CN114604300A - FAO remote driving system based on 5G technology - Google Patents

Abstract

The invention relates to a FAO remote driving system based on a 5G technology, and belongs to the field of rail transit wayside signal systems. The FAO remote driving system based on the 5G network architecture is subjected to network layered design, is applied to the condition that the FAO system breaks down to cause emergency stop, selects different remote driving modes according to the working states of an ATP (automatic train protection) system and an ATO (automatic train operation) system, and is safe, reliable, intelligent and efficient; the FAO remote driving system based on the 5G technology is designed in a functional mode, different modes such as a standby mode, a remote driving mode and fault guiding safety are supported, and switching is flexible. The invention greatly shortens the time for relieving the fault parking of the FAO system, improves the operation efficiency and avoids the panic of passengers; manual misoperation is prevented; the safety and the reliability of the system are guaranteed; the personal safety of a driver is guaranteed; the availability and reliability of the system can be improved by using the 5G technology.

Description

A FAO remote driving system based on 5G technology

technical field

The invention belongs to the field of rail transit trackside signal systems, and in particular relates to a 5G technology-based FAO remote driving system.

Background technique

With the increasing popularity and continuous improvement of the fully automatic driverless system in the rail traffic signal industry, people truly feel the convenience brought by the automation and safety of the rail traffic signal system. However, new problems have gradually emerged during the long-term on-site operation.

When the train is operating on a fully automatic unmanned line, once the signal system fails, the train will adopt a fault-oriented safety mechanism - emergency braking. The train needs manual rescue and cannot be activated in autopilot mode. When the train stops in the interval for a long time, it will affect the normal operation of the line, and even cause panic among passengers. At present, the main solution in the industry is to authorize the driver to board the train from the section through a series of safety procedures, control the train to run to the designated area in the manual driving mode, or continue to run after the train mode is upgraded. However, this method is inefficient. In the manual driving mode, all safety is the responsibility of the driver, and there are personal safety risks for the driver and passengers.

SUMMARY OF THE INVENTION

(1) Technical problems to be solved

The technical problem to be solved by the present invention is how to provide a FAO remote driving system based on 5G technology, so as to solve the problem of manually boarding the train to drive the train out of the fault area to a nearby platform or other safe area after a signal failure occurs in the FAO system.

(2) Technical solutions

In order to solve the above technical problems, the present invention proposes a FAO remote driving system based on 5G technology, the system includes a center layer, a station layer, a trackside layer and a vehicle-mounted layer, wherein,

Central layer: The remote driving system arranged by the ATS dispatching workstation authorized center controls the train remotely; the remote driving system can remotely activate the on-board video monitoring equipment and traction controller; The dispatcher checks; at the same time, the dispatcher issues a remote driving command through the remote driving system to control the train to run slowly at the allowable speed;

Station layer: The station layer mainly deploys backbone network transmission equipment and 5G bearer network equipment, and sends the collected vehicle-ground wireless data to the relevant server at the center layer through the transmission network for data distribution and processing;

Trackside layer: Deploy 5G base station equipment and leaky cables to send and receive wireless data from vehicles and ground;

On-board layer: 5G on-board terminals, 2 high-definition cameras and traction controllers are deployed at the head and tail ends of the train; 5G on-board terminals are used to access 5G wireless networks, and 2 high-definition cameras are used to monitor the running environment in front of and behind the train in real time. information; the traction controller is connected to the 5G vehicle terminal, receives the train control information issued by the central layer, and forwards the control instructions to the vehicle traction/brake module, so as to realize the remote driving of the vehicle.

Further, the central layer includes OCC dispatching workstation, signal system ATS equipment, remote driving station, cloud computing equipment, subway self-built 5G core network and MEC edge computing equipment; the station layer includes signal system ground transmission network equipment, 5G Bearer network equipment, 5G BBU equipment and 5G platform room sub-equipment; the trackside layer includes 5G trackside RRU equipment, combiners and leaky cable antennas; the vehicle layer includes vehicle antennas, 5G vehicle terminals, vehicle switches, HD Industrial cameras, high-definition cameras, track obstacle detection equipment, traction controllers, vehicle traction/braking modules, and on-board ATP.

Further, when both the ATP and ATO systems are in normal operation, after passing the safe driving inspection of the FAO remote driving system, a remote driving request is sent to the train; after the train receives the request, the emergency braking is relieved and switched to the remote driving mode, and the FAO remote driving Under the supervision of the ATP system, the system issues the train running command, activates the ATO system, and controls the train operation.

Further, when the ATP system is running normally, but the ATO system is down, the FAO remote driving system will initiate a remote driving request to the train after passing the safe driving inspection; after the train receives the request, it will relieve the emergency braking and switch to the remote driving mode. The remote driving system can issue train running commands under the supervision of the ATP system. At this time, the ATO system cannot control the train. Therefore, the FAO remote driving system needs to continuously send train control commands to control the train.

