Train control system switching method and system

Abstract

The application provides a train control system switching method and system. The method comprises the following steps: obtaining line data, trackside authorization and an on-board electronic map of a train running in a target line; and switching the train control system from a first train control system mode to a second train control system mode when the train runs from a first line to a second line according to the line data, the trackside authorization and the on-board electronic map, and switching the train control system from the second train control system mode to the first train control system mode when the train runs from the second line to the first line. The system executes the method. The application can realize seamless cross-line running of a train between a first line in a first train control system mode and a second line in a second train control system mode, realize interconnection between lines in different train control system modes, and meet the needs of current intercity (urban) railway construction.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, and in particular to a train control system switching method and system. BACKGROUND

[0002] A new generation of networked intelligent train control system NiTC is a new generation of train operation control system, which takes train autonomous operation and resource fine management as the core, reallocates system functions, simplifies system information interaction links, and further improves system performance. The system is composed of a ground integrated control system (Line Control System, LCS), a train management system (Train Management System, TMS), an automatic train supervision system (Automatic Train Supervision, ATS), an automatic train protection system (Automatic Train Protection, ATP), an automatic train operation system (Automatic Train Operation, ATO), and an assistant operating module (Assistant Operating Module, AOM). The devices are connected through wired or wireless communication and distributed in trains, trackside, stations, control centers, and field sections.

[0003] The Chinese train control system CTCS-2 level train control system transmits information based on transponders and track circuits, and drivers drive trains according to on-board signals, which has been widely used in 200-250km / h passenger dedicated line. The system is composed of ATP, ATO, communication control server (Communication Control Server, CCS), train control center (Train Control Center, TCC), track circuit, transponder, temporary speed restriction server (Temporary Speed Restrictions Server, TSRS), computer interlocking (Computer Interlocking, CI), and centralized traffic control system (Centralized traffic control, CTC). The devices are connected through wired or wireless communication and distributed in trains, trackside, stations, control centers, and field sections.

[0004] Different train control systems are applied to different lines, for example, the NiTC train control system and the CTCS-2 train control system are applied to urban rail transit lines and railway passenger dedicated line respectively, so that different train control system type lines cannot realize interconnection. SUMMARY

[0005] The application provides a train control system switching method and system, which is used for solving the problem that different train control system modes cannot be interconnected on a line.

[0006] The application provides a train control system switching method, which comprises the following steps of:

[0007] obtaining line data, trackside authorization and an on-board electronic map of a train running on a target line, wherein the target line comprises a first line and a second line, the train runs on the first line by using a first train control system mode, and the train runs on the second line by using a second train control system mode;

[0008] switching the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line, and switching the train control system of the train from the second train control system mode to the first train control system mode when the train runs from the second line to the first line according to the line data, the trackside authorization and the on-board electronic map.

[0009] According to the train control system switching method, the step of switching the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map comprises the following steps of:

[0010] when the train is in a first driving mode, the train runs on the first line, and a second train control system mode balise message is received, analyzing the second train control system mode balise message to obtain line data of the second line;

[0011] when the train enters a co-management area in the first line, controlling the train to run according to a first movement authorization and the on-board electronic map, and performing train running adjustment by using a first dispatching command, wherein the first movement authorization is calculated based on train position information sent by a train management system and LCS driving resources sent by a ground integrated control system, the first dispatching command is sent by a train automatic monitoring system, and the on-board electronic map is obtained based on line data in the first line;

[0012] if the allowable train running speed under the second train control system mode is higher than the allowable train running speed under the first train control system mode, switching the train control system of the train from the first train control system mode to the second train control system mode, and controlling the train running based on a second movement authority and line data in the second line, and performing train running adjustment using a second dispatch command, the first switching position is determined according to the on-board electronic map, the track circuit information in the trackside authority is obtained according to the line data in the second line, and the second dispatch command is sent by a communication control server; or

[0013] if the allowable train running speed under the second train control system mode is lower than the allowable train running speed under the first train control system mode, controlling the train running based on the first movement authority until the train reaches a first target position, and then switching the train control system of the train from the first train control system mode to the second train control system mode, the first target position is before the end point of the first movement authority and meets the condition that the allowable train running speed under the second train control system mode is higher than the allowable train running speed under the first train control system mode, or the first target position is a position where the train is parked.

[0014] According to the train control system switching method provided in the application, when the train runs from the second line to the first line, the train control system of the train is switched from the second train control system mode to the first train control system mode, which comprises the following steps:

[0015] if the train is in the second driving mode, the train runs in the second line, and the train enters a co-management area in the second line, controlling the train running based on a second movement authority and line data in the second line, and performing train running adjustment using a second dispatch command;

[0016] if the allowable train running speed under the second train control system mode is higher than the allowable train running speed under the first train control system mode, switching the train control system of the train from the second train control system mode to the first train control system mode, and controlling the train running based on a second movement authority and line data in the second line, and performing train running adjustment using a second dispatch command, the first switching position is determined according to the on-board electronic map, the track circuit information in the trackside authority is obtained according to the line data in the second line, and the second dispatch command is sent by a communication control server; or

[0017] In the case that the allowable train running speed under the first train control system mode is lower than the allowable train running speed under the second train control system mode, the train continues to run based on the second mobile authorization until the train reaches a second target position, and then the train control system of the train is switched from the second train control system mode to the first train control system mode, the second target position is a position before the end point of the second mobile authorization and meets the condition that the allowable train running speed under the first train control system mode is higher than the allowable train running speed under the second train control system mode, or the second target position is a position where the train is parked.

