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WO2025066746A1 - 一种地铁工程车辅助安全驾驶系统 - Google Patents

一种地铁工程车辅助安全驾驶系统 Download PDF

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Publication number
WO2025066746A1
WO2025066746A1 PCT/CN2024/115135 CN2024115135W WO2025066746A1 WO 2025066746 A1 WO2025066746 A1 WO 2025066746A1 CN 2024115135 W CN2024115135 W CN 2024115135W WO 2025066746 A1 WO2025066746 A1 WO 2025066746A1
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WO
WIPO (PCT)
Prior art keywords
engineering vehicle
status
construction
display
information
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Pending
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PCT/CN2024/115135
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English (en)
French (fr)
Inventor
周公建
周庭梁
高明生
张文辉
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Casco Signal Ltd
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Casco Signal Ltd
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Publication of WO2025066746A1 publication Critical patent/WO2025066746A1/zh
Pending legal-status Critical Current
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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/0018—Communication with or on the vehicle or train
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L15/00—Indicators provided on the vehicle or train for signalling purposes
    • B61L15/009—On-board display devices
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/40—Handling position reports or trackside vehicle data

Definitions

  • the invention relates to a subway engineering vehicle auxiliary safety driving system.
  • Chinese patent publication number CN216374559U discloses an auxiliary operation device for urban rail transit engineering vehicles, which specifically discloses ground equipment and on-board equipment.
  • the ground equipment includes a first response unit and a second response unit
  • the on-board equipment includes an antenna unit, a response receiving unit, a computing unit, a power control unit and a display unit.
  • the antenna unit is connected to the response receiving unit
  • the response receiving unit and the display unit are respectively connected to the computing unit.
  • the power control unit is respectively connected to the response receiving unit, the computing unit and the display unit for power supply.
  • the existing patent requires the use of an additional transponder on the track to realize the status of the turnout and signal machine ahead to ensure the operation safety of the engineering vehicle.
  • the cost of implementing this solution is high, and it is easy to conflict with the equipment of the existing signal system, and the train needs to run to a fixed location to understand the status ahead.
  • the purpose of the present invention is to provide a subway engineering vehicle auxiliary safe driving system in order to overcome the defects of the above-mentioned prior art.
  • a subway engineering vehicle auxiliary safety driving system comprising:
  • the engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle;
  • the on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver throughout the work in different areas, provide advance reminders and cooperate with the confirmation of the operation command issued by the control center.
  • the engineering vehicle construction protection logic interface server includes:
  • the authorization management module is used to authorize the on-board auxiliary driving display terminal of the construction vehicle, including limiting the connected terminal and the connection time;
  • the station display module is used to display the current signal system equipment status and traction power supply status of the entire line;
  • the interface management module is used to check the interface connection status of each device in real time, perform authorization verification and timeout judgment periodically, and interrupt the relevant interface connection in time if an abnormality is found;
  • the protection card control module is used to track the entire operation process of the engineering vehicle in real time according to the current operation position of the engineering vehicle and the operation task of this construction, and to issue early warning reminders to assist the engineering vehicle driver to operate safely on track;
  • the data management module is used to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and prompt plans, and make forecasts in advance according to the running location of the train;
  • Electronic task module used to realize the electronic interaction between the control center and the on-board auxiliary driving display terminal of the construction engineering vehicle to carry out operation tasks
  • the equipment maintenance module is used for maintenance personnel to understand the operating status of the equipment in a timely manner.
  • the engineering vehicle construction engineering vehicle construction vehicle-mounted auxiliary driving display terminal includes:
  • the global display module is used to display the status of surrounding online devices starting from the current train position
  • the alarm display module is used to display the monitoring information sent by the engineering vehicle construction protection logic interface server in real-time text superimposed voice to remind the engineering vehicle driver of the potential risks ahead.
  • the engineering vehicle construction protection logic interface server first completes the deployment and software startup, and then completes the loading of the full-line operation plan and the loading of authorized equipment data according to the static data configuration; after successful loading, it establishes a connection with the fully automatic train monitoring system to obtain the equipment status of the signal system and the traction power supply equipment status of the entire line; finally, it waits for the connection request of the engineering vehicle construction vehicle-mounted assisted driving display terminal.
  • the on-board assisted driving display terminal of the engineering vehicle construction engineering vehicle construction sends a registration request to the engineering vehicle construction protection logic interface server after power-on. After the registration is successfully completed, the position of the vehicle is located according to the global display of the station sent by the engineering vehicle construction protection logic interface server, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is synchronously loaded and the display-related alarm information and equipment operation status information are displayed.
  • the engineering vehicle construction protection logic interface server After the engineering vehicle construction protection logic interface server receives the registration information of the engineering vehicle construction vehicle on-board assisted driving display terminal, it automatically sends the station global display, operation task information, equipment status information and warning information, and initiates relevant prevention and control warnings for the train represented by the engineering vehicle construction vehicle on-board assisted driving display terminal, including approach warnings, protection distance warnings and operation monitoring.
  • relevant prevention and control warnings for the train represented by the engineering vehicle construction vehicle on-board assisted driving display terminal, including approach warnings, protection distance warnings and operation monitoring.
  • the approach warning is specifically as follows: the predicted risk is calculated and predicted in advance during the driver's driving process, wherein the approach warning includes the approach warning of the switch area, the approach warning of the platform, the approach warning of the curve and the approach warning of the slope;
  • the protection distance warning includes one-station two-section control, single-vehicle control in the operation area, turnout status control and red light running control;
  • the operation monitoring includes monitoring the operating equipment status and monitoring the construction time.
  • the operation monitoring is linked with an optional obstacle detection system to provide real-time warning of operation risks in the section based on the results of obstacle detection; or the operation monitoring is linked with a traction power supply system to provide real-time warning of operation risks in non-power outage areas.
  • the engineering vehicle construction protection logic interface server and the engineering vehicle construction on-board assisted driving display terminal ensure the real-time and effectiveness of the interactive information of the entire equipment through periodic interaction and collaboration, and assist the engineering vehicle driver to timely identify the risks of the operation process.
  • the engineering vehicle construction engineering vehicle construction vehicle-mounted auxiliary driving display terminal includes:
  • the station diagram display area is used to display all status information of the signal system, including the running status of online trains, signal machine status, turnout status, route status and traction power supply status;
  • the operation task display area is used by the dispatcher in the control center to authorize construction according to the current train operation status.
  • the vehicle moves to a safe station in advance;
  • the warning information display area is used to display and voice read the warning information calculated based on the actual running position of the tracked train and the received backend server;
  • the device status display area is used to display the current time, the current device operating status, and the operating status information of the background server; when a device operating failure is detected, the display screen of each area is interrupted in time.