Further, when the ATP system is down, no matter whether the ATO system is normal or down, the train cannot continue to be controlled through the ATO system. After the safe driving inspection of the FAO remote driving system is passed, a remote driving request is sent to the train; the train is relieved after receiving the request. Emergency braking and switch to remote driving mode, the FAO remote driving system sends the car control command in real time, and the driver manually controls the train operation remotely. When controlling the train operation, the system will strictly control the train to run within the minimum speed limit. Once the speed limit value is exceeded, the system will An emergency braking command will be sent to the train.

Further, the working mode of the FAO remote driving system includes a standby mode. After the FAO remote driving system is powered on, it first needs to complete a power-on self-check, including: checking that the 5G communication vehicle-ground communication link is normal; checking that the vehicle-mounted rail transit remote driving The intelligent protection system is in normal working state; check that the status of each car control button on the remote driving station is on the safe side, poll each operation button and the gear lever and the connection to the system is normal; check the static data of the train running on the line in the FAO remote driving system There are configurations in the system, and there is no abnormality in the data verification; after completing the above self-test content, the system automatically enters the standby mode. If there is an equipment abnormality in the inspection, an alarm message will be sent to remind the maintenance personnel that the system self-test failed, and the reason for the failure will be displayed; in the standby state The video signal collected by the binocular camera of the designated train can be obtained by inputting the on-board number. The function of remote control of the train is not available in standby mode.

Further, the working mode of the FAO remote driving system includes a remote driving mode, and the remote driving mode is that when the FAO system has a signal failure, the train emergency brakes, and the remote driving conditions are met at this time, and the FAO remote driving system is switched to the remote driving mode. Continue to maintain the communication state with the controlled train, obtain the video signal of the designated train, and send a remote control application to the train.

Further, the remote driving mode can only be entered after applying for the control right to the controlled train, including the following steps:

S101. Determine that each system check item in the standby mode has passed;

S102, select the train to be controlled, determine that the train is in a stationary state, and send a remote train control request to the train;

S103. After the on-board rail transit remote driving intelligent protection system replies to the command to allow remote vehicle control, obtain the real-time video capture image of the train and feedback information from the obstacle detection system;

S104. Obtain the running status of the ATP and ATO of the train, display them on the screen, and automatically select the vehicle control mode according to the actual situation of the ATP and ATO;

S105. After completing the above steps, the maintenance personnel will carry out a remote driving confirmation command, the system will enter the remote driving mode, the system will send a command to relieve the emergency braking to the train, and maintain the vehicle control state for uninterrupted communication;

S106. The maintenance personnel controls the train to run to the designated position through the remote bridge, or completes the train upgrade;

S107 , if the train is remotely driven to a designated position and then stopped, after receiving the information that the train has stopped and stopped, it sends a braking stop command to the train, and after manual confirmation, the system can exit the remote driving mode. If the train completes the upgrade and returns to fully automatic operation during the remote driving process, the system can automatically exit the remote driving mode;

S108. If the obstacle detection system reports that there is an obstacle ahead during the remote driving of the train, send an emergency braking command to the train, and keep communicating with the train and the obstacle detection system until the fault is eliminated and continue to run;

S109. After the system exits the remote driving mode normally, it will return to the standby mode;

S110. When the communication is interrupted or the delay of the video signal is too large during the remote driving of the train, the communication times out, and the system will automatically enter the fail-oriented safety mode.

Further, the working mode of the FAO remote driving system includes a fail-oriented safety mode. During the operation of the remote driving mode, once the video signal is interrupted or the vehicle control delay exceeds the maximum allowable time, the FAO remote driving system will immediately enter a fault. Guided to safe mode, an emergency braking command is sent to the train.

Further, the fault-oriented safety mode is entered when a fault occurs during the system's remote driving mode, or the power-on check fails before the standby mode, which specifically includes the following situations: check for a 5G communication line failure, and communication signals are interrupted; Under the premise of normal 5G signal communication, the on-board camera equipment is faulty, and the video capture signal is abnormal; the self-check of the remote driving equipment is abnormal, and there is a data check problem or equipment failure; if the system enters the fault-oriented safety mode from the remote driving mode, the system Continue to send emergency braking commands to the controlled train and wait for the staff to remove the fault; if the system enters the fault-oriented safety mode from the standby mode, it will not send any message to the outside world, but only issue an alarm through the display screen and display the cause of the fault.

