NETWORK AUTOMATIC TRAIN SUPERVISION SYSTEM FOR URBAN RAIL TRANSIT BASED ON CLOUD PLATFORM

Description

FIELD OF TECHNOLOGY

The present invention relates to a train signal control system, and in particular to a network automatic train supervision (NATS) system for urban rail transit based on a cloud platform.

BACKGROUND

At present, an ATS (Automatic Train Supervision) system of domestic rail transit mainly has a line architecture, including a control center and a station device. As an important component of a subway signal control system, the ATS system works together with other signal systems such as microcomputer interlocking, trackside train control system equipment, on-board train control system equipment, a departure indicator, and the like, to implement centralized supervision of a signal device and control the train to run automatically in a main line according to a pre-formulated operation plan.

In addition, the ATS system obtains data collected by external systems through a clock interface, a wireless interface, an integrated supervision interface, and the like, and combines the data with signal system data to provide a rich on-site condition display for a control center and station's train scheduling/duty personnel to make scheduling decisions. The ATS provides external systems with data about signals and train running through interfaces, so that these systems can complete work.

However, with the sustained, rapid, and healthy development of the national economy and the implementation of the new urbanization strategy, high-speed, intensive, diversified, networked, and intelligent characteristics of the urban rail transit emerge increasingly. In addition, how to meet the needs of passengers for convenient travel and ensure safe, stable, and controllable operation requirements has become a technical problem that needs to be solved.

SUMMARY

The present invention provides a network automatic train supervision (NATS) system for urban rail transit based on a cloud platform to overcome defects existing in the prior art.

The purpose of the present invention is achieved using the following technical solutions:

According to a first aspect of the present invention, the NATS system for urban rail transit based on a cloud platform is provided, the NATS system is disposed in a network center cloud platform to collect line ATS data for analysis and provide a network operation management function; and the NATS system has functions of running command, operation index analysis, fully automated mapping, network and line collaborative command, transport organization, and aided decision.

In a preferred technical solution, a cloud platform is designed for the NATS system, a virtual data center (VDC) and virtual private cloud (VPC) are designed, the cloud platform transforms physical resources into a virtual pool through the VDC, and flexibly allocates a data center in different logical isolation manners, and a resource pool in the VDC is divided into the VPC, thereby achieving unified deployment of system resources.

In a preferred technical solution, the VDC is divided based on specialties or urban lines.

In a preferred technical solution, a full-line data center is designed for the NATS system, to bear computing and storage resources required by center-level hardware of each specialized system, and the capacity of a data sharing center meets the requirements for subsequent line expansion.

In a preferred technical solution, a workstation is disposed for the NATS system, a desktop cloud is used for the workstation, all software runs on a cloud desktop server, a result is displayed on a desktop cloud workstation, the desktop cloud is divided into a service network, a storage network, and a management network as needed, and the networks are logically isolated.

In a preferred technical solution, configuration of the NATS accessing to a cloud platform network meets the following requirements:

the NATS system is born in a safety production network;

NATS networks are redundant and logically isolated from each other, and the bandwidth of a single network is not less than 100 M;

the NATS networks are in a ring network, and a single point of failure in the networks does not affect system running; and

end-to-end maximum network delay is less than 50 ms, and maximum switch handover delay is less than 50 ms.

In a preferred technical solution, devices of the NATS system deployed in the cloud platform include:

a virtual NATS interface server, a virtual NATS application server, a virtual NATS database server, a virtual switch, and a virtual Ethernet, where the virtual NATS interface server, the virtual NATS application server, the virtual NATS database server, and the virtual switch are all configured with dual-machine hot standby redundancy.

In a preferred technical solution, the NATS system is logically divided into an interface layer, a platform layer, and an application layer.

In a preferred technical solution, the interface layer includes:

interfacing with a network center/line CATS system to process and upload information of all specialties integrated and interconnected in the network center/line based on an access standard of the NATS system;

interfacing with a data sharing center to upload all line CATS information data collected by the NATS system to the data sharing center, and upload processed running graph data and running index data in a format required by the data sharing center.

In a preferred technical solution, the platform layer is a service logic processing layer, including a real-time database, a historical database, a logical processing engine, and an intelligent analysis engine, and configured to perform specific logic analysis and processing on collected line-side ATS data and send a result to the application layer.