  • the risks guarded by the engineering vehicle construction protection logic interface server include risks during train operation, risks of trackside equipment and risks of cooperating construction personnel.
  • the engineering vehicle construction protection logic interface server has a risk protection response table, which analyzes the participating objects and the operating scenario risks identified by each object during the operation process, and compares and details the risks that arise and the current protection methods, and analyzes the protection results that can be achieved by the current assisted safe driving item by item.
  • the present invention has the following advantages:
  • the present invention enables the engineering vehicle to grasp the status of the online equipment on the entire line during operation, helping the engineering vehicle driver to drive with peace of mind and enter the main line area in advance, thus reducing the construction preparation time and gaining more time for actual construction;
  • the present invention designs an interactive function of electronic dispatching orders, which solves the problem of dispatching orders on vehicles, greatly reduces the interaction time between dispatching orders and central drivers, and saves more time for actual construction; and electronic display also avoids communication misunderstandings and reduces execution risks;
  • the present invention has designed a train operation guide, which searches for dangerous points ahead in real time according to the current position of the engineering vehicle, and reminds the engineering vehicle driver to slow down and strengthen observation in advance, thereby greatly reducing the risk of overspeeding of the engineering vehicle and the risk of train operation related to the train approaching the slope;
  • the present invention is designed with a related risk warning function. During night construction, when personnel neglect some requirements due to busyness or fatigue, the system automatically provides targeted voice reminders at appropriate locations, greatly eliminating the safety risks caused by personnel negligence;
  • the present invention converts the original paper regulations into dynamic monitoring and reminders of the on-site construction process, which greatly alleviates the communication risks between different construction personnel, the risks of personal negligence of the executors and the risks of on-site equipment operation, and brings great improvement to the construction management of engineering vehicles.
  • FIG1 is a structural diagram of a subway engineering vehicle auxiliary safety driving system according to the present invention.
  • FIG2 is a functional module diagram of the subway engineering vehicle auxiliary safety driving system of the present invention.
  • FIG3 is a flowchart of the subway engineering vehicle auxiliary safe driving system of the present invention.
  • FIG4 is a risk protection analysis diagram of the subway engineering vehicle auxiliary safety driving system of the present invention.
  • the present invention provides a new auxiliary driving system for engineering vehicles after analyzing the existing work flow and the causes of related manual control.
  • the system changes the current on-track operation of construction vehicles without safety protection, which relies on intensive communication between central dispatchers and engineering vehicles for manual protection, into an automatic control and early warning system for auxiliary driving.
  • LTE-M dedicated network real-time on-site global status display, control calculation of train travel risk points and the latest track risk identification in advance and other technologies, the control of central dispatch is synchronously displayed on the driver side and the risk warning effect is achieved, which greatly reduces the pressure on drivers and central dispatchers, enhances the safety control effect and improves construction efficiency.
  • the subway engineering vehicle auxiliary safety driving system of the present invention comprises:
  • the engineering vehicle construction protection logic interface server is connected to the automatic train monitoring system, obtains the station representation information of the entire line and the original information of the interlocking code position of each station from the automatic train monitoring system, and calculates the card control logic and obtains the operation tasks of the engineering vehicle;
  • the on-board auxiliary driving display terminal of the engineering vehicle construction is connected to the engineering vehicle construction protection logic interface server to provide auxiliary information to the engineering vehicle driver, guide the engineering vehicle driver throughout the work in different areas, give advance reminders and cooperate with the confirmation of the operation command issued by the control center.
  • the engineering vehicle construction protection logic interface server is mainly responsible for providing the vehicle-mounted auxiliary driving display terminal with relevant authorization management, information and alarm display, operation task display, etc. At the same time, as a gateway interface machine, it realizes the isolation protection of the automatic train monitoring system network and the signal safety network.
  • the present invention directly utilizes the existing signal system status to obtain monitoring and protection of on-site equipment, which has low cost, high protection level, accurate vehicle positioning, and can also achieve global inspection and early warning on a global scale with high timeliness.
  • the engineering vehicle construction protection logic interface server is based on a real-time security communication protocol and interfaces with the train monitoring system.
  • the real-time display of the station status of the entire line can assist the engineering vehicle driver in safe manual driving;
  • the real-time communication protocol uses a protocol with timestamp and message verification to obtain the status of all equipment on the mainline from the train monitoring system, including turnout status, signal status and train status;
  • the real-time communication protocol uses the current subway-specific safety network channel and the train monitoring system interface gateway to complete the communication link from the train monitoring system, the train monitoring system network, the train monitoring system gateway, the signal LTE-M or WIFI6 network, to the engineering vehicle auxiliary driving device.
  • the on-board assisted driving display terminal for construction vehicles is a newly developed integrated assisted driving interface, which includes station display function, dispatching command receiving function, train operation guidance function and train operation prediction and early warning function.
  • the station display function described above based on the mobile terminal configuration environment, realizes a set of station equipment status of the entire line that is consistent with the train monitoring system, including turnout status, online train status, signal equipment status of the entire line, etc., to assist engineering vehicle drivers to understand the current status of on-track equipment on the entire line in advance.
  • the dispatch command receiving function realizes paperless office, and enables the dispatcher's command in the control center to be directly issued to the auxiliary driving equipment of the engineering vehicle.
  • the driver of the engineering vehicle can quickly view the corresponding authorization content, avoiding a series of work such as issuing, receiving, reciting, transcribing, and transferring dispatch commands between the control center duty officer and the vehicle section duty officer in existing projects, thereby greatly saving time.
  • the train operation prediction and warning function automatically identifies the operation range of the construction vehicle and the entire construction time according to the content of the authorized dispatch order, so as to compare and check the actual operation path of subsequent engineering vehicles and prevent various risks.
  • the system automatically performs periodic retrieval according to the current station equipment status, and searches for the platforms that can be reached ahead in advance according to the current signal and turnout status and the deep search algorithm, and displays them on the main interface of this device. This makes it easier for engineering vehicle drivers to understand the safe platforms ahead and ensure a one-station-two-section interval with the train ahead.
  • the system automatically performs periodic retrieval according to the current station equipment status: when the train is about to run to the previous platform with a train platform ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the curve ahead, it actively reminds the driver to pay attention to slowing down for safety; when the train is about to run to the slope ahead, it actively reminds the driver to pay attention to strengthening observation and increase or decrease speed according to the slope conditions;
  • the system automatically performs periodic retrieval according to the current station equipment status, and reminds the engineering vehicle driver to slow down in time when the red light in front of the train is or the switch is in operation. parking.