[0018] According to the train control system switching method provided by the application, the length of the common management area in the first line and the second line is determined by the following method:

[0019] The common management area is determined according to the train length, the first running distance, the second running distance and the common braking stopping distance under the highest allowable train running speed, the first running distance is the running distance of the train running at the highest allowable train running speed for a first time-consuming time, the second running distance is the running distance of the train running at the highest allowable train running speed for a second time-consuming time, the first time-consuming time is the time-consuming time for the train automatic protection system and the ground integrated control system or the train management system to establish communication, and the second time-consuming time is the time-consuming time for reaching a screening distance and being screened by the ground integrated control system or the train management system, and the ground integrated control system is used to obtain LCS driving resources.

[0020] According to the train control system switching method provided by the application, after the train control system of the train is switched from the first train control system mode to the second train control system mode, the method further comprises:

[0021] Switching the train from the first driving mode to a second driving mode.

[0022] According to the train control system switching method provided by the application, after the train control system of the train is switched from the second train control system mode to the first train control system mode, the method further comprises:

[0023] Switching the train from the second driving mode to a first driving mode.

[0024] According to the train control system switching method provided by the application, in the case that the train reaches a first switching position arranged in the second line, the method further comprises:

[0025] In the case that the train is degraded from the first driving mode to the limited manual driving mode, if the train meets preset conditions, the switching fails, and in the case that a limit condition is met, the train control system of the train is switched from the first train control system mode to the second train control system mode by controlling the mode switching switch, the preset conditions include an inescapable emergency braking fault of the train and loss of positioning of the train, and the limit condition at least includes that the train is stopped.

[0026] According to the train control system switching method provided in the application, the method further comprises:

[0027] In the case that the train reaches a second switching position arranged in the first line, if the train is switched from the second driving mode to a third driving mode, the switching fails, and in the case that a limit condition is met, the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling the mode switching switch.

[0028] After the train enters the co-management area in the second line, if the train fails to establish communication with the ground integrated control system or the train management system, the switching fails, and the train continues to run to the boundary of the co-management area of the first line based on the second train control system mode until the limit condition is met, the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling the mode switching switch.

[0029] The application further provides a train control system switching system, comprising an acquisition module and a switching module.

[0030] The acquisition module is used to acquire line data, trackside authorization and on-board electronic map of a train running in a target line, the target line comprises a first line and a second line, the train runs in the first line by using a first train control system mode, and the train runs in the second line by using a second train system mode.

[0031] The switching module is used to switch the train control system of the train from the first train control system mode to the second train control system mode in the case that the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map, and switch the train control system of the train from the second train control system mode to the first train control system mode in the case that the train runs from the second line to the first line.

[0032] The application further provides an electronic device comprising a processor and a memory storing a computer program, the processor implements the train control system switching method as described above when executing the program.

[0033] The application further provides a non-transitory computer-readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the train control system switching method.

[0034] The application further provides a computer program product, which comprises a computer program, and the computer program is executed by a processor to implement the train control system switching method.

[0035] The train control system switching method and system provided by the application can switch the train control system of a train running in a first line from a first train control system mode to a second train control system mode and switch the train control system of the train running in a second line from the second train control system mode to the first train control system mode according to the line data of the first line and the second line, the trackside authorization and the on-board electronic map, so that the train can run seamlessly between the first line of the first train control system mode and the second line of the second train control system mode, and the interconnection between lines of different train control system modes is realized. BRIEF DESCRIPTION OF DRAWINGS

[0036] In order to more clearly illustrate the technical solutions in the application or prior art, the following will briefly introduce the drawings needed to be used in the embodiments or prior art description. Obviously, the drawings in the following description are some embodiments of the application, and other drawings can be obtained by those skilled in the art without any creative effort on the basis of these drawings.

[0037] Figure 1 is a flowchart of the train control system switching method provided by the application;

[0038] Figure 2 is a structural schematic diagram of the on-board device provided by the application;

[0039] Figure 3 is one of the schematic diagrams of the switching from the NiTC train control system mode to the CTCS-2 train control system mode provided by the application;

[0040] Figure 4 is one of the schematic diagrams of the switching from the CTCS-2 train control system mode to the NiTC train control system mode provided by the application;

[0041] Figure 5 is the second schematic diagram of the switching from the NiTC train control system mode to the CTCS-2 train control system mode provided by the application;

[0042] Figure 6 is the second schematic diagram of the switching from the CTCS-2 train control system mode to the NiTC train control system mode provided by the application;

[0043] Figure 7 is a structural schematic diagram of a train control system switching system provided by the present application.

[0044] Figure 8 is a physical structure schematic diagram of an electronic device provided by the present application. DETAILED DESCRIPTION

[0045] In order to make the objectives, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below with reference to the drawings in the present application. Obviously, the described embodiments are some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all the other embodiments obtained by those skilled in the art without creative work fall within the protection scope of the present application.

[0046] Figure 1 is a flowchart of a train control system switching method provided by the present application, as shown in Figure 1 the method comprises the following steps.