(3) Beneficial effects

The present invention proposes a FAO remote driving system based on 5G technology. The present invention includes the network layered design of the FAO remote driving system based on 5G network architecture. The FAO remote driving system is applied to the emergency stop caused by the failure of the FAO system. The driving system selects different remote driving modes according to the working status of the ATP and ATO systems, which is safe, reliable, intelligent and efficient; the functional mode design of the FAO remote driving system based on 5G technology supports different modes such as standby mode, remote driving mode, and fail-safe safety. , switch flexibly. Advantages of the present invention include:

Greatly shortens the mitigation time of FAO system failures and stops, improves operational efficiency, and avoids panic among passengers;

It is not safe for the driver to manually get on the car and drive. The invention combines the self-checking algorithm and automatically selects the driving mode according to the working conditions of ATP and ATO to prevent manual misoperation;

Three operating modes are designed, and the design principle of fault-oriented safety is met during the system working process to ensure the safety and reliability of the system;

The invention can realize that the driver can drive the faulty train remotely in the dispatch center, avoid the situation that the driver walks to the train when the FAO system emergency braking stops in the tunnel or viaduct between stations, and ensure the personal safety of the driver;

The present invention uses the 5G network as the vehicle-ground communication channel. The characteristics of the 5G network are large bandwidth, low latency, and large number of connections, etc. The availability and reliability of the system can be improved by using the 5G technology.

Description of drawings

1 is a schematic diagram of the network architecture of the FAO remote driving system of the present invention;

Fig. 2 is the flow chart of the FAO remote driving mode of the present invention;

Fig. 3 is the logical flow chart of the standby mode system of the present invention;

Fig. 4 is the logic flow chart of the remote driving mode system of the present invention;

FIG. 5 is a logic flow chart of the fault-oriented safety mode system of the present invention.

Detailed ways

In order to make the purpose, content and advantages of the present invention clearer, the specific embodiments of the present invention will be described in further detail below with reference to the accompanying drawings and embodiments.

Terminology Explanation

Fully Automatic Operation (FAO)

The FAO system is a product of the rail traffic signal system. Compared with the CBTC system, the main advantages of FAO are to achieve a high level of automation in operation, improve the safety and reliability of the system, and improve the efficiency and flexibility of the operating organization.

Automatic train supervision(ATS)

A general term for technologies such as automatically setting the route for the train according to the train schedule, directing the train, and implementing the train operation management.

Automatic Train Protection(ATP)

The train automatic protection system is an important part of the signal system. It provides safety guarantee for the train, effectively reduces the labor intensity of the train driver, and improves the operation efficiency of the train.

Automatic Train Operation (ATO)

The automatic train operation system can complete the function of automatic train operation. It can select the best operating conditions according to the set operation curve and the instructions of the ATS system, and cooperate with the ATP system to complete the automatic and safe operation of the train. ATO is part of the vehicle control system.

Remote Radio Unit (RRU)

The remote radio frequency module is the core subsystem in the wireless base station, which mainly completes the functions of transmitting signal processing and receiving signal processing from the baseband to the air interface.

Indoor baseband processing unit Building Base band Unit (BBU)

The indoor baseband processing unit is an important unit to complete the baseband signal processing function of the base station. One BBU can support multiple RRUs. Using the BBU+RRU multi-channel solution can well solve the indoor coverage of large venues.

communication based train control (CBTC)

Based on large-capacity, continuous two-way communication of vehicle-ground information and train positioning and control technology, the speed control of the train is realized. The continuous train automatic control system is constructed by on-board and ground processors capable of performing safety functions, using active train positioning technology and continuous train-ground two-way data communication technology that do not rely on trackside train occupancy detection equipment.

turnout

A turnout is a line connection device that enables rolling stock to be transferred from one track to another, and it is also one of the weak links of the track. It is usually laid in large quantities between stations and depots.

signal

Signal machine is the trackside basic equipment of railway and urban rail transit. The railway signal system with ground signal as the main signal, the driver must operate according to the display of the signal machine.

Route

A route is a route for traffic within a station or between sections managed by computer interlocking in order to ensure driving safety. Most routes start at the start signal and end at the end signal. An approach can contain one or more segments.

filter

The train screening function is to determine whether there are hidden trains in the section, which is a necessary condition for the automatic operation of the trains. The lost trains cannot operate efficiently and safely automatically.

The present invention adopts the 5G network communication technology, and utilizes its characteristics of high bandwidth and low delay, so that the video signal can be transmitted back to the ground system in real time without affecting the interaction of vehicle-ground control commands. At present, rail traffic signals use LTE-M network communication, and the 5G network and LTE-M network are arranged in parallel to ensure that the remote driving function can be realized through 5G communication technology in the event of a train failure due to the LTE-M network. It is the first time that 5G network technology has been applied to the rail traffic signal industry. The application of this technology can effectively improve the timeliness and reliability of system operation. Aiming at the practical application of 5G network communication technology, a 5G-based FAO remote driving system is designed. It can effectively avoid transportation accidents caused by irregular operations such as human misoperation, fatigue driving, illegal operations, etc., and can realize the unified scheduling of transportation vehicles, routes, and time, and double the transportation efficiency.