  • the train operation prediction and warning function can timely predict the end of the construction site and other reminders according to the system operation time, so as to assist the engineering vehicle driver to complete the construction site on time.
  • the subway engineering vehicle auxiliary safety driving system the engineering vehicle construction vehicle onboard auxiliary driving display terminal is mainly responsible for providing relevant auxiliary information to the engineering vehicle driver, guiding the engineering vehicle driver throughout the process to provide advance reminders for work in different areas and cooperate with the confirmation of the operation command issued by the control center.
  • the network carried by the subway engineering vehicle auxiliary safety driving system includes a wired dual network of an automatic train monitoring system, a wired network of a signal system safety network, and a wireless network part, thereby realizing dedicated network use.
  • the subway engineering vehicle auxiliary safe driving system includes the following functional modules: authorization management, station display, interface management, protection card control, data management, electronic tasks, global display, alarm display and equipment maintenance.
  • the authorization management function is mainly that when the on-board assisted driving display terminal connects to the engineering vehicle construction protection logic interface server, it will limit the connected terminal and the connection time. Only authorized terminals are allowed to connect to the server only when the train is authorized and within the construction time range, so as to avoid other illegal terminals or legal terminals from being used during operation and occupying the bandwidth of the existing network.
  • the station display function is mainly that after the on-board assisted driving display terminal is connected to the engineering vehicle construction protection logic interface server, it uses the real-time communication protocol to display the current signal system equipment status and traction power supply status of the entire line, so as to facilitate the engineering vehicle driver to understand the situation of the entire line.
  • the interface management function is mainly that the engineering vehicle construction protection logic interface server checks the interface connection status of each device in real time, performs authorization verification and timeout judgment periodically, and promptly interrupts the relevant interface connection when an abnormality is found.
  • the protection card control function is mainly that the engineering vehicle construction protection logic interface server tracks the entire train operation process in real time according to the current operation position of the engineering vehicle and the operation task of this construction, and gives early warning reminders to assist the engineering vehicle driver to operate safely on the track. According to the resource situation ahead, operation warnings are given in advance to ensure the safety of equipment and personnel during the operation of the engineering vehicle.
  • the data management function is mainly to identify the operation risks of different areas in advance according to the location of the line, form relevant early warning and reminder plans, and make forecasts in advance according to the operating location of the train to remind drivers and personnel to be safe.
  • the electronic task function is mainly to form a task operation between the control center and the engineering vehicle driver.
  • the interactive solution makes it easier for dispatchers at the control center to intervene in the operation tasks of engineering vehicles in real time.
  • the global display function is mainly that the on-board assisted driving display terminal provides the engineering vehicle with the surrounding online equipment status starting from the current train position, so that the engineering vehicle driver can timely identify the relevant risks in the nearby area and be reminded to take driving adjustments.
  • the warning display function is mainly that the vehicle-mounted auxiliary driving display terminal displays real-time text and voice superimposed according to the monitoring information sent by the server to remind the engineering vehicle driver of the potential risks ahead.
  • the equipment maintenance function is mainly to help the maintenance personnel of the device to timely understand the operating status of the equipment, so as to facilitate the on-site maintenance personnel to timely understand the location of the fault point and quickly complete the repair work.
  • the present invention provides a subway engineering vehicle auxiliary safety driving system, and the entire workflow is as follows:
  • Step 100 the working steps of the engineering vehicle construction protection logic interface server are: first, complete the correct deployment of the engineering vehicle construction protection logic interface server and start the software. Secondly, when the software is started, it will complete the loading of the full-line operation plan and the loading of the authorized device data according to the static data configuration. After the loading is successful, the interface server establishes a connection with the full-automatic train monitoring system application server to obtain the status of the signal system equipment and the traction power supply equipment of the entire line. Finally, wait for the connection request of the external on-board assisted driving display terminal;
  • Step 101 the working arrangement of the vehicle-mounted assisted driving display terminal is: after power-on, the corresponding application software automatically runs and sends a registration request to the interface server. After the registration is successfully completed, the position of the vehicle is located according to the station global display sent by the interface server, and the center is displayed, and the status of the surrounding signal equipment is displayed synchronously; the operation task information issued by the control center is synchronously loaded and the related alarm information and equipment operation status information are displayed;
  • Step 102 after receiving the registration information of the auxiliary driving terminal, the logic card control server automatically sends the station global display, operation task information, equipment status information and warning information, and starts a series of monitoring such as position tracking, approach warning and protection distance monitoring for the train represented by the terminal.
  • a new prevention and control warning is calculated synchronously;
  • Step 103 after receiving the registration information of the auxiliary driving terminal, the logic card control server initiates approach warnings for the train represented by the terminal, including: switch area approach warnings, platform approach warnings, curve approach warnings and ramp approach warnings, focusing on pre-calculating and forecasting the predicted risks during the driver's driving process, and converting static text into real-time reminders for daily operations, so that the driver can understand and intervene in time;
  • Step 104 after receiving the registration information of the auxiliary driving terminal, the logic card control server initiates the protection distance warning for the train represented by the terminal, including: one-station two-section control, the system searches and checks whether there are other trains running within one station and two sections ahead of the current train position, and warns the driver to stop and confirm in advance;
  • the single-vehicle control in the area mainly controls the clearance of resources in front of the destination of the engineering vehicle to prevent the engineering vehicle from running at risk without train control protection;
  • the switch status control focuses on monitoring the real-time status of the switches in two consecutive sections behind the authorized signal to prevent the engineering vehicle from mistakenly running through the signal;
  • the red light running control mainly provides logical control for the potential behavior of crossing the prohibited signal during the on-track operation of the train, and immediately issues an emergency alarm once it occurs.
  • Step 105 after receiving the registration information of the auxiliary driving terminal, the logic card control server starts the operation monitoring of the train represented by the terminal, including: monitoring the status of the operating equipment, and closing the relevant display in time once the interface server crashes; monitoring the construction time, and once it is found that the running time is about to turn into the operating time, it will automatically close the buffer after early warning; it can also be linked with the optional obstacle detection system to give a real-time warning of the operation risk of the section according to the result of the obstacle detection; it can also be linked with the traction power supply system to give a real-time warning of the operation risk of the non-power outage area, etc.
