusion innovation, the system design requirements of a two-stage architecture and comprehensive management are comprehensively met.

The system fully absorbs the advantage of the national railway dispatching and commanding system (CTC) facing the networked operation of complex scenes, inherits the full-automatic advantage of the urban rail transit dispatching and commanding system (ATS) high-density public transportation, and can more reasonably divide the wire network dispatching function and the line dispatching function of regional rail transit from the networked operation angle compared with the traditional three-layer architecture driving dispatching and commanding system, thereby improving the efficiency of wire network driving dispatching management. The on-line network scheduling layer is focused on unified 'one-map' management of a network operation plan for implementing 'networked operation', and emergency fault handling functions which partially influence overline operation, wherein the specific functions comprise unified programming management of a network level operation map, flexible deployment of a scheduling function based on a region, adaptation of different automatic level scheduling functions, overline train operation interference, automatic adjustment and the like; the line scheduling layer is mainly responsible for the normal running organization function of the line in the daily public transportation operation process, gives consideration to the characteristics of CTC and ATS systems, and realizes the management of the whole life cycle of different rail transit scheduling production operation, and the specific functions comprise a running scheduling information display function, a running diagram management function, a running scheduling control operation function, a system automatic linkage processing function, a train automatic tracking management function, a system alarm and playback management function, a train running automatic adjustment function, a line control region management function and the like.

Based on the system design requirement of the above-mentioned "two-stage architecture, comprehensive management", on the hardware architecture, as shown in fig. 2, the configuration scheme of the control center (command center) is as follows: and a mode of dividing 1 set of wire network application servers and each line application server is adopted, and a set of database servers is uniformly arranged. The network application server provides a whole network operation plan collaborative map for each line, the whole network operation plan stores, investigates and manages, and the whole network train actually operates to the point of origin to collect and provide data of each line operation map management terminal. The line application server provides logic processing, data distribution and acquisition equipment of the line and public transportation real-time convenient adjustment functions for current line train operation management.

On the hardware architecture, station configuration is mainly configured by combining the functional requirements and the overall architecture of the integrated driving dispatching command system, ensuring the combination stability of the integrated driving dispatching command system and the existing interlocking/ATP/ATO system and keeping the consistency of the driving dispatching operation style of the existing station.

In terms of man-machine interaction, a terminal for realizing multiple applications is provided, and different terminals display information of different area ranges according to configuration, specifically including:

1. The operation diagram control terminal is mainly connected with the wire network application server and is responsible for compiling a train operation schedule, managing the train operation schedule and globally adjusting the train operation schedule.

2. The on-line operation monitoring management terminal is mainly connected with the line application server and is used for monitoring the equipment operation state and the train operation state of the district in real time, and a line manager can realize the functions of on-line train management and adjustment, remote control of on-site operation equipment, train in-out warehouse management and the like by means of the terminal.

3. The statistics report and playback operation terminal mainly completes the functions of playback and viewing of daily operation equipment, generation of various operation statistics reports, inquiry of operation records, acquisition of application logs and the like.

The three applications are combined according to the requirements of different users to form a wire network dispatcher terminal, a line vehicle dispatching terminal, a line maintenance terminal, a centralized station monitoring terminal and the like.

Aiming at the heterogeneous configuration relation of the center and the station system, the invention provides a center-station integrated scheme architecture scheme, which builds a dispatching system with dispatching work (including center dispatching and station section dispatching) as a whole, is completely matched with the network operation requirement of a line, and provides a dispatching system solution with the same whole style of the center, the station and the station section. The scheme has the following four advantages: the dispatching interface is highly uniform; station equipment can realize intercommunication and exchange; the integrated driving dispatching command system has high integration level from the center to the software and hardware of the station, and is relatively easy in technical implementation; the method has the advantages of related opening precedents, field debugging and short construction period.

In a specific embodiment, the line automation level adapted by the line mix scheduling function comprises a GoA1-GoA4 level. The integrated driving dispatching system needs to manage driving dispatching of a plurality of lines in a network, and different lines can select different automatic operation grades during construction, so that the system needs to meet the requirement of simultaneously carrying out mixed dispatching management on the lines with different automatic grades. To meet this requirement, the present embodiment is provided with a line hybrid scheduling function module, which has all the scheduling management functions required by the GoA1-GoA4 level operation mode, and different scheduling functions need to support flexible deployment according to jurisdictions and the automation level conditions of trains. The station-level dispatching function is deployed according to the GoA level of the line to which the station belongs, and the center-level dispatching function is deployed according to the highest GoA level of the jurisdiction area of the dispatching desk. When trains of different automation grades enter, the integrated train dispatching system provides a train dispatching function for the trains according to the trains and the lower GoA grade in the current line area.