Compared with the CBTC system, the FAO system has a high level of automation, which can improve the security and reliability of the signaling system, and improve the efficiency and flexibility of the operating organization. The FAO system is more stringent in the management of fail-oriented safety mechanisms. As the system has a higher level of safety and reliability, the types of inspection conditions of the system will be more abundant. Once a certain inspection condition does not meet the conditions of automatic operation, the system will adopt a safety protection mechanism (emergency braking) for the train. parking), the system of the present invention provides a more efficient and safe solution after the failure of the FAO system.

In the fully automatic unmanned operation line, once the emergency braking of the train stops in the section due to special circumstances, the FAO remote driving system will play a huge role. After the emergency braking of the train, the FAO remote driving system can obtain the working status of the on-board ATP and ATO systems in real time, and collect the real-time image of the front end of the train through the on-board binocular camera. When the train switches to the remote driving mode, the FAO remote driving system can control the train based on the 5G communication network. The high bandwidth and low delay characteristics of the 5G communication network are used to ensure the real-time performance of the control signals and video transmission signals when driving the train remotely. .

The implementation of 5G network communication technology in the field of rail transit is the first time. The 5G communication network is arranged in parallel with the existing LTE-M network of rail transit to ensure that the vehicle control function can still be achieved even when the LTE-M network is paralyzed. The high-bandwidth and low-latency characteristics of the 5G network can ensure the real-time performance of video signals and the reliability of control information during driving, and ensure the safety performance of the system.

The system designed by the present invention can be operated in the scenarios where the train is parked on the viaduct due to the failure of the FAO system, parked between the tunnel stations and far away from the platform, or there is a fire danger in front of the line and other scenarios that require manual boarding. At present, the functional technology of the FAO system is complete, but there is still a large gap for the auxiliary system of the FAO system. This system is a supplementary optimization of the FAO system.

This invention is a remote driving solution proposed in the current industry for the failure of the FAO system to stop and continue to run. At present, after the failure of the FAO signal system, the train is manually driven to the designated area. No similar solution has been found. or a similar implementation.

Under the background of the existing technical solution, once the FAO system has a signal failure, it is necessary to manually get on the train to drive the train out of the failure area to a nearby platform or other safe area. First, the dispatch center initiates a series of safety confirmations to ensure that the train and the station have the conditions for manual boarding. The driver and operation and maintenance personnel walk to the emergency parking vehicle position near the platform, and then manually drive the train to the designated area after boarding. The existing technical solutions are complicated to operate, and there are many application procedures to be handled in terms of operation, and there are many unsafe factors and a lot of time consuming for drivers and operation and maintenance personnel to walk to the train on the tunnel or viaduct.

The FAO remote driving system solution based on 5G technology can greatly reduce the complexity of the work and shorten the maintenance time. Through the communication and exchange of data between the system and the FAO system, the safety inspection related to the application for remote control of the train is completed. After the inspection is completed, the driver can control the train in real time on the remote driving platform of the dispatch center, and combine with obstacle detection. System supervision and protection, drive the train into the designated area, or complete the upgrade to restore the normal operation of the FAO system.

In view of the imperfection of the prior art, the technical problem to be solved by the present invention is to propose a solution of a FAO remote driving system based on 5G technology. The invention is mainly used in the FAO system line, where the train needs to be manually boarding to relieve the situation after degrading and parking. Hazardous sections of the situation, etc. Through the system of the present invention, the driver can remotely control the train to travel to the designated position or complete the upgrade and continue to operate.

The technical method adopted in the present invention is as follows: by using 5G communication technology, the video signal is collected by the vehicle-mounted binocular camera, and fed back to the operation interface of the remote driving station of the dispatch center through arithmetic processing, and then the driver operates the driving. According to the functional requirements of the mitigation processing after the FAO system fails to stop, and combined with the existing solutions for manual boarding, the FAO remote driving system solution based on 5G technology is now discussed in detail:

First of all, it is the design of the 5G communication module. The system of the present invention adopts 5G communication technology, mainly considering its characteristics of high bandwidth and low delay, and can transmit video signals back to the ground system in real time without affecting the interaction of vehicle-ground control commands. . At present, rail traffic signals use LTE-M network communication, and the 5G network and LTE-M network are arranged in parallel to ensure that the remote driving function can be realized through 5G communication technology in the event of a train failure due to the LTE-M network.

Compared with 4G network, 5G network has greatly improved in terms of bandwidth, delay, and number of connections. The 5G network bandwidth will be 20 times that of the 4G network, the end-to-end delay can reach 1ms, the 4G network is 30ms, and the fastest human response is only 100ms. The large bandwidth, low latency and high reliability of 5G will have great application prospects in various security fields.