  • Step 106 the logic control server and the auxiliary driving terminal ensure the real-time and effectiveness of the interactive information of the entire device through periodic interaction and collaboration, assist the engineering vehicle driver to timely identify the risks of the operation process, and complete the three-dimensional "vehicle-track-electricity" and personnel risk control with the help of the rail transit signal system, traction power supply system and obstacle detection system;
  • the display interface of the subway engineering vehicle auxiliary safety driving system mainly includes four components: a station map display area, an operation task display area, a warning information display area and an equipment working status display area;
  • the station map display area of the display interface mainly displays all the status information of the complex signal system, focusing on the important driving status of the signal system such as the running status of online trains, signal machine status, turnout status, route status and traction power supply status;
  • the operation task display area of the display interface is mainly used by the dispatcher of the control center to authorize the construction vehicles to run to the safe station in advance according to the current train operation situation. Subsequently, according to the operation situation of the passenger train, the construction vehicles will be gradually promoted to improve the construction efficiency.
  • the warning information display area of the display interface is mainly based on the actual operating position of the tracked train and the warning information calculated by the background server, which is displayed and read aloud, so that the construction vehicle drivers can understand the operating risks ahead in advance and take protective measures.
  • the device status display area of the display interface mainly displays the current time, the current device operating status, the operating status of the background server and other equipment operating information; when a device operating failure is detected, the current terminal will promptly interrupt the display of each area to remind the driver that there is no reference information at present;
  • the aforementioned subway engineering vehicle auxiliary safety driving system mainly prevents the following risks: Below: Risks during train operation, risks to trackside equipment and risks to construction personnel.
  • the main risks of train operation to be prevented are as follows: risk reminder of train speeding. When a construction vehicle is detected to be speeding, an early warning reminder will be issued immediately; train overrun signal reminder. The background server will determine whether the train has an overrun signal based on the current signal status. Once an overrun signal occurs, an alarm will be issued immediately; the risk of equipment falling is mainly to give voice reminders before leaving the station, give voice reminders before entering the station, confirm the equipment wrapping status in advance, avoid intrusion and other risk reminders;
  • the risks of trackside equipment to be prevented are mainly as follows: monitor the status of the trackside screen doors, turnouts, track authorization, etc., monitor whether the area is a curve, uphill or downhill area, and remind the driver in advance; it will also remind safety according to the traction power supply status of the current operating area;