[0047] In step 110, line data, trackside authorization and on-board electronic map of a train running in a target line are acquired, the target line comprises a first line and a second line, the train runs in the first line by using a first train control system mode, and the train runs in the second line by using a second train control system mode.

[0048] In step 120, in the case that the train runs from the first line to the second line, the train control system of the train is switched from the first train control system mode to the second train control system mode according to the line data, the trackside authorization and the on-board electronic map, and in the case that the train runs from the second line to the first line, the train control system of the train is switched from the second train control system mode to the first train control system mode.

[0049] It should be noted that the execution subject of the above method can be a computer device.

[0050] Optionally, the target line can specifically comprise different train control system mode lines, the different train control system mode lines can specifically refer to lines on which the train can run by using different train control systems, more specifically, the first line and the second line, wherein the first line can specifically be a line on which the train runs by using a first train control system mode, the second line can specifically be a line on which the train runs by using a second train control system mode, the first train control system mode can specifically be a NiTC train control system mode, and the second train control system mode can specifically be a CTCS-2 train control system mode.

[0051] The line data can specifically include train operation front line slope, line speed, track section, track circuit carrier frequency and the like, and can be obtained by receiving and analyzing a CTCS-2 train control system mode balise message of a target line ground layout. The CTCS-2 train control system mode balise is installed in the first line corresponding to the NiTC train control system mode.

[0052] The trackside authorization can specifically include track circuit information and LCS driving resources. The track circuit information can be obtained according to a track circuit, and the LCS driving resources can be specifically obtained by initiating registration to the LCS and applying for the LCS driving resources to the LCS.

[0053] According to the obtained line data, trackside authorization and on-board electronic map, the train control system of the train is switched from the NiTC train control system mode to the CTCS-2 train control system mode in the case of train operation from the first line to the second line, and the train control system of the train is switched from the CTCS-2 train control system mode to the NiTC train control system mode in the case of train operation from the second line to the first line, so as to realize seamless cross-line operation of the train between the NiTC train control system mode line and the CTCS-2 train control system mode line, and meet the current intercity (city area) railway construction demand.

[0054] The NiTC train control system mode to the CTCS-2 train control system mode switching includes normal switching and abnormal switching, and the CTCS-2 train control system mode to the NiTC train control system mode switching includes normal switching and abnormal switching.

[0055] For example, Figure 2 is a structural schematic diagram of the on-board equipment provided by the application, as Figure 2 shown, the on-board equipment adopts a universal design, and based on the on-board equipment (i.e. ATP, ATO and AOM) of the existing NiTC train control system, a track circuit reader (TCR) and a mobile transceiver (MT) equipment are newly added, which are compatible with and adapted to the ground equipment of the NiTC train control system and the CTCS-2 train control system. According to the received line data, trackside authorization and internally stored on-board electronic map data, the NiTC / CTCS-2 train control system mode can be automatically switched without stopping. In the NiTC train control system mode line, the train can run in a full automatic mode (FAM) at a speed of 200-250 km / h; in the CTCS-2 train control system mode line, the train can run in a full supervision (FS) mode at a speed of 200-250 km / h.

[0056] A train automatic control system (ATC) is arranged inside each end train compartment, including an ATP, an ATO and an AOM; a wireless network device, including an LTE-M (or WLAN) wireless network device and a GSM-R wireless network device; and a vehicle-mounted man-machine interface (MMI).

[0057] An LTE-M antenna (or a WLAN antenna) is arranged at the top of the front end of each end train compartment, for establishing bidirectional wireless communication with ground equipment (including LCS, TMS and ATS) under the NiTC train control system mode; and a GSM-R antenna is arranged at the top of the front end of each end train compartment, for establishing bidirectional wireless communication with CCS under the CTCS-2 train control system mode.

[0058] Two speed sensors, a radar and a balise transmission module (BTM) antenna are arranged at the bottom of each end train compartment, for measuring speed and distance of the vehicle-mounted equipment, receiving balise information and sensing track circuit information.

[0059] The train control system switching method provided by the application can switch the train control system of a train running in a first line from a first train control system mode to a second train control system mode, and switch the train control system of the train in a second line from the second train control system mode to the first train control system mode, so as to realize seamless cross-line operation of the train between the first line of the first train control system mode and the second line of the second train control system mode, and realize interconnection and intercommunication between lines of different train control system modes.

[0060] Further, in one embodiment, the switching of the train control system of the train from the first train control system mode to the second train control system mode according to the line data, the trackside authorization and the vehicle-mounted electronic map when the train runs from the first line to the second line can specifically include:

[0061] When the train is in a first driving mode, the train runs in the first line, and a second train control system mode balise message is received, the second train control system mode balise message is parsed, and line data in the second line is obtained.

[0062] In a case that the train enters a common management area in the first line, the train operation is controlled according to a first movement authority and the on-board electronic map, and a train operation adjustment is performed using a first dispatch command, the first movement authority is calculated based on front train position information sent by a train management system and LCS driving resource sent by a ground integrated control system, the first dispatch command is sent by a train automatic monitoring system, and the on-board electronic map is obtained based on line data in the first line.