In a preferred technical solution, the application layer includes:

a full-road network graph display module, configured to display all rail transit lines planned locally in one window, which is implemented in the form of a vector graph;

a station-yard graph display module, configured to display tracks, turnouts, signals, static position information, and other information that needs to be displayed on a station-yard graph interface, so that a dispatcher can understand a real-time signal device status on site;

a train running information display module, configured to display train running information, including a train identification number, a train destination number, a train arrival status, a train detaining status, a train tripping status, train location information, a train tracking mode, a train driving mode, and a train door status;

a running graph display module, configured to display a running graph in a graphic interface, where data of a planned running graph and an actual running graph uploaded by lines are stored by the NATS system and displayed on a running graph interface for the dispatcher to view a running condition of a train, and the actual running graph is refreshed in real time as the train runs;

an alarm event display module, configured to view, in real time in an alarm graph of a system, an alarm occurring in the lines;

an operation index analysis and display module, configured to analyze and calculate running-related operation indexes based on the data of the planned running graph and actual running graph collected from the lines, and then display operation indexes on a user interface;

a statistical report query module, configured to query and display commonly used statistical information and alarm event information for the dispatcher to view the statistical information and analyze historical data; and

a playback module, configured to play back historical operation information of the system for historical running condition viewing or troubleshooting analysis.

In a preferred technical solution, the playback module during running directly reads a play back data file recorded by an application server software during running, is capable of switching the lines to view playback information of different lines, and allows a user to control a playback speed and quickly locate time needed for playback by dragging a time scrollbar.

Compared with the conventional technologies, the present invention has the following advantages.

1. Compared with traditional ATS systems that can display a line graph with only a current line, the NATS system in the present invention can display information about full-road networks for large cities, so that a network center can provide overall operation command and scheduling for the cities.

2. Compared with a single line running dispatching and command function of a traditional ATS system, the NATS system in the present invention provides operation management functions such as running command, operation index analysis, fully automated mapping, network and line collaborative command, transport organization, and aided decision, achieving more centralized management of urban rail transit supervision and scheduling.

3. Compared with a traditional large and complicated ATS system architecture, the NATS signal system in the present invention can be virtualized to the cloud platform by using the cloud platform, and there is no need to make large-scale and deep-level changes to the system. The cloud platform design can integrate hardware resources of various lines, reduce hardware settings, and flexibly configure hardware based on the scale of the NATS system, making it easy for existing line data migration and subsequent line access and expansion, and significantly improving overall system performance.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic structural diagram of cloud platform network design according to the present invention;

FIG. 2 is a schematic structural diagram of cloud platform design according to the present invention;

FIG. 3 is a schematic diagram of an NATS cloud platform architecture according to the present invention;

FIG. 4 is a schematic diagram of a CATS cloud platform architecture of a new line;

FIG. 5 is a schematic diagram of a CATS entity physical hardware architecture of an existing line;

FIG. 6 is a schematic diagram of an LATS physical hardware architecture; and

FIG. 7 is a schematic diagram of an NATS functional architecture according to the present invention.

DESCRIPTION OF THE EMBODIMENTS

The technical solutions in the embodiments of the present invention are clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Apparently, the described embodiments are merely some rather than all of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort shall fall within the protection scope of the present invention.

In the present invention, a network automatic train supervision (NATS) system for urban rail transit based on a cloud platform is designed. A rail transit network information-based cloud platform is designed in combination with short-term and long-term rail transit construction states of large-scale cities. The platform uses technologies such as a cloud platform, big data analysis and mining, a cloud computing-based information sharing platform, and the like to bear major service categories: operation and production, enterprise management, and passenger service management. The cloud platform bears various services such as NATS/ATS (Network/Line Automatic Train Supervision), NISCS/ISCS (Network/Line Comprehensive Supervision System), NAFC/AFC (Network/Line Level Automatic Fare Collection System), NACS/ACS (Network/Line Level Access Control System), NPSCADA/PSCADA (Network/Line Level Power Supervision System) for each line in a data center.