  • construction workers on the platform need to be reminded in advance that construction vehicles are about to enter the station, and pay attention to arranging personnel to communicate and confirm with the station in advance; section personnel, if there are construction workers arriving early at the construction site, need to remind the drivers of the construction vehicles to slow down in advance and strengthen lookout; passengers on the vehicle need to be reminded to pay attention to the bandaging of the accompanying equipment to ensure the safety of the passengers.
  • the optional integrated obstacle detection system is used to assist in detecting obstacles in the section. Once an abnormality is detected in the section, the assisted driving system should generate an alarm in time to remind the driver to slow down and confirm to ensure driving safety;
  • the final risk protection response table of the subway engineering vehicle auxiliary safety driving system of the present invention is shown in Table 1, which is mainly as follows:
  • the risk protection and response table first analyzes the participants, mainly including the construction trains operating in the section, the trackside equipment in the running line and the construction personnel on site;
  • the risk protection response table further analyzes the operating scenario risks identified by various objects during operation, and explains the risks and current protection methods in detail, and analyzes the protection results that can be achieved by current auxiliary safe driving item by item, and clarifies the corresponding functional configuration requirements item by item;
  • the subway engineering vehicle auxiliary safety driving system of the present invention reduces the driving risk of engineering vehicle drivers by connecting on-site equipment in series, dynamically tracking card control, and central driver interaction, and simplifies the protective work content of the dispatcher.
  • the safety of on-site operation of engineering vehicles is improved through auxiliary driving safety card control warning; the operation safety between on-site personnel and other trains is improved through auxiliary driving safety card control warning; through the overall control of the driver, the overall control requirements of the central dispatcher are reduced, and more engineering vehicles can be supported.
  • the online operation the safety conditions of multiple engineering vehicles entering different construction areas at the same time and engineering vehicles entering the main line in advance are achieved, which greatly reduces the construction preparation time, improves construction safety, and improves the efficiency of night construction.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

一种地铁工程车辅助安全驾驶系统，包括：工程车施工防护逻辑接口服务器，与自动列车监控系统连接，从自动列车监控系统获取全线站场表示信息、各个车站联锁码位原始信息，并进行卡控逻辑的计算和工程车运行任务的获取；工程车施工车载辅助驾驶显示终端，与工程车施工防护逻辑接口服务器连接，用于给工程车司机提供辅助信息，全程指导工程车司机在不同区域的工作预先提醒和配合完成控制中心下发运行命令的确认。系统防护级别高且成本低，车辆定位准确，能实现全局检查，提前至全局范围的预警，时效性高。

Description

一种地铁工程车辅助安全驾驶系统 技术领域
本发明涉及一种地铁工程车辅助安全驾驶系统。
背景技术
目前，城市轨道交通经过多年的建设发展，运营的里程越来越多，运营的时间也越来越长，日常维护的工作量也越来越大；特别对于一些开通较早的线路，涉及大小施工的任务越来越多，但是另一方面，为确保整个施工过程的安全，实际施工时间被压缩的越来越短，尤其在一些设备替换施工中，实际施工周期拉的越来越长，因此，为降低地铁施工准备时间，尤其是工程车施工作业准备时间，提出了更高的需求。
目前施工车下到正线，需要充分考虑工程车运行安全，施工配合人员安全和牵引供电安全等多个方面；因此，在流程上，既有的工程车施工必须等待正线运营车辆下线以后，才允许进入正线区域。同时一个调度员紧盯一个工程车，确保工程车运行过程安全，因此下到正线的工程车数量也就一至两个；工程车司机依靠个人的培训经验在线路上行驶，很容易出现冒进信号，岔区防护不足和与施工人员之间冲突问题，这些都是日常培训之前的风险，导致司机运行压力也很大。这就导致运营施工安全和提升施工效率之间的矛盾越来越严重。
经过检索中国专利公开号CN216374559U公开了一种城市轨道交通工程车辆辅助运行装置，具体公开了包括地面设备和车载设备，地面设备包括第一应答单元和第二应答单元，车载设备包括天线单元、应答接收单元、计算单元、电源控制单元和显示单元，天线单元与应答接收单元连接，应答接收单元、显示单元分别与计算单元连接，电源控制单元分别与应答接收单元、计算单元、显示单元供电相连。但是该现有专利需要借助于在轨道额外新增加应答器实现对前方道岔和信号机状态来确保工程车的运行安全，这种方案实施的成本较高，与既有的信号系统的设备容易产生冲突，并且列车需要运行到固定地点才能了解前方状态。