[0063] In a case that the train reaches a first switching position arranged in the second line, if the allowable train operation speed under the second train control system mode is higher than the allowable train operation speed under the first train control system mode, the train control system of the train is switched from the first train control system mode to the second train control system mode, the train operation is controlled based on a second movement authority and line data in the second line, and a train operation adjustment is performed using a second dispatch command, the first switching position is determined according to the on-board electronic map, the second movement authority is obtained according to track circuit information in the trackside authority, the track circuit information is obtained according to line data in the second line, and the second dispatch command is sent by a communication control server.

[0064] In a case that the allowable train operation speed under the second train control system mode is lower than the allowable train operation speed under the first train control system mode, the train operation is controlled based on the first movement authority until the train reaches a first target position, then the train control system of the train is switched from the first train control system mode to the second train control system mode, the first target position is a position before the end point of the first movement authority and meets the condition that the allowable train operation speed under the second train control system mode is higher than the allowable train operation speed under the first train control system mode, or the first target position is a position where the train is parked.

[0065] Optionally, the first driving mode can specifically include a train automatic driving mode AM-C mode under a continuous train control level or a train automatic protection mode CM-C mode under the continuous train control level.

[0066] Figure 3 is one of the schematic diagrams of switching from the NiTC train control system mode to the CTCS-2 train control system mode provided by the application, as shown in Figure 3 The process of automatically switching from the NiTC train control system mode to the CTCS-2 train control system mode without stopping can be controlled by the ATP and the ATO, and the specific switching process is as follows:

[0067] 1. Normal switching:

[0068] The train is in AM-C mode (or CM-C mode) and operates within the NiTC train control system standard line.

[0069] When the train approaches the shared area (specifically, when the train receives a message from the CTCS-2 train control system transponder), it receives and parses the messages from the CTCS-2 train control system transponders deployed on the ground, and obtains track data within the second line (i.e., the CTCS-2 train control system track), including information such as the gradient of the line ahead, the track speed, the track section, and the carrier frequency of the track circuit.

[0070] When the train enters the shared area within the NiTC train control system-standard line (i.e., the first line), it receives and parses the trackside authorization, and obtains the TCC movement authorization (i.e., the second movement authorization, which is calculated by the TCC based on the track circuit information, which is obtained by the onboard ATP after parsing the track circuit carrier frequency information in the line data of the second line) based on the track circuit information in the trackside authorization. It also establishes communication with the CCS to obtain dispatching command information, determines the second dispatching command based on the dispatching command information, and controls the train operation based on the first movement authorization (which is calculated based on the forward train position information sent by the train management system and the LCS train operation resources sent by the ground integrated control system) and the onboard electronic map (which is obtained based on the line data in the first line, including the forward line gradient, line speed, track section, etc.). At this time, the train still operates under the NiTC train control system. It uses the forward train position information from the TMS and the LCS train operation resources to autonomously calculate the movement authorization and control the train operation (the destination of the first movement authorization autonomously calculated by the Automatic Train Protection System through communication with the TMS to obtain the forward train position information sent by the TMS and through communication with the LCS to obtain the LCS train operation resources sent by the LCS is the boundary of the shared area on the line side of the CTCS-2 train control system). It uses the ATS dispatching command (i.e. the first dispatching command) to execute train operation adjustments.

[0071] The train continues its journey and reaches the CTCS-2 train control system mode switching point (i.e., the first switching position, which can be configured in the onboard electronic map data and is located within the CTCS-2 train control system mode line). After that, it selects a movement authorization that allows the train to run at a higher speed (i.e., TCC movement authorization, the endpoint of which has crossed the boundary of the shared area on the CTCS-2 train control system mode line side) to control the train's operation. The NiTC train control system mode is automatically switched to the CTCS-2 train control system mode, and the second dispatching command is used to execute the train operation adjustment.

[0072] 2. Abnormal handover:

[0073] The abnormal switching is realized by ATP and ATO control of the train. In the switching scenario, after the train arrives at the CTCS-2 train control system mode switching point (configured in the on-board electronic map data) in the AM-C mode (or CM-C mode), if the allowable train running speed in the CTCS-2 train control system mode is lower than the allowable train running speed in the NiTC train control system mode, the train still keeps the NiTC train control system mode until the train approaches (i.e., the train runs to a first target position, the first target position is before the end point of the first movement authority and is a position at which the allowable train running speed in the CTCS-2 train control system mode is higher than the allowable train running speed in the NiTC train control system mode; or the first target position can also be a position at which the train is stopped) the end point of the movement authority (i.e., the first movement authority, the first movement authority is calculated by the train automatic protection system based on the front train position information sent by the TMS and the LCS track resources in the trackside authorization sent by the LCS) calculated by the TMS front train position information and the LCS driving resource, at which time the allowable train running speed in the CTCS-2 train control system mode is higher than the allowable train running speed in the NiTC train control system mode, and then the train control system mode is automatically switched from the NiTC train control system mode to the CTCS-2 train control system mode; or until the train is stopped, the train control system mode is automatically switched from the NiTC train control system mode to the CTCS-2 train control system mode. The processing process of the train before arriving at the CTCS-2 train control system mode switching point is consistent with the normal switching process of the NiTC train control system mode automatically switched to the CTCS-2 train control system mode, and will not be described in detail.

[0074] Further, in one embodiment, after the train control system of the train is switched from the first train control system mode to the second train control system mode, the method can further specifically include:

[0075] Switching the train from the first driving mode to the second driving mode.