The present invention discloses an NATS system based on an information-based cloud platform, which is disposed on a network center cloud platform, collects ATS data of lines for analysis, and provides a network level operation management function. Compared with a traditional ATS system that can display a line graph with only a current line, the NATS system can display information about an entire road network for a large city, so that a network center can provide overall operation command and scheduling for the city. The NATS system provides operation management functions such as running command, operation index analysis, fully automated mapping, network and line collaborative command, transport organization, and aided decision, achieving more centralized management of urban rail transit supervision and scheduling. In addition, cloud platform design can integrate hardware resources of various lines, reduce hardware settings, and flexibly configure hardware based on the scale of the NATS system, making it easy for subsequent line access and expansion.

The present invention mainly includes connecting an ATS system of urban existing lines or lines under construction to the NATS system, interfacing the NATS system with the ATS system of the lines collecting data from all lines, uploading the data to a data sharing center, and providing operation management functions such as running command, operation index analysis, fully automatic mapping, network and line collaborative command, transport organization, and aided decision.

The NATS system is deployed on a network center cloud platform and has an expansion capability to be adapted to long-term expansion of the cloud platform. In addition, the NATS system, as a highly secure urban transportation system, involves the personal and property safety of passengers, and has high requirements for safety. Therefore, the NATS system has high data safety requirements and uses a private cloud service on the cloud platform.

A specific process of the present invention is as follows.

(1) Cloud Platform Network Design

(a) According to different levels of application, management, and safety protection, cloud platform networks are divided into a safety production network, an internal management network, and an external service network. Service systems are deployed in the safety production network, internal management network, and external service network according to service attributes, and a strong isolation technology of a corresponding level is used between the internal management network and the external service network. A logical isolation technology is used between the safety production network and the internal management network. Safety measures such as network boundary protection, intrusion prevention detection, WEB application protection, and DDOS traffic cleaning are deployed. Safety production and an external service are to be deployed separately if any. An independent out-of-band management network is built to uniformly manage the safety production network, the internal management network, and the external service network, which is shown in FIG. 1.

(b) The safety production network is mainly used for data communication and data sharing of systems related to safety production and control, transportation command, emergency command and dispatching. A safety network of the NATS system, which is closely related to running safety, is disposed as an independent private network.

(c) The internal management network is mainly used for data communication and data sharing of systems related to enterprise information-based services such as enterprise management, operation management, construction management, and resource management.

(d) The external service network is mainly used for data communication and data sharing of external or public-facing service systems such as web portals.

(2) NATS Cloud Platform Design

(a) A cloud platform is designed for the NATS system for new lines, and in existing lines, a physical equipment architecture can be maintained, or equipment is in the cloud in an overhaul stage.

(b) A virtual data center (VDC) and virtual private cloud (VPC) are designed, the cloud platform transforms physical resources into a virtual pool through the VDC and flexibly allocates the data center in different logical isolation manners, and the resource pool in the VDC can be classified into the VPC to achieve unified deployment of system resources.

(c) The VDC can be divided based on specialties or urban lines. If the VDC is divided based on the specialties, the special NATS/LATS, NISCS/ISCS, NAFC/AFC, NACS/ACS, NPSCADA/SCADA, and the like are divided based on the VDC, and a line 1, line 2 . . . , and line N are divided based on the VPC and are connected to special VDCs respectively. If the VDC is divided based on the urban lines, lines are divided based on the VDC, and the specialties are divided based on the VPC. Specialties of a same urban line are usually relatively fixed, and the lines are continuously increased due to the expansion of urbanization. Therefore, a more reasonable design is to divide based on the specialties, that is, the specialties are divided based on the VDC, and the lines are continuously increased based on the VPC to meet the needs of operation, production, and management, which is shown in FIG. 2.

(c) A full-line data center is designed to bear computing and storage resources required by center-level hardware of each specialized system, the capacity of a data sharing center meets the requirements for subsequent line expansion, and a VDC allocated to a previous NATS needs to perform NATS service access of a subsequent expansion line.

(e) A desktop cloud is used for a workstation, all software runs on a cloud desktop server, and a result is displayed on a desktop cloud workstation. The desktop cloud can be divided into a service network, a storage network, and a management network as needed, and the networks are logically isolated to ensure that a basic platform is not damaged by a user.