发明内容
本发明的目的就是为了克服上述现有技术存在的缺陷而提供一种地铁工程车辅助安全驾驶系统。
本发明的目的可以通过以下技术方案来实现：
根据本发明的一个方面，提供了一种地铁工程车辅助安全驾驶系统，包括：
工程车施工防护逻辑接口服务器，与自动列车监控系统连接，从自动列车监控系统获取全线站场表示信息、各个车站联锁码位原始信息，并进行卡控逻辑的计算和工程车运行任务的获取；
工程车施工工程车施工车载辅助驾驶显示终端，与工程车施工防护逻辑接口服务器连接，用于给工程车司机提供辅助信息，全程指导工程车司机在不同区域的工作预先提醒和配合完成控制中心下发运行命令的确认。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器包括：
授权管理模块，用于对工程车施工工程车施工车载辅助驾驶显示终端进行授权，包括限定连接的终端和连接的时间；
站场显示模块，用于显示整条线路的当前信号系统设备状态和牵引供电状态；
接口管理模块，用于实时检查各个设备的接口连接情况，周期性进行授权验证和超时判断，若发现异常及时中断相关的接口连接；
防护卡控模块，用于根据当前工程车的运行位置和本次施工的运行任务，实时对工程车作业过程全程进行跟踪，提前进行预警提醒，辅助工程车司机安全在轨运行；
数据管理模块，用于根据线路的位置，提前识别不同区域的运行风险，形成相关的预警提示预案，并根据列车的运行位置提前进行预报；
电子任务模块，用于实现控制中心和工程车施工工程车施工车载辅助驾驶显示终端进行运行任务的电子交互；
设备维护模块，用于维护人员及时了解设备的运行状态。
作为优选的技术方案，所述工程车施工工程车施工车载辅助驾驶显示终端包括：
全局显示模块，用于显示当前列车位置为起点的周边在线设备状态；
告警显示模块，用于根据工程车施工防护逻辑接口服务器发送的监控信息，进行实时文本叠加语音的方式显示，提醒工程车司机前方潜在的风险。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器首先完成部署和软件启动，其次根据静态的数据配置，完成全线运行预案加载和授权设备数据加载；加载成功以后与全自动列车监控系统建立连接，获取全线信号系统设备状态和牵引供电设备状态；最后等待工程车施工工程车施工车载辅助驾驶显示终端的连接请求。
作为优选的技术方案，所述工程车施工工程车施工车载辅助驾驶显示终端在上电后，并向工程车施工防护逻辑接口服务器发送注册请求，在完成注册登记成功后，根据工程车施工防护逻辑接口服务器发送站场全局显示定位本车的位置，同步展示周边的信号设备状态；同步加载控制中心下发的运行任务信息和显示相关的告警信息和设备运行状态信息。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器收到工程车施工工程车施工车载辅助驾驶显示终端的注册信息后，进行自动发送站场全局显示、运行任务信息、设备状态信息和预警信息，并对该工程车施工工程车施工车载辅助驾驶显示终端所代表的列车启动相关的防控预警，包括接近预警、防护距离预警和运行监控，当运行的工程车位置发生变更后，同步计算新的防控预警。
作为优选的技术方案，所述接近预警具体为：重点将预判的风险在司机驾驶过程中，进行提前计算和预报，其中接近预警包括岔区接近预警、站台接近预警、弯道接近预警和坡道接近预警；
所述防护距离预警包括一站两区间防控、运行区单车防控、道岔状态防控和闯红灯防控；
所述运行监控包括对运行设备状态进行监控和对施工时间进行监控。
作为优选的技术方案，所述运行监控与选配的障碍物检测系统进行联动，根据障碍物检测的结果，实时预警区间运行风险；或者所述运行监控与牵引供电系统进行联动，实时预警非停电区的运行风险。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器与工程车施工工程车施工车载辅助驾驶显示终端通过周期性的交互和协作，确保整个设备的交互信息的实时性和有效性，辅助工程车司机及时识别运行过程的风险。
作为优选的技术方案，所述工程车施工工程车施工车载辅助驾驶显示终端包括：
站场图显示区域，用于显示信号系统的全部状态信息，包括在线列车运行状态、信号机状态、道岔状态、进路状态和牵引供电状态；
运行任务显示区域，用于控制中心的调度员根据当前列车运行情况，授权施工 车辆提前运行至安全车站；
预警信息显示区域，用于根据被跟踪列车的实际运行位置和接收到的后台服务器进行计算的预警信息，给予展示和语音朗读；
设备状态显示区，用于显示当前的时间，当前设备的运行状态，后台服务器的运行状态信息；当检测到设备运行故障后，及时中断各区域显示画面。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器防范的风险包括列车运行过程中的风险，轨旁设备的风险和配合施工人员的风险。
作为优选的技术方案，所述工程车施工防护逻辑接口服务器具有风险防护应对表，该风险防护应对表中分析了参与的对象以及各对象在运行过程中识别的运行场景风险，并对照细化说明出现的风险和当前的防护方式，并逐项分析当前辅助安全驾驶可以实现的防护结果。
与现有技术相比，本发明具有以下优点：
1)本发明提供了工程车在运行过程中对于全线在线设备状态的掌握，帮助工程车司机安心驾驶，提前进入正线区域，减少了施工准备时间，为实际施工争取了更多的时间；
2)本发明设计了电子化调令的交互功能，解决了调度命令上车的问题，极大减少了调度命令在中心司机之间的交互时间，为实际施工争取了更多的时间；而且电子化显示也避免了沟通误解，降低了执行风险；
3)本发明设计了列车运行指引，根据当前工程车的位置，实时搜索前方危险点，提前提醒工程车司机降速和加强瞭望等操作，大幅度降低了工程车超速运行的风险和列车接近坡道相关的列车运行风险；
4)本发明设计了相关风险预警功能，因为夜间施工，人员因为繁忙忽略或者疲劳忽视部分要求时，系统自动在适当的地点提供针对性的语音提醒，极大消除人员疏忽产生的安全风险；
5)本发明将原先纸质的规程规定转为现场施工环节的动态监控与提醒，极大缓解了不同施工人员之间的沟通风险，执行人员个人疏忽风险和现场设备运行风险，对于工程车施工管理带来极大的提升。
附图说明
图1为本发明地铁工程车辅助安全驾驶系统的结构组成图；
图2为本发明地铁工程车辅助安全驾驶系统的功能模块图；
图3为本发明地铁工程车辅助安全驾驶系统的工作流程图；
图4为本发明地铁工程车辅助安全驾驶系统的风险防护分析图。
具体实施方式
下面将结合本发明实施例中的附图，对本发明实施例中的技术方案进行清楚、完整地描述，显然，所描述的实施例是本发明的一部分实施例，而不是全部实施例。基于本发明中的实施例，本领域普通技术人员在没有做出创造性劳动的前提下所获得的所有其他实施例，都应属于本发明保护的范围。
本发明通过对既有工作流程的分析和相关人工卡控的原因分析后，提供了一种工程车新增辅助驾驶系统，将目前没有安全防护的施工车在轨行驶依赖于中心调度人员与工程车实际密集沟通人工防护的章程，转为辅助驾驶系统的自动卡控预警，借助于LTE-M专用网络，实时现场全局状态显示，列车行进风险点卡控计算和最新的轨道事前时候风险识别等技术，实现了中心调度的卡控在司机侧同步展示和风险预警的效果，极大降低了司机与中心调度人员的压力增强了安全卡控效果，提升了施工效率。
如图1所示，本发明地铁工程车辅助安全驾驶系统，包括：
工程车施工防护逻辑接口服务器，与自动列车监控系统连接，从自动列车监控系统获取全线站场表示信息、各个车站联锁码位原始信息，并进行卡控逻辑的计算和工程车运行任务的获取；
工程车施工工程车施工车载辅助驾驶显示终端，与工程车施工防护逻辑接口服务器连接，用于给工程车司机提供辅助信息，全程指导工程车司机在不同区域的工作预先提醒和配合完成控制中心下发运行命令的确认。
所述工程车施工防护逻辑接口服务器主要负责另一方面负责给车载辅助驾驶显示终端提供相关授权管理，信息与告警显示，运行任务显示等。同时作为网关接口机，实现自动列车监控系统网络与信号安全网络的隔离防护。
本发明直接利用既有的信号系统状态获取现场设备的监控和防护，成本低，防护级别高，车辆定位准确，而且还可以实现全局检查，提前至全局范围的预警，时效性高。
