ã€Abstract】 Research purposes: To establish a comprehensive monitoring system with suitable scale, scope, depth, and function, and to exert its role of comprehensive coordination in subway operation, which has become a primary issue in the design of integrated monitoring systems. To this end, we must first carry out research on the operational model of rail transit comprehensive monitoring system.
Research results: Through the comparison of multiple schemes for system integration scope and integration depth, a suitable integration scheme was proposed; aiming at different conditions such as normal operation, blocking, failure, maintenance, station fire, station fire, and interval fire in subway operation, Proposing how to coordinate the operation of each subsystem.
1 Integrated Monitoring System Overview
In the operation of urban rail transit, various mechanical and electrical systems have been set up to ensure the normal operation of the rail transit system and to ensure the safety of passengers and workers. Although there are differences in the function division and scope of duties, there are inextricable links between them. Changes in one system often require other systems to make relevant adjustments, especially in the case of blockage of trains, fires, etc. When working conditions require more systems to be associated with each other and participate.
In order to improve the level of automated operation and management of rail transit, some rail transit lines in China have already considered and attempted comprehensive automation control and management of rail transit operations. After adopting an integrated monitoring system, system integration and interconnection of relevant functions of the station and control center are realized, and the technical level of the equipment is improved; the sharing of data information can increase the utilization rate of the data and realize the inter-system operation under different operating conditions. The organic linkage has improved the automation and scientific level of management. The flexible setting of the operation terminal provides the conditions for optimizing the operation and management system in the future, improving the operational efficiency of rail transit and reducing operating costs.
2 Overall composition of the integrated monitoring system
2.1 Integrated monitoring system integration
Due to the different integration scope and integration depth, the integrated monitoring system can be divided into the following ways.
2.1.1 Division from Integration
The integrated monitoring system is divided from the integration scope and can be divided into three modes: fully integrated, quasi-integrated and partially integrated:
2.1.1.1 Fully integrated: Based on the ATC system and the core, integrating the communication, signal, control system and all weak current monitoring systems into one system is an ideal integrated solution. However, the technology involved is too wide and the technology is very complicated. At present, it is too difficult to implement.
2.1.1.2 Quasi-integration: In addition to the main communication systems, ATC systems involving traffic safety, and AFC systems involving capital security, integrating multiple monitoring systems into one system can not only significantly improve the chaotic situation of the current discrete systems, but also facilitate the system. The implementation of the linkage function can greatly improve the automation level of the operational scheduling of the rail transit system.
2.1.1.3 Partial Integration: The integration of some single monitoring systems (such as FAS, BAS, SCADA, etc.) into a single system has the advantage of being easy to implement. The disadvantage is that it has little effect on improving the overall operation and maintenance of the rail transit system.
2.1.2 Divided from the integration depth
The integrated monitoring system is divided from the depth of integration. There are three integrated depth solutions: field-level integration, fully integrated (deep integration), executive-level integration-quasi-integration, management integration-surface integration (top-level integration).
2.1.2.1 Top Level Integration: The subsystems are integrated at the monitoring level of the OCC and stations. The integrated monitoring system collects and processes the data of each subsystem at the management level, and realizes information sharing, interaction, and system linkage among subsystems. The advantage of this scheme is that it is simple to implement, but there are still many shortcomings such as the variety of station-level equipment and interfaces and the difficulty in implementing linkage. This type of solution has the lowest degree of integration.
2.1.2.2 Quasi-integration: The communication protocols between the field acquisition, drive equipment and the execution layer are internal system protocols. Layer 2 devices are inseparable. The general integrated monitoring system does not choose to integrate at this level.
2.1.2.3 Field-level integration (deep integration): The integrated subsystems are fully integrated using the same software platform. The central layer of the integrated subsystem, the station monitoring layer and the control layer are integrated on the integrated monitoring platform, and their functions are realized by integrated monitoring software. The system application software is completely unified, the data processing is simple and rapid, the linkage functions among the systems are numerous, safe and simple, and the coordination and coordination between the integrated monitoring system and the various subsystems is completed by the integrated monitoring system integrator, reducing the construction Project management work.