In a preferred embodiment, the system further comprises a train crossing operation scheduling module 5, which is started when a train crossing operation instruction is received, and automatically generates a train passing sequence in an intersection operation area of a crossing train and a local train based on a driving plan and a real-time acquired early and late train point.

The integrated train dispatching command system unifies the architecture of the wire network dispatching system, so that the unified dispatching management can be carried out on the train dispatching plans of all trains in the wire network, the automatic adjustment of the overline trains has an inherent advantage, the influence of the overline trains on the operation of other line trains and the running efficiency can be reduced as much as possible, and the overall running efficiency of the wire network is improved.

When the train is in cross-line operation, a cross-line train and the own-line train have an intersection operation area, and the integrated train dispatching command system needs to automatically manage the train passing sequence of the intersection operation area based on a running plan and the early and late conditions of the train so as to reduce the interference of the cross-line operation on the line running plan as much as possible. In addition, the integrated driving dispatching command system should calculate and adjust the follow-up prediction operation plan of the overline operation train in real time based on the driving plan and the train operation condition, and output the follow-up prediction operation plan to an external system, including a PIS system and other driving organization systems in real time, so as to facilitate passenger multiplication and passenger flow organization and guiding by the driving management personnel of the station.

In a specific embodiment, the full-function scene dynamic scheduling module can dynamically schedule the full life cycle of the train in the face of various signal system conditions such as CTCS2+ATO+ATB, overline operation CBTC, CTCS2+ATO+ATB overline operation and the like. As shown in fig. 3, the specific steps executed by the full-function scene dynamic scheduling module include:

(1) Based on the signal system characteristics of CTCS2+ATO+ATB and CBTC, key factors and logic operation differences for realizing integrated driving dispatching command under the independent networking of different signal systems and the overline operation scene are determined according to the unified dispatching command principle of rail transit, and key operation requirements comprise line parameters, station track number and application limiting parameters, train properties and operation right-and-late parameters, natural environment parameters and the like determined according to the signal system differences.

(2) And the motor train station (section) and the train delivery plan management and the automatic arrangement of the routes in the parking lot. Before the train enters the operation, the corresponding delivery plan is automatically matched and calculated according to the grouping type defined by the basic diagram and the storage position of the train bottom in the motor train station (section) and the parking lot, and the automatic arrangement of the route and the delivery of the ATO plan are completed according to the forward train plan and the expected arrangement time of the route.

(3) The logic processing design of the station-by-station traffic according to the graph and the operation connection management between lines of different systems in the normal operation scene are shown in fig. 3.

And (3) carrying out logic processing design of driving by station according to the map under a normal operation scene, and completing automatic arrangement of arrival, departure and passing through routes of the train at the station and ATO (automatic train on) planning according to daily adjustment planning train level (direct train, station parking) and standard parameter requirements of station business. The related real-time train operation information is collected and summarized in a unified way in an operation diagram management center, and the matching degree display of the related transfer station and the bus connection station is completed by means of a data display and analysis technology, so that a control center dispatcher is helped to complete transfer connection matching.

(4) The automatic adjustment and manual adjustment strategies of train operation under the degradation scene, such as the dispatching personalized control means of the temporary stop and forbidden stop of the train, are shown in fig. 4.

The system provides a personalized setting means for the dispatching of the train stopping and stopping, and the dispatching can set or cancel a mark of the train stopping and stopping aiming at a specific station track or platform: for a station track or a station platform for setting the temporary stop of the train, the arrangement of departure routes at corresponding positions is restrained until the departure routes are canceled; for the station or the station where the forbidden train stops, the passing routes of the corresponding positions are directly arranged until the passing routes are cancelled. Meanwhile, a means for assisting in manually completing emergency adjustment is also provided, so that a control center dispatcher can flexibly arrange the emergency adjustment.

(5) And determining the interactive means and the automatic processing of the operation plan and the real-time information of the overline operation train.

The system provides interactive means and automated processing of train planning and real-time train operation information under the condition of overline (dispatch) operation: automatically transmitting the planned adjustment condition of the train after the delay to a dispatching desk corresponding to a route behind the train running, and giving prompts and operation guidance; the train running state and the peripheral line signal equipment state are automatically synchronized in real time based on a line (a dispatching desk), so as to guide a dispatcher to grasp train running dynamics in time.

(6) The train exits the operation, and enters a motor train station (section) or a parking lot for warehouse entry and maintenance schedule management and automatic arrangement of the route. When the train exits from operation, according to daily adjustment plans and real-time train operation dynamic changes, the method combines the application of limit conditions and maintenance requests of the train marshalling, the motor train station (section) or the parking lot stock, carries out the establishment of the motor train unit warehouse entry and maintenance plans, and combines the real-time position of the train to complete the automatic arrangement of the inlet route in the motor train station (section) or the parking lot.