(f) Configuration of the NATS accessing to a cloud platform network meets the following requirements:

the NATS system is born in a safety production network;

NATS networks are redundant and logically isolated from each other, and the bandwidth of a single network is not less than 100 M;

the NATS networks are in a ring network, and a single point of failure in the networks does not affect system running; and

end-to-end maximum network delay (less than 50 ms) and maximum switch handover delay (less than 50 ms) can meet requirements of relevant specifications.

(3) The ATS system can be divided into three levels, which include a NATS system, a line CATS system, and a station LATS system. The NATS system interfaces with a network center, the data sharing center, and the line CATS system for information exchange.

(4) An IaaS layer of the cloud platform deploys a cloud resource management platform based on the safety production network, the internal management network, and the external service network, and the ATS system is included in the cloud platform in the form of IaaS, which meets the following requirements.

(a) The NATS system and line CATS are brought into the cloud platform for unified management, and separate physical resource pools are divided. The station LATS is disposed by a separate physical machine.

(b) In the NATS system, a network application server, a database server, and an interface device are included in the cloud platform, and a desktop cloud terminal is used for the workstation.

(b) In the line CATS, a line application server, a database server, and an interface device are included in the cloud platform, and a desktop cloud terminal is used for the workstation.

(d) Redundant VMs deployed by the ATS on the cloud platform should not be installed on a same physical machine.

(5) The NATS system is deployed on the cloud platform, and a system architecture is shown in FIG. 3, which mainly includes the following devices in the cloud: a virtual NATS interface server (dual-node hot standby redundant configuration), a virtual NATS application server (dual-node hot standby redundant configuration), a virtual NATS database server (dual-node hot standby redundant configuration), a virtual switch (dual-node hot standby redundancy configuration), a virtual Ethernet, desktop cloud devices (an NATS workstation (desktop cloud terminal), a large-screen interface computer (desktop cloud terminal)), and out-of-cloud devices (an interface switch and a firewall (dual-node hot standby redundancy configuration)), and the like.

(6) The line center CATS system is deployed on a line control center cloud platform, and the cloud platform can be used to deploy new lines. The system architecture is shown in FIG. 4, which mainly includes the following devices in the cloud: a virtual CATS interface server (dual-machine hot standby redundancy configuration), a virtual communication front-end processor (dual-machine hot standby redundancy configuration), a virtual CATS application server (dual-machine hot standby redundancy configuration), a virtual CATS database server (dual-node hot standby redundancy configuration), a virtual Ethernet, and a virtual switch (dual-node hot standby redundancy configuration), in-cloud desktop devices (a timetable editing workstation (desktop cloud terminal), a CATS dispatcher workstation (desktop cloud terminal), a CATS maintainer workstation (desktop cloud terminal), and a large-screen interface computer (desktop cloud terminal), out-of-cloud devices (an interface switch and a firewall (dual-node hot standby redundancy configuration)), and the like.

(7) The line center CATS system is deployed on physical hardware of the traditional lines, and existing lines can generally maintain the physical hardware. The system architecture is shown in FIG. 5 and includes the following physical equipment: a CATS interface server (dual-machine hot standby redundancy configuration), a communication front-end processor (dual-machine hot standby redundancy configuration), a CATS application server (dual-machine hot standby redundancy configuration), a CATS database server (dual-machine hot standby redundancy configuration), a timetable editing workstation, a CATS dispatcher workstation, a CATS maintainer workstation, a large-screen interface computer, and the like.

(8) A station LATS system in a line is deployed on physical hardware of a station entity in the line, and a system architecture is shown in FIG. 6, which mainly includes physical equipment such as a station server (dual-machine hot standby redundancy configuration), a station supervision workstation, and the like.

(9) The NATS system can be logically divided into an access platform, a data processing platform, and a human-computer interaction platform, namely, an interface layer, a platform layer, and an application layer, and a system functional architecture is shown in FIG. 7.

(10) At the interface layer, the NATS system is deployed on the cloud platform, an NATS interface server is used to interface with a line CATS system (Line 1 ATS access, Line 2 ATS access. Line N ATS access), and information interaction with the data sharing center is performed through a virtual switch in the cloud.

(11) Requirements for interfacing with the network center/line CATS system: the network center/a line CATS system processes and uploads all information of specialties integrated and interconnected in the network center/line based on an access standard of the NATS system, and the network center/line CATS system uploads all the information to the NATS in principle.