The deeply integrated integrated monitoring system is a type of independent innovation in China's subway engineering practice. It overcomes the disadvantages of top-level integration and uses the same software platform to fully integrate the integrated subsystem into the integrated monitoring system. The software platform can be extended to the field level, real-time control and remote control functions can be completed, and the system is effective and responsive.
2.2 Integrated monitoring system integration scope
From the perspective of comprehensive monitoring and construction, individual specialties (such as signals, AFC, etc.) are not yet suitable for integration into the integrated monitoring system.
The subway signal system is the main specialty of the subway. At present, the system technology adopted by the metro signal professional in China is mainly imported from abroad, and is self-contained. The communication protocol is not completely open, and the software content is more strictly confidential. In addition, the signal system must ensure the safety of the vehicle. According to the computer control system, it is a safety system. Therefore, it operates independently and does not allow excessive interference from other systems. It does not allow access to non-safety systems to affect operational safety. Therefore, the subway signal system should operate independently. It is only necessary to interconnect with the subway information platform to exchange relevant information.
The AFC system involves ticket management and financial management. Both ticketing data and financial data require secure, relatively independent collection and transmission to improve security. Therefore, the AFC system has certain limitations when it comes to information exchange and resource sharing with other systems. Therefore, only limited information interconnection and data sharing should be adopted for AFC systems.
The Subway Fire Alarm (FAS) system is a system that is strictly managed by the industry and must be completely constructed according to the requirements of the local fire department. From the current technology level, it can be integrated into the integrated monitoring system. However, it must be designed in accordance with the local environmental conditions. When integration is not allowed, the design should be based on the interconnection method.
3 Integrated monitoring system functions
3.1 System Functions Under Normal Conditions
Under normal circumstances, the overall adjustment will be responsible for the overall monitoring system and the subsystems of the scheduling and management work, coordination of the work between the relevant business stations, sharing the operation information of the various subsystems on the network, coordination and coordination between the relevant dispatching stations, Monitor the operating status of each system device.
Integrated Monitoring System In the daily monitoring and management mode, OCC monitors all stations and related professional systems across the board. According to the timing of the pre-arrangement and the specified mode, various equipments can be started and stopped at regular intervals, and system parameters such as power supply, lighting, environmental control, guidance display, and ticket inspection can be adjusted according to the train operation information, passenger flow information, and environmental detection parameters to monitor the working status of each system.
3.2 Linkage control function in fire mode
When a fire occurs, according to the actual situation on the site, relevant emergency treatment measures are formulated, timely decision-making is made, and the disaster prevention command center is supervised to complete various procedures and effectively direct.
After the on-site detection equipment at the station and control center confirms the fire alarm information, the OCC will automatically switch to the disaster prevention command center and automatically switch to the system-wide disaster model. At this time, the integrated monitoring system will integrate relevant information such as on-site alarm information, train location, and so on, so that the relevant systems can work in coordination.
The Central Control Station of the control center will automatically become the disaster prevention command center station and launch the main screen of the disaster prevention command. The large screen system can divide the screen according to the fire mode and become the display window of the command center system, sending fire alarm information to the bank. Each station environmental control system, smoke control system, fire pump station, screen door, power lighting system, access control system, broadcasting system, passenger information system, CCTV system, automatic ticket inspection system, etc., automatically enter the fire mode, according to the predetermined method. , At the same time, automatically enter the appropriate working state.
3.3 Blocking Mode Central Linkage Function
In the event of an obstruction, relevant emergency treatment facilities are formulated according to the actual situation on the site, and the personnel of the OCC command center are coordinated to coordinate the work between the various service stations and make timely decisions and effective command.
When trains are blocked at platforms and tunnels, the subway operation is partially blocked. After receiving the information from the ATS, the integrated monitoring system automatically enters the blocking mode. The OCC big screen sends a message to enter the blocking mode. The alarm system is in the OCC and each The station car control room reminds the operator to enter the blocking mode, and displays information such as the position, status and running direction of the train on the OCC big screen and the attendant workstation of the car control room. The relevant systems will also coordinate and interact to assist the OCC dispatcher. Remove obstructions.