[0076] Optionally, after the train control system of the train is normally switched from the first train control system mode (i.e., the NiTC train control system mode) to the second train control system mode (i.e., the CTCS-2 train control system mode), the train driving mode is automatically switched from the AM-C mode (or the CM-C mode) to the second driving mode (the AM mode or the FS mode), the train running adjustment is performed by using the CCS dispatching command, and the driver is prompted on the on-board MMI that the CTCS-2 train control system mode switching is completed.

[0077] After the CTCS-2 train control system mode switching is completed, the train no longer uses the movement authority autonomously calculated according to the TMS front train position information and the LCS line resource, but keeps the communication with the LCS, the TMS and the ATS until the train minimum safety rear end clears the boundary of the CTCS-2 train control system mode line side co-management area, and then the communication with the LCS, the TMS and the ATS is disconnected.

[0078] After the train control system of the train is abnormally switched from the first train control system (i.e. the NiTC train control system mode) to the second train control system (i.e. the CTCS-2 train control system mode), the train driving mode is automatically switched from the AM-C mode (or the CM-C mode) to the second driving mode (the AM mode or the FS mode).

[0079] The train control system switching method provided by the application can realize the normal switching and abnormal switching of the train between the NiTC train control system mode and the CTCS-2 train control system mode, and further realize the seamless cross-line operation between the NiTC train control system mode and the CTCS-2 train control system mode, and realize the interconnection between the lines with different train control system modes.

[0080] Further, in an embodiment, the switching of the train control system of the train from the second train control system mode to the first train control system mode in the case that the train runs from the second line to the first line comprises:

[0081] In the case that the train is in the second driving mode, the train runs in the second line, and the train enters the co-management area in the second line, the train operation is controlled based on the second movement authority and the line data in the second line, and the train operation adjustment is performed using the second dispatching command;

[0082] In the case that the train reaches the second switching position arranged in the first line, if the allowed train operation speed under the first train control system mode is higher than the allowed train operation speed under the second train control system mode, the train control system of the train is switched from the second train control system mode to the first train control system mode, the train operation is controlled based on the first movement authority and the on-board electronic map, and the train operation adjustment is performed using the first dispatching command, and the second switching position is determined according to the on-board electronic map, or

[0083] If the permitted train speed under the first train control system is lower than the permitted train speed under the second train control system, the train continues to run based on the second movement authorization until the train reaches the second target position. Then, the train control system of the train is switched from the second train control system to the first train control system. The second target position is a position before the end of the second movement authorization and where the permitted train speed under the first train control system is higher than the permitted train speed under the second train control system. Alternatively, the second target position is the position where the train stops.

[0084] Optionally, Figure 4 This is one of the schematic diagrams illustrating the switching from the CTCS-2 train control system to the NiTC train control system provided by this invention, as shown below. Figure 4 As shown, the switching from the CTCS-2 train control system to the NiTC train control system can also be achieved by the train's ATP and ATO. The specific switching process is as follows:

[0085] 1. Normal switching:

[0086] The train is in AM mode (or FS mode) and is operating within the CTCS-2 train control system standard track.

[0087] After the train has fully entered the shared area within the second line (i.e., the CTCS-2 train control system standard line), it registers with the TMS and reports its position information to the TMS, registers with the LCS and requests requisition of train operation resources from the LCS, and communicates with the ATS to obtain ATS dispatching commands. After the TMS completes the screening and meets other conditions, it replies to the train with the position information of the train ahead. After the LCS requisitions train operation resources and meets other conditions, it replies to the train with the requisitioned LCS operation resources. The ATS matches the train with the train operation plan and sends dispatching commands to the train. These other conditions can specifically include: determining the position information of other trains ahead of the train based on the train's position information and the forward search configuration distance of the line topology.

[0088] The train receives and parses the forward train position information sent by the TMS, the LCS train operation resources sent by the LCS, and the first dispatching command sent by the ATS. At this time, the train still maintains the CTCS-2 train control system mode, uses the TCC movement authorization (i.e., the second movement authorization) and the line data within the second line to control the train operation (the endpoint of the TCC movement authorization is the boundary of the shared area on the line side of the NiTC train control system mode), and uses the CCS dispatching command (i.e., the second dispatching command, which can be obtained from the dispatching command information obtained by establishing communication with the CCS) to execute train operation adjustments.

[0089] The train continues its journey and reaches the NiTC train control system mode switching point (i.e., the second switching position, which can be configured in the onboard electronic map; after it is located on the NiTC train control system mode line (i.e., within the first line), it selects a movement authorization that allows the train to run at a higher speed (i.e., TCC movement authorization, the endpoint of which has crossed the boundary of the shared area on the NiTC train control system mode line side) to control the train's operation. The CTCS-2 train control system mode is automatically switched to the NiTC train control system mode, and the first dispatching command is used to execute the train operation adjustment.