(12) Interface requirements with the data sharing center: the data sharing center is disposed on the cloud platform, and the NATS needs to upload all collected line CATS information data to the data sharing center, and upload processed running graph data and running index data in a format required by the data sharing center.

(13) The NATS system is deployed on the information-based cloud platform, hardware is provided by the cloud platform, and hardware requirements for the cloud platform need to be put forward based on the scale of the NATS system.

(14) Platform Layer

The platform layer is a service logic processing layer, which includes a real-time database, a historical database, a logical processing engine, and an intelligent analysis engine. Specific logic analysis and processing of the collected line-side ATS data is performed, and a result is sent to the application layer.

(15) The NATS in the application layer provides the following functions.

(a) A function for displaying a full-road network graph: The full-road network graph display function displays all rail transit lines planned locally in one window, which is implemented in the form of a vector graph. According to a general direction of the actual line, the full-road network graph is displayed after specific deformation, a line color is a standard identification color of a local rail transit line, and a line that has not been opened is displayed in gray. A specific line may be disposed to be displayed or hidden, or a specific station is labeled. On the full-road network graph, a train is displayed in the form of a small dot, and the train moves on a line according to an actual running direction (up and down), and a train number is displayed next to the small dot. A specific train number can be labeled as needed. The NATS interfaces with other service systems to obtain statuses of the ATS, ISCS, AFC, ACS, PSCADA, and other devices, and displays more abundant device statuses or alarm prompts on a full-road network interface.

(b) Station-yard graph display function: a station-yard graph display function mainly includes displaying tracks, turnouts, signals, static position information, and other information that needs to be displayed (such as a catenary status) on a station-yard graph interface, so that dispatchers can understand a real-time signal device status on site. Statically displayed data on the station-yard graph interface includes but is not limited to: a station name, a signal name, a track section/axle counting section name, a turnout name, a destination number, a line kilometer mark, and the like. Based on equipment status data uploaded by the line, information dynamically displayed on the station-yard graph interface includes but is not limited to: a clearance status, an occupancy status, a locking status, a cut-off status of the track section/axle counting section, and a failure status of a train control system report. For lines using a communication-based mobile block signaling system (CBTC system), a relatively long track section/axle counting section can be divided into a plurality of virtual sections (one virtual section is corresponding to one window of one train number) based on the display needs, and the NATS can display, based on train position report information uploaded by the line, occupancy or a clearance status of each virtual section; a positioning status, a reverse status, an occupancy status, a locking status, a trailing status, a single locking status of a turnout; a section cut-off status; a train control system report failure status; each signal lamp position, an automatically through mode status, a light-off status, an approaching locking status, and the like of a signal; station control, remote control, emergency station control, and the like of a centralized station control mode; and a stop status, a detaining status, a tripping status, an emergency closing status, a platform door status, and the like of a train on a station.

(c) A train running information display function: train information includes but is not limited to: a train identification number, a train destination number, a train arrival status, a train detaining status, a train tripping status, train location information, a train tracking mode, a train driving mode, a train door status, and the like. The system provides a function of viewing a daily parking plan of a parking lot/car depot, and supports the query of a historical leaving and arriving plan.

(d) a running graph display function: the system provides a graphical interface to display the running graph. Based on data of a planned running graph and an actual running graph uploaded for lines, the NATS stores the data and displays the data on a running graph interface for a dispatcher to view a running condition of the train. The actual running graph can be refreshed in real time as the train runs. The data of the running graph is stored in a historical database and can be viewed on a running graph interface. The running graph supports zooming display. The running graph interface provides a menu for switching between different lines to be viewed, so that running graphs of different lines in the network can be switched to be viewed.

(E) An alarm event display function: an alarm occurring in a line can be viewed in an alarm graph of the system in real time. Alarms are divided into five levels according to severity; a level 0 alarm (namely, a pop-up alarm) is directly displayed in a dialog box on the workstation. An alarm window supports a user filtering function. Each alarm or event includes the following information: time: a year, a month, a day, an hour, a minute, and a second when an alarm occurs; a level: the importance of the alarm and event is defined using numbers; a line number: indicating which line generates the alarm; a type: a number is used to describe a type of the alarm and event, including four types: an operation command, a signal status, train information, a system event, and the like.