3.4 Failure Mode Central Linkage Function
When the major system equipment has a major failure, affecting the safe operation of the subway system or jeopardizing the safety of equipment and personnel, the integrated monitoring system automatically enters the failure mode. The OCC big screen sends a message to enter the failure mode. The alarm system alerts the OCC and each station car control room. The operator enters the failure mode and the relevant systems will also coordinate and interact.
3.5 Maintenance Mode Central Linkage Function
Under normal circumstances, it is responsible for grasping the operational technical status information of the relevant operating equipment within the monitoring range of each service station, establishing equipment accounting, organizing the development of comprehensive maintenance plans and measures, providing equipment maintenance plans to related service stations, and maintaining management. jobs. Organize regular or temporary maintenance of field equipment.
After the train is over, if the maintenance of important structures such as tunnel structures, lines, and catenaries is to be carried out, the integrated monitoring system will enter the maintenance mode and the relevant systems will also coordinate and interact.
3.6 Dimensional Adjustment in Abnormal Conditions
When a fire occurs or an obstruction occurs, cooperate with the disaster command platform to participate in disasters, accident rescue, etc., understand the operating status of the field equipment, master the operation of the equipment after the disaster, and formulate maintenance plans and measures according to the actual situation.
4 Coordination mode of comprehensive monitoring system under various working conditions
4.1 System Operation Mode under Normal Conditions
Under normal circumstances, the integrated monitoring system enters the normal working mode, which is the day-to-day monitoring and management mode of the integrated monitoring system. The OCC supervises all stations and professional systems across the board. The station comprehensive monitoring room supervises the professional systems at the station.
4.2 Interaction between Systems During a Fire
After the on-site detection equipment at the station and control center confirms the fire alarm information, the OCC will automatically switch to the disaster prevention command center and automatically switch to the system-wide disaster model. At this time, the integrated monitoring system will integrate relevant information such as on-site alarm information and train location, so that the relevant systems can work together.
The Central Control Station of the control center will automatically become the disaster prevention command center station, and the main screen of the disaster prevention command will be launched. The large screen system can divide the screen according to the fire mode and become the display window of the command center system.
When the FAS confirms the fire alarm information, the integrated monitoring system automatically initiates the system-wide disaster mode. At this time, the integrated monitoring system will integrate information such as FAS alarm information, CCTV real-time screens, and the full train operation status, and monitor the coordination of various professional systems.
The entire metro run will automatically respond quickly to fires and automatically enter orderly and coordinated disaster prevention work modes. The entire disaster prevention process can be displayed in an orderly and hierarchical manner on the OCC large screen.
4.2.1 Fire Occurs in the Station Area
When there is a fire in the station hall or platform, the BAS system will receive the fire alarm signal from the FAS and the corresponding mode.
(1) The station's integrated control room automatically becomes a disaster prevention command center, and at the same time, it informs the control center that the control center can coordinate and dispatch all vehicle operations;
(2) The FAS monitoring station automatically becomes a disaster prevention command station, and the main screen of the disaster prevention command is displayed;
(3) BAS works according to the fire mode control command, the station tunnel fan and the platform fan work according to the station monitoring master station mode command, and the elevator and escalator enter the disaster prevention position;
(4) The power SCADA system cuts off the non-fire power supply of this station and starts the accident lighting;
(5) The power supply for ticket gates at the station's ticket inspection is cut off for non-firefighting, and the sale of ticket inspections is stopped;
(6) The controlled door of the access control system will be automatically lifted;
(7) According to the evacuation direction of passengers, some screen doors are opened to assist passengers in evacuation, and some are closed to prevent smoke from entering the platform;
(8) All trains will perform disaster prevention operations according to fire location information (control center dispatch);
(9) CCTV automatically controls the related cameras, aligns the accident scene and the passenger evacuation channel, and pops up the video real-time monitoring screen on the large screen of the disaster prevention command center (OCC);
(10) The information in the automatic selection fire broadcast mode of the broadcasting system, including the place where the fire occurred, the fire situation, the evacuation direction of the passengers, the position of the train, and the direction of the train;
(11) The passenger guidance system and the station information system broadcast a variety of passenger guide order information from the disaster prevention center. The station plasma screen mainly plays disaster-related real-time information and disaster prevention command information.