工程车施工防护逻辑接口服务器基于实时安全通信协议，与列车监控系统接口， 实时显示全线站场状态显示，从而辅助工程车司机安全人工驾驶；实时通信协议是借助于具备时间戳和报文校验检查的协议，从列车监控系统获取正线所有设备的状态，包括道岔状态，信号机状态和列车状态；所述实时通信协议借助于目前地铁专用的安全网通道，借助于列车监控系统接口网关，完成从列车监控系统，列车监控系统网络，列车监控系统网关，信号LTE-M或WIFI6网络，到工程车辅助驾驶装置的通信链路。
工程车施工工程车施工车载辅助驾驶显示终端是全新研发的一个集成化辅助驾驶界面，包含了站场显示功能，调度命令接收功能，列车运行指引功能和列车运行预测预警功能。
所述的站场显示功能，基于移动端配置环境，实现了一套了与列车监控系统一致的全线站场设备状态，包括道岔状态，在线列车状态，全线信号设备状态等，辅助工程车司机提前了解全线在轨设备当前状态。
所述的调度命令接收功能，实现了无纸化办公，实现控制中心调度员的命令直接下发到工程车辅助驾驶设备上，工程车的驾驶员可以快速查看相应的授权内容，避免了既有工程中，需要控制中心值班员与车辆段值班员之间的调度命令下发，接收，回诵，誊写，转交等一系列工作，极大节省了时间。
所述的列车运行预测预警功能，根据授权调度命令的内容，自动识别施工车运行的范围和整个施工时间，从而为后续工程车的实际运行路径进行比对检查，防范各种风险。
所述的列车运行指引命令功能，系统自动根据当前站场设备状态，进行周期性的检索，根据当前信号机和道岔状态，根据深度搜索算法，提前搜索前方可以到达的站台，显示在本装置主界面。便于工程车司机了解前行的安全站台，确保与前方列车一站两区间的间隔。
所述的列车运行预测预警功能，系统自动根据当前站场设备状态，进行周期性的检索：当列车即将运行至前方有列车站台的前一个站台时，主动提醒司机前方行驶注意降速安全；当列车即将运行至前方弯道时，主动提醒司机前方行驶注意降速安全；当列车即将运行至前方坡道时，主动提醒司机前方行驶注意加强瞭望和根据坡度情况增降速运行；
所述的列车运行预测预警功能，系统自动根据当前站场设备状态，进行周期性的检索，当列车前方是红灯或者道岔处于动作状态，提前提醒工程车司机及时降速 停车。
所述的列车运行预测预警功能，根据系统的运行时间，及时预报施工点即将结束等提醒，辅助工程车司机按时完成施工销点。
参见图1所示，所述的一种地铁工程车辅助安全驾驶系统，工程车施工车载辅助驾驶显示终端主要负责给工程车司机提供相关的辅助信息，全程指导工程车司机在不同区域的工作预先提醒和配合完成控制中心下发运行命令的确认。
参见图1所示，所述的一种地铁工程车辅助安全驾驶系统，承载的网络包括自动列车监控系统有线双网，信号系统安全网有线网络和无线网络部分，从而实现专网专用。
参见图2所示，所述的一种地铁工程车辅助安全驾驶系统，包括以下功能模块：授权管理，站场显示，接口管理，防护卡控，数据管理，电子任务，全局显示，告警显示和设备维护等功能。
所述的授权管理功能，主要是车载辅助驾驶显示终端在连接工程车施工防护逻辑接口服务器的时候会限定连接的终端和连接的时间，只有授权标识的列车和在施工时间范围之内，才允许授权的终端连接到服务器上，避免其他非法终端或合法终端在运营期间使用，占用既有网络的带宽。
所述的站场显示功能，主要是车载辅助驾驶显示终端在连接工程车施工防护逻辑接口服务器后，借助于实时通信协议，展示整条线路的当前信号系统设备状态和牵引供电状态，便于工程车司机了解全线的情况。
所述的接口管理功能，主要是工程车施工防护逻辑接口服务器实时检查各个设备的接口连接情况，周期性进行授权验证和超时判断，发现异常，及时中断相关的接口连接。
所述防护卡控功能，主要是工程车施工防护逻辑接口服务器根据当前工程车的运行位置和本次施工的运行任务，实时对列车作业过程全程进行跟踪，提前进行预警提醒，辅助工程车司机安全在轨运行。针对前方资源情况，提前给予运行警告，确保工程车运行过程中的设备安全和人员安全。
所述数据管理功能，主要是根据线路的位置，提前识别不同区域的运行风险，形成相关的预警提示预案，根据列车的运行位置，提前进行预报，提醒司机和人员安全。
所述电子任务功能，主要是为控制中心和工程车司机之间形成一种运行任务的 交互方案，便于控制中心调度员实时干预工程车的运行任务。
所述全局显示功能，主要是车载辅助驾驶显示终端给工程车提供一个当前列车位置为起点的周边在线设备状态，便于工程车司机及时识别附近区域相关风险，提醒采取行车调整。
所述告警显示功能，主要是车载辅助驾驶显示终端根据服务器发送的监控信息，进行实时文本叠加语音的方式显示，提醒工程车司机前方潜在的风险。
所述设备维护功能，主要是帮助本装置的维护人员及时了解设备的运行状态，便于现场维护人员及时了解故障点所在，快速完成修复工作。
参见图3所示，本发明一种地铁工程车辅助安全驾驶系统，整个工作流程如下：
步骤100，所述的工程车施工防护逻辑接口服务器工作步骤是：首先完成工程车施工防护逻辑接口服务器的正确部署和软件启动。其次，当软件启动后，会根据静态的数据配置，完成全线运行预案加载和授权设备数据加载。加载成功以后，接口服务器与全自动列车监控系统应用服务器建立连接，获取全线信号系统设备状态和牵引供电设备状态。最后，等待外部车载辅助驾驶显示终端的连接请求；
步骤101，所述的车载辅助驾驶显示终端工作布置是：在上电后，相应的应用软件自动运行，并向接口服务器发送注册请求，在完成注册登记成功以后，就根据接口服务器发送站场全局显示定位本车的位置，居中显示，同步展示周边的信号设备状态；同步加载控制中心下发的运行任务信息和显示相关的告警信息和设备运行状态信息；
步骤102，所述的逻辑卡控服务器在收到辅助驾驶终端的注册信息后，自动发送站场全局显示，运行任务信息，设备状态信息和预警信息，并对该终端所代表的列车启动相关的位置跟踪，接近预警和防护距离监控等一系列的监控。运行的工程车位置发生变更后，同步计算新的防控预警；
步骤103，所述的逻辑卡控服务器在收到辅助驾驶终端的注册信息后，对该终端所代表的列车启动的接近预警包括：岔区接近预警，站台接近预警，弯道接近预警和坡道接近预警，重点将预判的风险在司机驾驶过程中，进行提前计算和预报，将静态的文本转为日常作业的实时提醒，便于司机及时了解和干预；
步骤104，所述的逻辑卡控服务器在收到辅助驾驶终端的注册信息后，对该终端所代表的列车启动的防护距离预警包括：一站两区间防控，系统搜索检查当前列车位置前方一站两区间内是否存在其他列车的运行，提前预警司机停车确认；运行 区单车防控，主要对工程车目的地前方资源出清卡控，防止工程车在没有列控防护情况下发生运行风险；道岔状态防控，重点对授权信号后方连续两个区间内的道岔实时状态进行监控，防止工程车误闯信号；闯红灯防控，主要对列车在轨运行过程中，潜在的越过禁止信号行为提供逻辑卡控，一旦发生，立刻紧急告警。
步骤105，所述的逻辑卡控服务器在收到辅助驾驶终端的注册信息后，对该终端所代表的列车启动的运行监控包括：对运行设备状态进行监控，一旦发生接口服务器宕机等事件及时关闭相关显示；对施工时间进行监控，一旦发现运行时间即将转为运营时间，提前进行预警和缓冲器后自动关闭；也可以与选配的障碍物检测系统进行联动，根据障碍物检测的结果，实时预警区间运行风险；也可以与牵引供电系统进行联动，实时预警非停电区的运行风险等；
步骤106，所述的逻辑卡控服务器和辅助驾驶终端通过周期性的交互和协作，确保整个设备的交互信息的实时性和有效性，辅助工程车司机及时识别运行过程的风险，借助于轨道交通信号系统，牵引供电系统和障碍物检测系统完成立体的“车-轨-电”与人员之间的风险卡控；
所述的一种地铁工程车辅助安全驾驶系统，显示界面显示主要包括：站场图显示区域，运行任务显示区域，预警信息显示区域和设备工作状态显示区域四个组成部分；
显示界面的站场图显示区域主要是复视信号系统的全部状态信息，重点包括在线列车运行状态，信号机状态，道岔状态，进路状态和牵引供电状态等信号系统行车重要状态；
显示界面的运行任务显示区域主要是控制中心的调度员根据当前列车运行情况，授权施工车辆提前运行至安全车站，后续根据载客列车运行情况，逐步推进施工车辆行进任务，提升施工效率；
显示界面的预警信息显示区域主要是根据被跟踪列车的实际运行位置和接收到的后台服务器进行计算的预警信息，给予展示和语音朗读，便于施工车辆司机提前了解前方运行风险，采取防护措施。
显示界面的设备状态显示区域主要是显示当前的时间，当前设备的运行状态，后台服务器的运行状态等设备运行信息；当检测到设备运行故障后，当前的终端会及时中断各区域显示画面，提醒司机当前没有参考信息；
参见图4所示，所述的一种地铁工程车辅助安全驾驶系统，防范的风险主要如 下：列车运行过程中的风险，轨旁设备的风险和配合施工人员的风险。