(f) An operation index analysis and display function: the system analyzes and calculates operation indexes related to train running based on the data of the planned running graph and actual running graph collected from the lines, and then displays the operation indexes on a user interface. Main operation indexes include: data of a quantity of running trains in the train graph, data of a quantity of originating trains delayed in the train graph, data of a quantity of arriving trains delayed in the train graph, a quantity of planned departure trains in the train graph, a quantity of leaving trains in stations in the train graph, a quantity of online train sets in the train graph, a percentage of fulfillment in the train graph, a percentage of punctuality of trains in the train graph, delay data (arrival and leaving) in the train graph, a minimum departure interval in the train graph, a maximum departure interval in the train graph, up running time in the train graph, down running time in the train graph, data of a quantity of planned operating trains on the day in the train graph, data of a quantity of actually operating trains on the day in the train graph, data of a quantity of originating trains delayed on the day in the train graph, data of a quantity of arriving trains delayed on the day in the train graph, data of running time interruption in the train graph, data of a quantity of suspended trains on the day in the train graph, data of a quantity of off-line trains on the day in the train graph, data of a quantity of turned-back trains on the day in the train graph, data of a quantity of passing trains on the day in the train graph, data of a quantity of temporarily added trains on the day in the train graph, data of a quantity of return-empty trains on the day in the train graph, and data of a quantity of on-line running trains on the day in the train graph.

(g) A statistical report query function: the statistical report function can provide query and display of commonly used statistical information and alarm event information for the dispatcher to view the statistical information and analyze historical data. Statistical reports that can be queried include: a train set mileage report, a driver driving mileage report, a dispatch log report, a train storage and preparation report, a train servicing status report, an operation command, and an alarm event.

(h) A playback function: playback software is used to play back historical running information (station-yard signal device status changes, train running information, and the like) of the system for historical operation status viewing or troubleshooting analysis.

When running, the playback software directly reads a playback data file recorded by application server software during running, operation support of other software is not required during playback, and the operation of other software is not affected. Lines can be switched to view playback information of different lines. The playback software allows the user to control a speed of playback, such as normal, fast, fastest, slow, slowest, pause, start, step forward, second forward, and the like, and can also quickly location the time for which playback is needed by dragging a time scrollbar.

Specific Embodiment

As shown in FIG. 3, a cloud platform architecture of the NATS system includes an in-cloud equipment interface server, an application server, a database server, a virtual switch, a desktop cloud terminal device supervision workstation, a large-screen interface computer, an out-of-cloud equipment interface switch, and a firewall. The interface server of the NATS system is configured to interface with a line CATS system, a data sharing center, and a network command center. The application server of the NATS system is configured for NATS data analysis and processing, and submits analyzed data to a workstation interface for display. The database server of the NATS is configured for NATS data storage. The virtual switches are configured to exchange information between in-cloud NATS information and an out-of-cloud interface switch. The supervision workstation of the NATS system is configured for system status display, and the large-screen interface computer is configured to display a large-screen interface with the network NATS. The interface switch is configured to perform information interaction between a backbone network and the in-cloud NATS. The firewalls are configured to provide safety protection for network information.

Interfaces of the NATS system include an interface with the line CATS system, an interface with the data sharing center, and an interface with the network center.

Step 1: Perform information interaction with the line CATS system through the interface server, where a requirement for interfacing with the line CATS system is that interface types are two redundant 100 M Ethernet. An IP address of a host that is of the line CATS system and that is interconnected with the NATS system is an address section of the NATS and uniformly assigned by the NATS. Data exchange between the NATS and the line CATS system is completed through a redundant network based on the TCP/IP protocol. Information exchange between the NATS and the line CATS system is performed in a periodic communication manner and an event-triggered communication manner. The line CATS system processes and uploads all information of specialties integrated and interconnected in the line based on an access standard of the NATS system, and the line CATS system uploads all the information to the NATS in principle.

Step 2: Perform information interaction with an interface system interface of the line data sharing center through the interface server, and complete data exchange between the NATS and the data sharing center through a redundant network based on TCP/IP protocol or an FTP protocol. Information exchange between the NATS and the data sharing center is in a periodic communication manner and an event-triggered communication manner. The NATS and the data sharing center provide relevant interface functions based on an interface function requirement list, and the NATS needs to upload all collected line ATS information data to the data sharing center, and upload processed running graph data and running index data in a format required by the data sharing center.