(12) The large screen system of the control center can divide the screen according to the disaster mode and become the display window of the disaster prevention command system.
4.2.2 Fire Occurred in Tunnel Area
When a fire occurs in a tunnel, the alarm information is formed by the train position signal provided by the OCC ring general monitoring system and the head and tail fire information reported by the train driver's verbal report. The corresponding mode is also judged by man. The corresponding mode is manually triggered by the OCC ring tone, or the OCC ring tone informs the corresponding station operator.
(1) The control center automatically becomes the disaster prevention command center, directing the two connected stations in the fire area, and the control center coordinates and dispatches all the vehicle operations;
(2) The FAS monitoring station automatically becomes a disaster prevention command station and launches a disaster prevention command main screen;
(3) Fire-affected area The two stations connected to the centrally controlled ventilation system work according to the fire mode control command, and the station tunnel fan and station fan work according to the station monitoring master station mode command;
(4) The power SCADA system cuts off the non-fire power supply of the two connected stations in the fire area and starts the accident lighting;
(5) The elevators and escalators in the BAS system of two connected stations in the fire disaster area enter the disaster prevention position;
(6) The power supply for the ticket gates of the ticket gates of the two connected stations at the fire area is cut off for non-firefighting, and the ticket sales work is stopped;
(7) The fired area will be automatically lifted for the controlled gates of the two station access control systems;
(8) Allowing passengers to evacuate in the direction of new wind evacuation;
(9) All trains will carry out disaster prevention operations according to fire location information;
(10) CCTV automatically controls related cameras, aligns accident scenes and passenger evacuation routes, and launches video real-time monitoring screens on the large screens of disaster prevention command centers.
4.3 Interaction of Systems When Blocking Occurs
When trains are blocked at platforms and tunnels, the subway operation is partially blocked. After receiving the confirmation message from the ATS, the integrated monitoring system automatically enters the blocking mode. The OCC big screen sends a message to the blocking mode. The alarm system is in the OCC and Each station car control room reminds the operator to enter the blocking mode, and displays the position, status, running direction and other information of the train on the OCC big screen and the attendant workstation display of the car control room. All relevant systems will also coordinate and interact to assist OCC dispatchers in eliminating congestion.
(1) The BAS performs the mode control according to the mode control command of the OCC, and the air conditioner presses the mode command to increase the ventilation and cooling capacity of the platform;
(2) The elevators and escalators of the station equipment are operated according to the blocking conditions and are under the command of the comprehensive monitoring system; the screen doors are automatically opened and the passengers are evacuated;
(3) The cameras of the CCTV are aimed at the blocking site and the passenger evacuation channel, and are displayed on the video display of the station and the large screen of the OCC for use by the commander;
(4) The broadcasting system broadcasts according to the blocking mode (determining whether to broadcast or broadcast the content according to the actual situation);
(5) The passenger guide and the station information system guide the evacuation of passengers on the terminal display screen and reflect the running status of the train;
(6) Display the position, status, running direction and other information of the train on the monitoring screens of the OCC and the station comprehensive monitoring room to assist the OCC commander in directing the removal of the obstruction.
5 Conclusion
(1) Through multi-scheme comparison, the integrated monitoring system adopts deep integration, no integrated signal and AFC, and the scheme of interconnected FAS system is more appropriate.
(2) Under the different conditions of normal, block, fault, maintenance, station fire, station fire, and area fire in the subway operation, all electromechanical subsystems should be coordinated and operated in accordance with the pre-determined plan of the integrated monitoring system in order to fully realize the comprehensiveness. The role of the monitoring system effectively improves the automated management of urban rail transit operations.
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