[0090] 2. Abnormal handover:

[0091] The automatic switching from the CTCS-2 train control system to the NiTC train control system can also be achieved by the train's ATP and ATO. In the switching scenario, after the train arrives at the NiTC train control system switching point in AM mode (or FS mode), if the permissible train speed under the NiTC train control system is lower than the permissible train speed under the CTCS-2 train control system, the train will remain in CTCS-2 train control system mode until the train approaches (i.e., the train reaches the second target position, which is before the end of the second movement authorization and is a position where the permissible train speed under the NiTC train control system is higher than the permissible train speed under the CTCS-2 train control system; or the second target position...) The position (which can also be the position where the train has come to a complete stop) is the endpoint of the TCC movement authorization. When this causes the permissible train speed under the NiTC train control system to be higher than the permissible train speed under the CTCS-2 train control system, the CTCS-2 train control system will automatically switch to the NiTC train control system, and the train driving mode will automatically switch from AM mode (or FS mode) to AM-C mode (or CM-C mode); or until the train comes to a complete stop, the CTCS-2 train control system will automatically switch to the NiTC train control system. The processing procedure before the train reaches the NiTC train control system switching point is the same as the normal switching procedure of the CTCS-2 train control system to the NiTC train control system, and will not be described again.

[0092] Further, in one embodiment, after the train control system of the train is switched from the second train control system mode to the first train control system mode, the method can further specifically include:

[0093] switching the train from the second driving mode to the first driving mode.

[0094] Optionally, after the train control system of the train is normally switched from the second train control system mode (i.e., the CTCS-2 train control system mode) to the first train control system mode (i.e., the NiTC train control system mode), the train driving mode is automatically switched from the second driving mode (the AM mode or the FS mode) to the first driving mode (the AM-C mode or the CM-C mode), the train operation adjustment is performed using the ATS dispatching command, and the driver is prompted on the on-board MMI that the NiTC train control system mode switching is completed.

[0095] After the NiTC train control system mode switching is completed, the train no longer uses the TCC movement authority and the communication with the CCS is disconnected.

[0096] After the train control system of the train is abnormally switched from the second train control system mode (i.e., the CTCS-2 train control system mode) to the first train control system mode (i.e., the NiTC train control system mode), the train driving mode is automatically switched from the second driving mode (the AM mode or the FS mode) to the first driving mode (the AM-C mode or the CM-C mode).

[0097] Further, in one embodiment, the length of the co-management area in the first line and the second line is determined in the following manner:

[0098] The co-management area is determined according to the train length, the first running distance, the second running distance, and the service braking stopping distance under the maximum allowed train running speed, the first running distance is a running distance of the train running at the maximum allowed train running speed for a first time-consuming time, the second running distance is a running distance of the train running at the maximum allowed train running speed for a second time-consuming time, the first time-consuming time is a time-consuming time for the train automatic protection system to establish communication with a ground integrated control system or a train management system, and the second time-consuming time is a time-consuming time for reaching a screening distance and being screened by the ground integrated control system or the train management system, and the ground integrated control system is used to obtain LCS train operation resources.

[0099] Optionally, the NiTC line control system mode line and the CTCS-2 line control system mode line are provided with a co-management area, and the LCS driving resource and the TCC moving authorization can cross and overlap, that is, the farthest end point of the LCS driving resource can reach the boundary of the co-management area on the side of the CTCS-2 line control system mode line, and the farthest end point of the TCC moving authorization can reach the boundary of the co-management area on the side of the NiTC line control system mode line (in actual engineering application, the control boundary of the NiTC line control system mode line and the CTCS-2 line control system mode line can be simultaneously used as the boundary of the co-management area on the side of the NiTC line control system mode line and the boundary of the co-management area on the side of the CTCS-2 line control system mode line). If the co-management area range includes a turnout, the turnout control right is determined according to the actual engineering situation, wherein the control boundary can be determined according to the junction point of the trackside equipment control ranges of the NiTC line control system mode line and the CTCS-2 line control system mode line.

[0100] In order not to affect the operation efficiency, the length of the co-management area considers the following factors:

[0101] a) train length;

[0102] b) first running distance: the running distance of the train running at the highest allowable train running speed for a first time-consuming time (i.e. the time-consuming time for the on-board ATP to establish communication with the LCS / TMS);

[0103] c) second running distance: the running distance of the train running at the highest allowable train running speed for a second time-consuming time (i.e. the running distance after reaching the screening distance and the time-consuming time for the LCS / TMS screening). The screening is used to eliminate the hidden train in front of the train end with positioning and normal communication, and the specific condition is that the physical section in front of the train is idle, and the interval between the minimum safe front end of the train and the idle physical section in front of the train running is less than a specific length (the length can be configured). The configuration value of the specific length is related to the train length, the train overhang distance, the train running speed and the system delay parameter, and needs to ensure that the hidden train in front of the train end with positioning and normal communication is not eliminated in the worst case.

[0104] d) the common braking stopping distance at the highest allowable train running speed.

[0105] The train control system switching method provided by the application can realize normal switching and abnormal switching of the train between the CTCS-2 train control system mode and the NiTC train control system mode, thereby realizing seamless cross-line operation between the NiTC train control system mode line and the CTCS-2 train control system mode line, realizing interconnection between lines with different train control system modes, and meeting the current intercity (city area) railway construction demand.

[0106] Further, in one embodiment, in the case that the train reaches a first switching position provided in the second line, the method can further specifically include:

[0107] In the case that the train is degraded from the first driving mode to the limited manual driving mode, if the train meets preset conditions, the switching fails, and in the case that a limit condition is met, the train control system of the train is switched from the first train control system mode to the second train control system mode by controlling a mode switching switch, the preset conditions include an inresolvable emergency braking fault of the train and loss of positioning of the train, and the limit condition at least includes stable stopping of the train.