Step 3: Deploy the NATS system on the information-based cloud platform and provide hardware by the cloud platform. Hardware requirements for the cloud platform need to be put forward based on the scale of the NATS system.

Step 4: Perform information interaction with the network center interface through the backbone network, and upload line CATS information collected by the NATS system to the network center.

As shown in FIG. 4, a cloud platform architecture of a new line CATS system includes an in-cloud interface server, an application server, a database server, a communication front-end processor, a virtual switch, a timetable editing workstation for cloud desktop terminal equipment, a dispatcher workstation, a maintenance workstation, a large-screen interface computer, an out-of-cloud device interface switch, and firewalls. The CATS interface server interfaces with the network NATS system in the cloud, and the CATS application server is configured for CATS data analysis and processing and submits analyzed data to the workstation interface for display. The database server of the CATS is configured for CATS data storage, the virtual switch is configured for exchange of in-cloud NATS information with an out-of-cloud interface switch, the communication front-end processor is configured for information interaction with external specialties (such as PIS, PA, ISCS, clock, and the like), the timetable editing workstation is configured for editing the running graph, the CATS dispatcher workstation is configured for issuing running supervision related commands, the CATS maintenance workstation is configured for historical record playback and system parameter configuration, and the large-screen interface computer is configured to interface with a large screen in the line center. The interface switch is configured to perform information interaction between a backbone network and the in-cloud CATS. The firewalls are configured to provide safety protection for network information.

As shown in FIG. 5, physical hardware equipment of an existing line CATS system includes an interface server, an application server, a database server, a timetable editing workstation, a communication front-end processor, a dispatcher workstation, a maintenance workstation, and a large-screen interface computer. The CATS interface server interfaces with the network NATS system through the backbone network, and the CATS application server is configured for CATS data analysis and processing, and submits analyzed data to the workstation interface for display. The database server of the CATS is configured for CATS data storage, the timetable editing workstation is configured for editing a running graph, the communication front-end processor is configured for information exchange with external specialties (such as PIS, PA, ISCS, clocks, and the like), the CATS dispatcher workstation is configured for issuing running supervision related commands, the CATS maintenance workstation is configured for historical record playback and system parameter configuration, and the large-screen interface computer is configured to interface with a large screen in the line center.

As shown in FIG. 6, the physical hardware architecture of the LATS system includes a station server and a supervision workstation. The station server is configured for information exchange with the application server of the CATS, and the station supervision workstation is configured for the issuance of station running supervision related commands.

As shown in FIG. 7, the system includes an interface layer, a platform layer, and an application layer.

Step 1: The interface layer includes access to each line ATS system in a city, the ATS system summarizes running information in the line to the platform layer, and the running information is logically analyzed by the platform layer and then transmitted to a network dispatching and command system for related application.

Step 2: The system first transmits station-yard graph information, running graph information, interface status information, alarm events, train running information, playback information, and other data of each line ATS system to the platform layer through the interface layer. The platform layer receives the data from the line ATS system and performs logical analysis through a real-time database, a historical database, a logic processing engine, and an intelligent analysis engine. The application layer reads an analysis result of the platform layer and performs full-road network graph display, station-yard graph display, running graph display, interface status supervision, alarm event display, train running information, statistical report query, playback, and operation index analysis display, and issues an instruction from a network command center to the line.

Step 3: The platform layer is a service logic processing layer, which includes a real-time database, a historical database, a logical processing engine, and an intelligent analysis engine. Specific logic analysis and processing are performed on collected line-side ATS data.

Step 4: The application layer includes line data collection, uploading line data to the network command center and data sharing center, display of the full-road network graph, station-yard graph, and running graph, issuance of the instruction from the network command center to the line, interface status supervision, alarm event display, train running information display, statistical report query, playback, and operation index analysis and display. The application layer supervises and commands the line after reading the data from the platform layer.

The foregoing descriptions are merely implementations of the present invention, but are not intended to limit the protection scope of the present invention. Any equivalent variation or replacement readily figured out by a person skilled in the art within the technical scope disclosed in the present invention shall fall within the protection scope of the present invention. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.