The 5G-based FAO remote driving technology is to use the 5G network constructed by urban rail to collect video image information in front of the train in real time through high-definition cameras and obstacle detection systems installed on the train, and upload the information to the subway dispatch center through the 5G network. , to assist dispatchers in train dispatching operations. Its system network architecture is shown in Figure 2:

As known from Figure 1, the entire network architecture consists of four layers; the central layer, the station layer, the trackside layer and the vehicle layer. The devices included in each tier are as follows:

Central layer: OCC dispatching workstation, signal system ATS equipment, remote driving station, cloud computing equipment, subway self-built 5G core network, MEC edge computing equipment;

Station layer: signal system ground transmission network equipment, 5G bearer network equipment, 5G BBU equipment, 5G platform room sub-equipment;

Trackside layer: 5G trackside RRU equipment, combiner, leaky cable antenna;

Vehicle layer: vehicle antenna, 5G vehicle terminal, vehicle switch, high-definition industrial camera, high-definition camera, track obstacle detection equipment, traction controller, vehicle traction/braking module, vehicle ATP.

The functions of each level are as follows:

Central layer: The remote driving system arranged by the ATS dispatching workstation authorizes the center to control the train remotely. The remote driving system can remotely activate on-board video monitoring equipment and traction controllers. The real-time uploaded high-definition video information in front of the train is displayed through the cloud server for the dispatcher to view. At the same time, the dispatcher issues remote driving commands through the remote driving system to control the train to run slowly at the allowable speed.

Station layer: The station layer mainly deploys backbone network transmission equipment and 5G bearer network equipment, and sends the collected vehicle-ground wireless data to the relevant servers at the central layer through the transmission network for data distribution and processing.

Trackside layer: 5G base station equipment and leaky cables are mainly deployed to send and receive wireless data between vehicles and ground.

On-board layer: 5G on-board terminals, 2 high-definition cameras and traction controllers are deployed at both ends of the train. The 5G vehicle terminal is used to access the 5G wireless network, and two high-definition cameras are used to monitor the running environment information in front of and behind the train in real time. The traction controller is connected to the 5G vehicle terminal, receives the train control information issued by the central layer, and forwards the control command to the vehicle traction/braking module, thereby realizing remote driving of the vehicle.

Secondly, it is the design of the vehicle control scheme of the system under different operating scenarios. This part of the design content needs to determine the failure of the FAO system, that is, to determine whether the ATP and ATO systems are normal or not to determine the final vehicle control scheme. Among them, the ATP system is responsible for supervising the safe operation of the vehicle, and the ATO system is responsible for automatically controlling the operation of the vehicle under the supervision of the ATP system. The two subsystems coordinate and cooperate to control the train to realize the fully automatic operation of the train. When the train loses its positioning, is degraded due to screening loss or other reasons, and emergency braking stops, it is necessary to determine the working status of the above two subsystems and formulate a reasonable control vehicle. Program:

It should be noted that when the train brakes in an emergency, the FAO remote driving system needs to check the reason for the train's braking before taking over the train. Sections and other equipment statuses are checked for safety one by one. After all the checks are passed, a remote driving request is sent to the train through the on-board dedicated interface of the FAO remote driving system to relieve emergency braking and start remote driving.

1. When both ATP and ATO systems are operating normally, the FAO remote driving system will initiate a remote driving request to the train after passing the safe driving inspection. After the train receives the request, the emergency braking is relieved and it switches to the remote driving mode. The FAO remote driving system can issue the train running command under the supervision of the ATP system, and activate the ATO system to control the train running.

2. When the ATP system is running normally, but the ATO system is down, the FAO remote driving system will initiate a remote driving request to the train after passing the safe driving inspection. After the train receives the request, it relieves the emergency braking and switches to the remote driving mode. The FAO remote driving system can issue a train running command under the supervision of the ATP system. At this time, the ATO system cannot control the train, so the FAO remote driving system needs to continue Send train control commands to control train operation.

3. When the ATP system is down, no matter whether the ATO system is normal or down, the train cannot continue to be controlled through the ATO system. After the safe driving inspection of the FAO remote driving system is passed, a remote driving request is sent to the train. After the train receives the request, it relieves the emergency braking and switches to the remote driving mode. The FAO remote driving system sends the train control command in real time, and the driver manually controls the train operation remotely. When the train is controlled, the system will strictly control the train to run within the minimum speed limit. Once the speed limit value is exceeded, the system will send an emergency braking command to the train.

The flowchart of the FAO remote driving mode in the above three situations is shown in Figure 2.

Finally, for the working mode of the FAO remote driving system based on 5G technology, the present invention designs three modes, namely: standby mode, remote driving mode, and fault-oriented safety mode.

Standby mode:

The FAO remote driving system automatically enters standby mode after power-on self-test. In standby mode, the system cannot issue control commands to the outside world, which has no impact on the FAO system, which is in normal operation.