In a preferred embodiment, the system further comprises a disaster recovery configuration module 6, configured to respond to different disaster recovery scheme instructions and activate a corresponding disaster recovery execution module.

The main content of the central disaster recovery scheme is that the disaster recovery scheme of the central system can be divided into three types of data-level disaster recovery scheme, perfect disaster recovery scheme and perfect disaster recovery scheme. The first scheme is data level disaster recovery, and only provides a data remote backup function. The scheme II and the scheme III are application-level disaster recovery equipment, and the difference is that the equipment perfection of the application-level equipment is different, wherein the equipment perfection of the scheme III is higher. The three disaster recovery schemes have different equipment configurations and different functions, and can respectively cope with faults of the main central system under different conditions and provide disaster recovery schemes with different costs.

In a preferred embodiment, the scheduling system is based on cloud platform deployment, a deployment scheme of a set of professional cloud platform of the scheduling system is realized, and the realization of information security and functional security based on cloud platform technology is synchronously solved. Taking a typical safety function of a driving dispatching system as an example, adopting an FMECA (Fault Modes, effect and Criticality Analysis) method to carry out safety analysis, and identifying safety measures required to ensure the safety of the temporary speed limiting function. The influence of cloud platform deployment on the safety measures is analyzed, so that the influence of cloud platform deployment on the safety integrity of the driving dispatching system is described. Based on the analysis result of the FMECA, the center system adopts cloud platform deployment, and the existing safety measures of the driving dispatching system are not influenced, so that the safety integrity of the driving dispatching system is not influenced by adopting a cloud platform deployment mode.

In a preferred embodiment, the scheduling system further comprises an external interface module 7 based on an adapter mode, as shown in fig. 5. In this embodiment, the external interface module is designed by:

(1) The abstract realization of a plurality of existing interface protocols is completed, and unified expression and full-function conversion of data in the integrated driving dispatching command system of different interfaces are completed by means of an adapter mode.

(2) And accessing the internal data of the ATS through a unified interface in the connection area with the urban rail transit CBTC line, and performing function conversion.

(3) And accessing CTC internal data through a unified interface in an area connected with the national railway line, and performing function conversion.

The dispatching system needs to meet the requirements of integrated operation of a multi-network fusion area by realizing interfaces and corresponding functional processing of all train control subsystems of the CBTC/CTCS on the rail side and the vehicle side in the jurisdiction under various solutions. Different from the relation of degradation management between a CBTC mode and an interlocking backup mode in a CBTC system, the CBTC and the CTCS are parallel control modes and can operate simultaneously and switch mutually, so that interfaces and related functions between an integrated driving dispatching system and a CBTC/CTCS train control subsystem are mutually independent in principle, and only a set of dispatching system is required to realize the interface and function management of two train control modes through a superposition mode. The dispatching system can realize the fusion of CBTC/CTCS train control functions through an external interface module, and specifically: the interface between the integrated driving dispatching system and the CBTC/CTCS train control subsystem adopts a software level multiplexing mode, and the interface communication between the integrated driving dispatching system and the CBTC/CTCS train control subsystem is directly realized by adopting corresponding interface software in an ATS/CTCS product. The gateway server software of the ATS product is used as CBTC interface server software of the integrated driving schedule and is communicated with the ZC/DSU/VOBC of the CBTC train control subsystem; TSRS interface software, CCS interface software and TCC interface software of CTC products are adopted as CTCS interface server software of integrated traffic scheduling, and are respectively communicated with TSRS/CCS/TCC of CTCS train control subsystem.

In another embodiment, an integrated driving scheduling method for regional track traffic is provided, and the method is applied to an integrated driving scheduling system and comprises the following steps: constructing regional track traffic network level operation, and carrying out sharing display based on configuration permission of a dispatching system; based on the obtained central station mode configuration information, activating corresponding functional modules in the dispatching system, wherein each functional module realizes central dispatching or station dispatching based on the receiving instruction; based on the obtained configuration information according to the line automation level, activating functional modules corresponding to the current automation level in the dispatching system, wherein each functional module realizes the mixed dispatching management of the lines with different automation levels based on the received instructions; and carrying out full life cycle dynamic scheduling of the train according to different signal system conditions. The dispatching method can meet the requirements of integrated public transportation operation and networking operation of various rail transit in cities and urban groups.

The above-described method, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.

The foregoing describes in detail preferred embodiments of the present invention. It should be understood that numerous modifications and variations can be made in accordance with the concepts of the invention by one of ordinary skill in the art without undue burden. Therefore, all technical solutions which can be obtained by logic analysis, reasoning or limited experiments based on the prior art by the person skilled in the art according to the inventive concept shall be within the scope of protection defined by the claims.