防范的列车运行风险主要如下：列车运行超速的风险提醒，当检测到施工车辆超速后，立刻提出预警提醒；列车冒进信号提醒，后台服务器会根据当前的信号状态，判定列车是否冒进信号，一旦发生冒进信号，立刻发出告警提示；器材掉落风险主要是争对出场前，给予语音提醒，在进入车站之前，给予语音提醒，提前确认器材的包扎情况，避免侵界等风险提示；
防范的轨旁设备风险主要如下：监控轨旁的屏蔽门状态，道岔状态，轨道授权状态等，监控区域是否属于弯道，上下坡等区域，提前提醒司机注意；也会根据当前运行区域牵引供电状态，提醒安全；
防范的施工人员风险主要如下：站台上的施工人员，需要提前提醒施工车辆即将进站，注意安排人员提前与车站沟通确认；区间人员，在施工地点存在提前到达的施工人员，需要提醒工程车司机提前降速和加强瞭望；车上添乘人员，需要提醒关注附带设备包扎情况，确保添乘人员安全。
辅助选配集成障碍物检测系统，用于辅助检测区间的障碍物，一旦检测到区间异常，辅助驾驶系统应及时生成告警，提醒司机减速确认，确保行车安全；
本发明地铁工程车辅助安全驾驶系统，最终的风险防护应对表如表1所示，主要如下：
表1
风险防护应对表首先分析了参与的对象，主要包括在区间进行作业的施工列车，运行线路中的轨旁设备和现场的施工人员；
风险防护应对表进一步分析了各种对象在运行过程中识别的运行场景风险，并对照细化说明出现的风险和当前的防护方式，并逐项分析当前辅助安全驾驶可以实现的防护结果，逐条明确相应的功能配置要求；
综上所述，本发明一种地铁工程车辅助安全驾驶系统通过串联现场设备，动态跟踪卡控，中心司机交互来降低了工程车司机的驾驶风险，简化了调度员的防护工作内容，从而在保障安全的基础上，通过辅助驾驶安全卡控预警，提升工程车现场运行的安全；通过辅助驾驶安全卡控预警，提升了现场人员与其他列车之间的运行安全；通过司机的全局掌控，降低中心调度员的全局把控要求，，可以支持更多工程车的在线运行。最终实现了多辆工程车同时进入不同施工区域和工程车提前进入正线的安全条件，大幅度提高了降低了施工准备时间，提升了施工安全，提高了夜间施工效率。
以上所述，仅为本发明的具体实施方式，但本发明的保护范围并不局限于此， 任何熟悉本技术领域的技术人员在本发明揭露的技术范围内，可轻易想到各种等效的修改或替换，这些修改或替换都应涵盖在本发明的保护范围之内。因此，本发明的保护范围应以权利要求的保护范围为准。

Claims (12)

  1. 一种地铁工程车辅助安全驾驶系统，其特征在于，包括：
    工程车施工防护逻辑接口服务器，与自动列车监控系统连接，从自动列车监控系统获取全线站场表示信息、各个车站联锁码位原始信息，并进行卡控逻辑的计算和工程车运行任务的获取；
    工程车施工工程车施工车载辅助驾驶显示终端，与工程车施工防护逻辑接口服务器连接，用于给工程车司机提供辅助信息，全程指导工程车司机在不同区域的工作预先提醒和配合完成控制中心下发运行命令的确认。
  2. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器包括：
    授权管理模块，用于对工程车施工工程车施工车载辅助驾驶显示终端进行授权，包括限定连接的终端和连接的时间；
    站场显示模块，用于显示整条线路的当前信号系统设备状态和牵引供电状态；
    接口管理模块，用于实时检查各个设备的接口连接情况，周期性进行授权验证和超时判断，若发现异常及时中断相关的接口连接；
    防护卡控模块，用于根据当前工程车的运行位置和本次施工的运行任务，实时对工程车作业过程全程进行跟踪，提前进行预警提醒，辅助工程车司机安全在轨运行；
    数据管理模块，用于根据线路的位置，提前识别不同区域的运行风险，形成相关的预警提示预案，并根据列车的运行位置提前进行预报；
    电子任务模块，用于实现控制中心和工程车施工工程车施工车载辅助驾驶显示终端进行运行任务的电子交互；
    设备维护模块，用于维护人员及时了解设备的运行状态。
  3. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工工程车施工车载辅助驾驶显示终端包括：
    全局显示模块，用于显示当前列车位置为起点的周边在线设备状态；
    告警显示模块，用于根据工程车施工防护逻辑接口服务器发送的监控信息，进行实时文本叠加语音的方式显示，提醒工程车司机前方潜在的风险。
  4. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器首先完成部署和软件启动，其次根据静态的数据配置，完成全线运行预案加载和授权设备数据加载；加载成功以后与全自动列车监控系统建立连接，获取全线信号系统设备状态和牵引供电设备状态；最后等待工程车施工工程车施工车载辅助驾驶显示终端的连接请求。
  5. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工工程车施工车载辅助驾驶显示终端在上电后，并向工程车施工防护逻辑接口服务器发送注册请求，在完成注册登记成功后，根据工程车施工防护逻辑接口服务器发送站场全局显示定位本车的位置，同步展示周边的信号设备状态；同步加载控制中心下发的运行任务信息和显示相关的告警信息和设备运行状态信息。
  6. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器收到工程车施工工程车施工车载辅助驾驶显示终端的注册信息后，进行自动发送站场全局显示、运行任务信息、设备状态信息和预警信息，并对该工程车施工工程车施工车载辅助驾驶显示终端所代表的列车启动相关的防控预警，包括接近预警、防护距离预警和运行监控，当运行的工程车位置发生变更后，同步计算新的防控预警。
  7. 根据权利要求6所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述接近预警具体为：重点将预判的风险在司机驾驶过程中，进行提前计算和预报，其中接近预警包括岔区接近预警、站台接近预警、弯道接近预警和坡道接近预警；
    所述防护距离预警包括一站两区间防控、运行区单车防控、道岔状态防控和闯红灯防控；
    所述运行监控包括对运行设备状态进行监控和对施工时间进行监控。
  8. 根据权利要求7所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述运行监控与选配的障碍物检测系统进行联动，根据障碍物检测的结果，实时预警区间运行风险；或者所述运行监控与牵引供电系统进行联动，实时预警非停电区的运行风险。
  9. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器与工程车施工工程车施工车载辅助驾驶显示终端通过周期性的交互和协作，确保整个设备的交互信息的实时性和有效性，辅助工程车司机及时识别运行过程的风险。
  10. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工工程车施工车载辅助驾驶显示终端包括：
    站场图显示区域，用于显示信号系统的全部状态信息，包括在线列车运行状态、信号机状态、道岔状态、进路状态和牵引供电状态；
    运行任务显示区域，用于控制中心的调度员根据当前列车运行情况，授权施工车辆提前运行至安全车站；
    预警信息显示区域，用于根据被跟踪列车的实际运行位置和接收到的后台服务器进行计算的预警信息，给予展示和语音朗读；
    设备状态显示区，用于显示当前的时间，当前设备的运行状态，后台服务器的运行状态信息；当检测到设备运行故障后，及时中断各区域显示画面。
  11. 根据权利要求1所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器防范的风险包括列车运行过程中的风险，轨旁设备的风险和配合施工人员的风险。
  12. 根据权利要求11所述的一种地铁工程车辅助安全驾驶系统，其特征在于，所述工程车施工防护逻辑接口服务器具有风险防护应对表，该风险防护应对表中分析了参与的对象以及各对象在运行过程中识别的运行场景风险，并对照细化说明出现的风险和当前的防护方式，并逐项分析当前辅助安全驾驶可以实现的防护结果。
PCT/CN2024/115135 2023-09-26 2024-08-28 一种地铁工程车辅助安全驾驶系统 Pending WO2025066746A1 (zh)

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