Remote driving mode:

The remote driving mode is when the train emergency brakes when the FAO system has a signal failure. At this time, the remote driving conditions are met, and the FAO remote driving system switches to the remote driving mode, and continues to maintain communication with the controlled train (if the communication is interrupted or timed out, the train will Restore the emergency braking state), obtain the video signal of the designated train, and send a remote control application to the train. After the train responds to accept the remote control, it starts to drive the train remotely according to the real-time train video signal and operation prompts.

Fail-Oriented Safe Mode:

During the operation of the remote driving mode, once the video signal is interrupted, or the vehicle control delay exceeds the maximum allowable time (configurable), the FAO remote driving system immediately enters the fail-safe mode and sends an emergency braking command to the train.

The specific functional logic of the above three modes is described in detail below.

Standby mode:

After the 5G-based FAO remote driving system is powered on, it first needs to complete the power-on self-check, including:

(1) Check that the 5G communication vehicle-ground communication link is normal;

(2) Check the working status of the intelligent protection system for vehicle-mounted rail transit remote driving;

(3) Check that the status of each car control button on the remote cockpit is on the safe side, poll each operation button and the gear lever and the connection to the system is normal;

(4) Check that the trains running on the line are all configured in the static data in the FAO remote driving system, and there is no abnormality in the data verification.

After completing the above self-checking content, the system automatically enters the standby mode. If there is an equipment abnormality in the check, an alarm message will be sent to remind the maintenance personnel that the system self-checking fails, and the reason for the failure will be displayed. In the standby mode, the video signal collected by the binocular camera of the designated train can be obtained by entering the vehicle number. In the standby mode, the function of remote control of the train is not available. The system logic flow chart of standby mode is shown in Figure 3:

Remote driving mode:

The remote driving mode can only be entered after applying for the control right to the controlled train, including:

S101. Determine that each system check item in the standby mode has passed;

S102, select the train to be controlled, determine that the train is in a stationary state, and send a remote train control request to the train;

S103. After the on-board rail transit remote driving intelligent protection system replies to the command to allow remote vehicle control, obtain the real-time video capture image of the train and feedback information from the obstacle detection system;

S104 , obtain the running status of the ATP and ATO of the train, and display them on the screen, and automatically select the vehicle control mode according to the actual situation of the ATP and ATO; the vehicle control mode is shown in FIG. 2 .

S105. After completing the above steps, the maintenance personnel will carry out a remote driving confirmation command, the system will enter the remote driving mode, the system will send a command to relieve the emergency braking to the train, and maintain the vehicle control state for uninterrupted communication;

S106. The maintenance personnel controls the train to run to the designated position through the remote bridge, or completes the train upgrade;

S107 , if the train is remotely driven to a designated position and then stopped, after receiving the information that the train has stopped and stopped, it sends a braking stop command to the train, and after manual confirmation, the system can exit the remote driving mode. If the train completes the upgrade and returns to fully automatic operation during the remote driving process, the system can automatically exit the remote driving mode;

S108 , if the obstacle detection system reports that there is an obstacle ahead during the remote driving of the train, send an emergency braking command to the train, and keep communicating with the train and the obstacle detection system until the fault is eliminated and continue to run.

S109. After the system exits the remote driving mode normally, it will return to the standby mode;

S110. When the communication is interrupted or the video signal delay is too large during the remote driving of the train, the communication times out, and the system will automatically enter the fail-oriented safe mode (see below).

The system logic flow chart of remote driving mode is shown in Figure 4:

fail-safe mode

This mode is entered when the system fails during the remote driving mode, or the power-on check fails before the standby mode, which includes the following conditions:

(1) Check that the 5G communication line is faulty and the communication signal is interrupted.

(2) Under the premise of normal 5G signal communication, the vehicle camera equipment is faulty and the video capture signal is abnormal.

(3) The self-check of the remote driving equipment is abnormal, and there is a data check problem or equipment failure.

If the system enters the fault-oriented safety mode from the remote driving mode, the system continues to send emergency braking commands to the controlled train, waiting for the staff to clear the fault. If the system enters the fault-oriented safety mode from the standby mode, it will not send out messages, but only issue an alarm through the display screen and display the cause of the failure. The system logic flow chart of the fail-oriented safe mode is shown in Figure 5.