[0108] Optionally, after the train reaches a CTCS-2 train control system mode switching point in a line of the NiTC train control system mode, if the train is degraded from the AM-C mode (or the CM-C mode) to the limited manual driving RM mode, it is judged whether the train meets preset conditions, if the train meets the preset conditions, it is determined that the automatic switching from the NiTC train control system mode to the CTCS-2 train control system mode fails, and in the case that a limit condition is met, the train control system of the train is switched from the NiTC train control system mode to the CTCS-2 train control system mode by controlling a mode switching switch, the preset conditions can specifically include an inresolvable emergency braking fault of the train and loss of positioning of the train, and the limit condition at least includes stable stopping of the train.

[0109] If it is a BTM fault, a speed and distance measurement fault, or other faults outputting inresolvable emergency braking, the automatic switching from the NiTC train control system mode to the CTCS-2 train control system mode fails, when it is determined that the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the NiTC train control system mode to the CTCS-2 train control system mode.

[0110] If the positioning of the train has been lost, the automatic switching from the NiTC train control system mode to the CTCS-2 train control system mode fails, when it is determined that the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the NiTC train control system mode to the CTCS-2 train control system mode.

[0111] If it is a wireless communication fault, the train control system does not affect receiving and analyzing CTCS-2 train control system mode balise message and receiving and analyzing track circuit information, if the train is restored to the AM-C mode (or the CM-C mode) before reaching the CTCS-2 train control system mode switching point, the train can normally switch; if the train is still in the RM mode when reaching the CTCS-2 train control system mode switching point, the train can be backed up and switched from the RM mode to the FS mode automatically.

[0112] If the ground equipment of the NiTC system mode line fails, the train cannot be restored to the AM-C mode (or CM-C mode), and the train cannot be affected to receive and analyze the CTCS-2 train control system mode balise and receive and analyze the track circuit information. When the train reaches the CTCS-2 train control system mode switching point, it is still in the RM mode. The train can be switched back, and automatically switched from the RM mode to the FS mode.

[0113] Optionally, for the case that the train approaches the co-management area and fails to receive and analyze the CTCS-2 train control system mode balise, the train cannot obtain the information of the front line slope, line speed, track section, track circuit carrier frequency, etc. The switching from the NiTC system mode to the CTCS-2 train control system mode fails, the train remains in the NiTC system mode, and the AM-C mode (or CM-C mode) can run to the boundary of the CTCS-2 train control system mode line side co-management area at most. In the RM mode, there is no limit. When it is determined that the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the NiTC system mode to the CTCS-2 train control system mode.

[0114] For the case that the train enters the co-management area and fails to receive and analyze the track circuit information, the train cannot obtain the TCC mobile authorization, the switching from the NiTC system mode to the CTCS-2 train control system mode fails, the train remains in the NiTC system mode, and the AM-C mode (or CM-C mode) can run to the boundary of the CTCS-2 train control system mode line side co-management area at most. In the RM mode, there is no limit. When the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the NiTC system mode to the CTCS-2 train control system mode.

[0115] In the switching scenario (i.e., the train reaches the CTCS-2 train control system mode switching point in the NiTC system mode line), if the train is in the full automatic driving mode FAM mode (or the peristaltic mode CAM mode), the automatic switching from the NiTC system mode to the CTCS-2 train control system mode fails, the train remains in the NiTC system mode, and can run to the boundary of the CTCS-2 train control system mode line side co-management area at most. During this period, the driver can normally switch after putting the key down to the CM-C mode (and pressing the ATO button to rise to the AM-C mode).

[0116] Further, in an embodiment, the method can further specifically include:

[0117] If the train is switched from the second driving mode to the third driving mode when the train reaches a second switching position arranged in the first line, the switching fails, and the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling the mode switching switch when the limit condition is met.

[0118] If the train fails to establish communication with the ground integrated control system or the train management system after the train enters the co-management area in the second line, the switching fails, and the train continues to run based on the second train control system mode to the boundary of the co-management area of the first line until the limit condition is met, and the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling the mode switching switch.

[0119] Optionally, in the switching scenario (i.e., the train reaches the NiTC train control system mode switching point in the CTCS-2 train control system mode line), the train driving mode is switched from the second driving mode to the third driving mode (partial monitoring mode PS mode or visual driving mode OS mode), the automatic switching from the CTCS-2 train control system mode to the NiTC train control system mode fails, the driver is responsible for driving the train to run and performs corresponding processing according to the ground situation, and when it is determined that the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the CTCS-2 train control system mode to the NiTC train control system mode.

[0120] After the train completely enters the co-management area and fails to establish communication with the LCS or the TMS, the automatic switching from the CTCS-2 train control system mode to the NiTC train control system mode fails, the train still maintains the CTCS-2 train control system mode, and can run to the boundary of the co-management area on the side of the NiTC train control system mode line, and when the limit condition is met, the driver can manually operate the mode switching switch to manually switch from the CTCS-2 train control system mode to the NiTC train control system mode.

[0121] For example, Figure 5 is a second schematic diagram of switching from the NiTC train control system mode to the CTCS-2 train control system mode provided by the application, as shown in Figure 5 The train is in the AM-C mode (or the CM-C mode) and runs in the NiTC train control system mode line.

[0122] The train approaches the co-management area, receives and analyzes the CTCS-2 train control system mode transponders FB1, FB2 and FB3 arranged on the ground, and obtains information such as the slope of the front line, the line speed, the track section, and the track circuit carrier frequency.