Claims

1. An integrated driving dispatching system for regional track traffic, which is characterized by comprising:

2. The integrated driving scheduling system for regional track traffic according to claim 1, wherein in the whole network operation diagram editing and displaying module, the construction of the regional track traffic network level operation diagram comprises:

3. The integrated driving scheduling system for regional track traffic according to claim 1 or 2, wherein the regional track traffic network level operation diagram is shared in real time among the regions after the compilation of all lines is uniformly completed.

4. The integrated driving scheduling system for regional track traffic according to claim 1 or 2, wherein the regional track traffic network level operation diagram adopts a distributed compiling mode and is shared among all regions in real time.

5. The integrated driving dispatching system for regional track traffic according to claim 1, wherein in the central station function module, when the central station mode configuration information is a control center mode, a centralized wire network operation plan dispatching management platform and a plurality of sets of line dispatching execution management platforms are constructed, wherein,

6. The integrated traffic scheduling system for regional rail transit of claim 1, wherein when the center station mode configuration information is a control center mode, the center station function module performs the following actions:

Scheduling management is carried out on a train driving plan;

and performing normal scheduling management.

7. The integrated traffic scheduling system for regional rail transit according to claim 1, wherein when the central station mode configuration information is a station mode, the central station function module performs the following actions:

and performing normal scheduling management.

8. The integrated traffic scheduling system for regional rail transit of claim 1, wherein the route automation level comprises a GoA1-GoA4 level.

9. The integrated traffic scheduling system for regional track traffic of claim 1, wherein the full life cycle dynamic scheduling is implemented based on critical operating requirements under different signal system conditions.

10. The integrated traffic scheduling system for regional track traffic according to claim 9, wherein the key operation requirements include line parameters, station track number and application limit parameters, train properties and running time parameters and/or natural environment parameters determined according to signal system differences.

11. The integrated drive scheduling system for regional rail transit of claim 1, wherein the full lifecycle dynamic scheduling comprises pre-run train scheduling, under-run normal scenario scheduling, under-degraded scenario scheduling, cross-line running interaction processing, and out-of-run train scheduling.

12. The integrated train dispatching system for regional rail transit according to claim 11, wherein the dispatching before train entering operation comprises generation of a train delivery plan and automatic arrangement of routes, corresponding train delivery plans are automatically calculated in a matching mode according to grouping types and train bottom storage positions defined by basic diagrams, automatic arrangement of routes is achieved according to a positive train plan and expected arrangement time of routes, and the routes are sent to an external system.

13. The integrated traffic scheduling system for regional rail transit according to claim 11, wherein when the scheduling is performed in the normal operation scene, the automatic arrangement of arrival, departure and passing of the train at the station is completed based on the processing logic of the station-by-station traffic-by-map, according to the daily adjustment plan train level and the standard parameter requirements of station business, and the automatic arrangement is transmitted to an external system; and displaying the matching degree of the related transfer station and the bus connection station based on the regional track traffic network level operation diagram and the real-time train operation information.

14. The integrated rail transit-oriented ride scheduling system of claim 11, wherein the degraded scenario comprises a train impending stop scenario and a train forbidden stop scenario.

15. The integrated drive scheduling system for regional rail transit of claim 11, wherein the cross-line operation interaction process comprises:

16. The integrated traffic scheduling system for regional rail transit of claim 11, wherein the train exit operation scheduling comprises the generation of a warehouse entry and maintenance schedule management and automatic arrangement of routes, wherein the warehouse entry and maintenance schedule of the motor train unit is generated by combining a train grouping, a stock track application limiting condition and a maintenance request according to a daily adjustment schedule and real-time train operation dynamic change, and the automatic arrangement of routes is generated by combining a real-time position of a train.

17. The integrated drive scheduling system for regional rail transit of claim 1, further comprising:

18. The integrated traffic scheduling system for regional rail transit according to claim 17, wherein in the train overline operation scheduling module, a follow-up prediction operation plan of the overline train is calculated and adjusted based on a train passing sequence of the intersection operation region, and forwarded to an external system in real time.

19. The integrated drive scheduling system for regional rail transit of claim 1, further comprising:

20. The integrated drive dispatch system for regional rail transit of claim 19, wherein the disaster recovery plan instructions comprise a data level disaster recovery instruction, a perfect disaster recovery instruction, and a perfect disaster recovery instruction.

21. The integrated traffic scheduling system for regional track traffic of claim 1, further comprising an external interface module based on an adapter mode to implement a connection with the CBTC/CTCS train control subsystem.

22. The integrated drive dispatch system for regional rail transit of claim 1, wherein the dispatch system is based on a cloud platform deployment.

23. The integrated driving scheduling method for the regional rail transit is characterized by being applied to an integrated driving scheduling system and comprising the following steps of:

24. A computer-readable storage medium comprising one or more programs for execution by one or more processors of an electronic device, the one or more programs including instructions for performing the integrated driving scheduling method for regional rail transit of claim 23.