The FAO remote driving system based on 5G technology is a functional supplement to the FAO system. When the emergency braking of a train in the FAO system cannot be relieved, it is necessary to manually board the train from the section and drive the train to the designated area or complete the upgrade. In this case, the FAO remote control system can be used for remote driving, which can effectively improve operational efficiency and ensure personnel safety. With the assistance of the obstacle detection system and the communication guarantee of 5G technology, the safety and reliability of the FAO remote driving system are greatly improved. Function verification, the function of completing remote driving in remote driving mode, if there is a system failure during standby verification and remote driving, it will immediately enter the fault-oriented safety mode to ensure the safe and smooth operation of the system, which is a powerful force of the FAO system. Standby system

Key points of the present invention include:

1. Layered design of FAO remote driving system network based on 5G network architecture.

2. The FAO remote driving system is applied to the emergency stop due to the failure of the FAO system. The FAO remote driving system selects different remote driving modes according to the working status of the ATP and ATO systems, which is safe, reliable, intelligent and efficient.

3. The functional mode design of the FAO remote driving system based on 5G technology supports different modes such as standby mode, remote driving mode, and fault-oriented safety, which can be switched flexibly.

Advantages of the present invention include:

1. Greatly shorten the mitigation time of the FAO system malfunction and stop, improve the operation efficiency, and avoid the panic of passengers;

2. It is not safe for the driver to manually get on the car and drive. The invention combines the self-checking algorithm and automatically selects the driving mode according to the working conditions of ATP and ATO to prevent manual misoperation;

3. Three operating modes are designed, and the design principle of fault-oriented safety is satisfied in the system working process to ensure the safety and reliability of the system;

4. The present invention can realize the driver to drive the faulty train remotely in the dispatch center, avoid the situation that the driver walks to the train when the FAO system emergency braking stops in the tunnel or viaduct between stations, and ensure the personal safety of the driver;

5. The present invention uses the 5G network as the vehicle-ground communication channel. The characteristics of the 5G network are large bandwidth, low latency, and a large number of connections. Using 5G technology can improve the availability and reliability of the system.

The above are only the preferred embodiments of the present invention. It should be pointed out that for those skilled in the art, without departing from the technical principle of the present invention, several improvements and modifications can also be made. These improvements and modifications It should also be regarded as the protection scope of the present invention.

Claims (10)

1. A FAO remote driving system based on 5G technology is characterized by comprising a central layer, a station layer, a trackside layer and a vehicle-mounted layer, wherein,

a central layer: a remote driving system arranged in an authorization center of an ATS dispatching workstation is used for remotely controlling the train; the remote driving system can remotely activate the vehicle-mounted video monitoring equipment and the traction controller; the method comprises the steps that high-definition video information in front of a train uploaded in real time is displayed through a cloud server and is viewed by a dispatcher; meanwhile, a dispatcher issues a remote driving command through a remote driving system to control the train to slowly run at an allowable speed;

a station layer: the station layer is mainly provided with backbone network transmission equipment and 5G bearing network equipment, and the acquired vehicle-ground wireless data is sent to a related server of the central layer through a transmission network to carry out data distribution and processing;

trackside layer: deploying 5G base station equipment and leaky cables for receiving and transmitting wireless data of a vehicle and the ground;

a vehicle-mounted layer: the head and tail ends of the train are respectively provided with a 5G vehicle-mounted terminal, 2 high-definition cameras and a traction controller; the 5G vehicle-mounted terminal is used for accessing a 5G wireless network, and the 2 high-definition cameras are used for monitoring running environment information in front of and behind the train in real time; the traction controller is connected with the 5G vehicle-mounted terminal, receives train control information issued by the central layer, and forwards the control instruction to the vehicle traction/braking module, so that remote driving of the vehicle is realized.

2. A FAO remote driving system based on 5G technology according to claim 1, wherein the central layer comprises an OCC dispatch workstation, a signal system ATS device, a remote control station, a cloud computing device, a subway self-building 5G core network, and an MEC edge computing device; the station layer comprises signal system ground transmission network equipment, 5G bearing network equipment, 5G BBU equipment and 5G platform room branch equipment; the trackside layer comprises 5G trackside RRU equipment, a combiner and a leaky cable antenna; the vehicle-mounted layer comprises a vehicle-mounted antenna, a 5G vehicle-mounted terminal, a vehicle-mounted switch, a high-definition industrial camera, a high-definition camera, rail surface obstacle detection equipment, a traction controller, a vehicle traction/braking module and a vehicle-mounted ATP.

3. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when both the ATP system and the ATO system are in normal operation, after the safety driving inspection of the FAO remote driving system is passed, a remote driving request is initiated to the train; and after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, and the FAO remote driving system sends a train running command under the supervision of the ATP system, activates and starts the ATO system and controls the train to run.

4. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when the ATP system is normally operated but the ATO system is down, the FAO remote driving system initiates a remote driving request to the train after a safe driving check is passed; after receiving the request, the train relieves the emergency braking and switches to a remote driving mode, the FAO remote driving system can send out a train running command under the supervision of the ATP system, and at the moment, the train cannot be controlled by the ATO system, so the FAO remote driving system needs to continuously send out a train control command to control the train to run.

5. The FAO remote driving system based on 5G technology as claimed in claim 2, wherein when the ATP system is down, no matter whether the ATO system is normal or down, the ATO system can not continue to control the train, and after the FAO remote driving system passes the safe driving inspection, the FAO remote driving system initiates a remote driving request to the train; the FAO remote driving system sends a train control command in real time, a driver remotely and manually controls the train to run, the system can strictly control the train to run at the lowest speed limit when the train runs, and once the train exceeds the speed limit value, the system sends the emergency braking command to the train.

6. A FAO remote driving system based on 5G technology according to any one of claims 1-5, wherein the working mode of the FAO remote driving system comprises a standby mode, and after the FAO remote driving system is powered on, the FAO remote driving system firstly needs to complete power-on self-test, and the FAO remote driving system comprises: checking that the vehicle-ground communication link of the 5G communication is normal; checking that the working state of the vehicle-mounted rail transit remote driving intelligent protection system is normal; checking that the state of each vehicle control button of the remote driving platform is on the safe side, and polling each operation button and a gear lever to be normally connected with the system; checking that all trains running in the line have configuration in static data in an FAO remote driving system, and checking the data to be abnormal; after the self-checking content is completed, the system automatically enters a standby mode, if equipment abnormality is checked, alarm information is sent out to prompt maintenance personnel that the system self-checking fails, and the failure reason is displayed; the video signal that appointed train binocular camera was gathered can be obtained to the on-vehicle serial number of accessible input under the standby mode, does not possess the function of remote control train under the standby mode.

7. The FAO remote driving system based on the 5G technology as claimed in claim 6, wherein the working modes of the FAO remote driving system include a remote driving mode, the remote driving mode is that when the FAO system has signal failure and the train is emergently braked and the remote driving condition is met, the FAO remote driving system is switched to the remote driving mode, the communication state with the controlled train is continuously kept, the video signal of the designated train is obtained, a remote control application is sent to the train, and the remote driving of the train is started according to the real-time train video signal and the operation prompt after the train returns to receive the remote control.

8. A FAO remote driving system based on 5G technology as claimed in claim 7, wherein the remote driving mode is accessible after applying control right to the controlled train, comprising the steps of:

s101, determining that each system check item in the standby mode passes;

s102, selecting a train to be controlled, determining that the train is in a stable stop state, and sending a remote train control request to the train;

s103, after the vehicle-mounted rail transit remote driving intelligent protection system replies a command of allowing remote vehicle control, acquiring real-time video acquisition images of the train and feedback information of the obstacle detection system;

s104, acquiring the running states of ATP and ATO of the train, displaying the running states on a screen, and automatically selecting a train control mode according to the actual conditions of ATP and ATO;

s105, after the steps are completed, a maintenance worker carries out a remote driving confirmation instruction, the system enters a remote driving mode, the system sends an emergency braking relieving command to the train, and the uninterrupted communication of the train control state is maintained;

s106, operating the train to a specified position through a remote driving platform by a maintainer, or finishing train upgrading;

s107, if the train is remotely driven to a specified position and then stops, after receiving the train stopping and stabilizing stopping accuracy information, sending a braking and stopping command to the train, and after manual confirmation, enabling the system to exit the remote driving mode; if the train finishes upgrading and recovers the full-automatic running state in the remote driving process, the system can automatically exit the remote driving mode;

s108, if the obstacle detection system reports that an obstacle exists in front in the process of remotely driving the train, sending an emergency braking command to the train, and keeping communication with the train and the obstacle detection system until the train continues to operate after the fault is eliminated;

s109, the system is recovered to a standby mode after normally exiting the remote driving mode;

and S110, when communication timeout is caused by communication interruption or excessive video signal delay in the process of remotely driving the train, the system automatically enters a fault-oriented safety mode.

9. A FAO remote driving system based on 5G technology as claimed in claim 8, wherein the operation mode of the FAO remote driving system comprises a fail-safe mode, and during the operation of the remote driving mode, once the video signal is interrupted or the vehicle control delay exceeds the maximum allowable time, the FAO remote driving system immediately enters the fail-safe mode and sends an emergency braking command to the train.

10. A FAO remote driving system based on 5G technology according to claim 9, wherein the fail-safe mode is entered when a failure occurs during the remote driving mode of the system or when the power-on check fails before the standby mode, specifically including the following cases: checking 5G communication line faults, and interrupting communication signals; on the premise that 5G signal communication is normal, the vehicle-mounted camera equipment fails, and a video acquisition signal is abnormal; the remote driving equipment has an abnormal self-checking function, and has a data checking problem or equipment failure; if the system enters a fault-oriented safety mode from a remote driving mode, the system continuously sends an emergency braking command to a controlled train to wait for a worker to remove the fault; if the system enters a fault-oriented safety mode from a standby mode, the system does not send messages to the outside, and only sends out an alarm through a display screen and displays the fault reason.

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