[0123] The train enters the co-management area, receives and analyzes the track circuit information to obtain the TCC movement authority, and establishes communication with the CCS to obtain the dispatch command information. At this time, the train still maintains the NiTC train control system mode, uses the TMS front train position information, and the movement authority autonomously calculated by the LCS train operation resource to control the train operation (the end point of the movement authority autonomously calculated by the TMS front train position information and the LCS train operation resource is the boundary of the CTCS-2 train control system mode line side co-management area), and uses the ATS dispatch command to execute the train operation adjustment.

[0124] The train continues to run, and after reaching the CTCS-2 train control system mode switching point (configured in the on-board electronic map data), selects the movement authority that allows the train to run at a higher speed (i.e. the TCC movement authority, the end point of which has crossed the boundary of the CTCS-2 train control system mode line side co-management area) to control the train operation, automatically switches from the NiTC train control system mode to the CTCS-2 train control system mode, automatically switches the train driving mode from the AM-C mode (or the CM-C mode) to the AM mode (or the FS mode), executes the train operation adjustment using the CCS dispatch command, and prompts the driver on the on-board MMI that the CTCS-2 train control system mode switching has been completed.

[0125] After the CTCS-2 train control system mode switching is completed, the train no longer uses the movement authority autonomously calculated according to the TMS front train position information and the LCS train operation resource, but maintains communication with the LCS, the TMS, and the ATS until the train clears the boundary of the CTCS-2 train control system mode line side co-management area with the minimum safety rear end, and then disconnects the communication with the LCS, the TMS, and the ATS.

[0126] Figure 6 is a schematic diagram of the CTCS-2 train control system mode to the NiTC train control system mode switching provided by the application, as shown in Figure 6 The train is in the automatic driving mode AM mode (or the full monitoring mode FS mode) and runs in the CTCS-2 train control system mode line.

[0127] After the train completely enters the co-management area, initiates registration to the TMS and reports the train position information to the TMS, initiates registration to the LCS and applies for the train operation resource to the LCS, initiates communication to the ATS to obtain the dispatch command and other information. After the TMS completes the screening and meets other conditions, the TMS replies to the train with the front train position information; after the LCS meets the train operation resource and meets other conditions, the LCS replies to the train with the train operation resource that has been applied for; and the ATS matches the train operation plan and sends the dispatch command and other information to the train.

[0128] The train receives and analyzes the train position information in front of the TMS, LCS driving resources, and ATS dispatching command. At this time, the train still maintains the CTCS-2 train control system mode, uses the TCC moving authorization to control the train operation (the TCC moving authorization end point is the boundary of the NiTC train control system mode line side common management area), and uses the CCS dispatching command to perform train operation adjustment.

[0129] The train continues to run, reaches the NiTC train control system mode switching point (configured in the on-board electronic map data), selects the moving authorization (i.e., the moving authorization autonomously calculated according to the train position information in front of the TMS and the LCS driving resources, and the end point has crossed the boundary of the NiTC train control system mode line side common management area) that allows the train to run at a higher speed to control the train operation, automatically switches from the CTCS-2 train control system mode to the NiTC train control system mode, automatically switches the train driving mode from the automatic driving mode AM mode (or the full supervision mode FS mode) to the AM-C mode (or the CM-C mode), uses the ATS dispatching command to perform train operation adjustment, and simultaneously prompts the driver on the on-board MMI that the NiTC train control system mode switching has been completed.

[0130] After the NiTC train control system mode switching is completed, the train no longer uses the TCC moving authorization and disconnects the communication with the CCS.

[0131] The train control system switching method provided by the application can manually complete the switching between the CTCS-2 train control system mode and the NiTC train control system mode through the mode switching switch when the automatic switching from the CTCS-2 train control system mode to the NiTC train control system mode or the automatic switching from the NiTC train control system mode to the CTCS-2 train control system mode fails, and realizes the seamless cross-line operation of the train between the NiTC train control system mode line and the CTCS-2 train control system mode line.

[0132] The train control system switching system provided by the application is described below, and the train control system switching system described below can be correspondingly referred to the train control system switching method described above.

[0133] Figure 7 is a structural schematic diagram of the train control system switching system provided by the application, as Figure 7 shown, comprising:

[0134] The acquisition module 710 and the switching module 711;

[0135] The acquisition module 710 is configured to acquire the line data, trackside authorization, and on-board electronic map of the train running in a target line, the target line comprising a first line and a second line, the train running in the first line adopting a first train control system mode, and the train running in the second line adopting a second train control system mode.

[0136] The switching module 711 is configured to switch the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map, and switch the train control system of the train from the second train control system mode to the first train control system mode when the train runs from the second line to the first line.

[0137] The train control system switching system provided by the application can switch the train control system of the train running in the first line from the first train control system mode to the second train control system mode, and switch the train control system of the train running in the second line from the second train control system mode to the first train control system mode, so that the train can run seamlessly between the first line of the first train control system mode and the second line of the second train control system mode, and realize interconnection between lines of different train control system modes.

[0138] Figure 8 is the schematic diagram of the physical structure of the electronic device provided by the application, as shown in Figure 8 The electronic device can include a processor 810, a communication interface 811, a memory 812 and a bus 813, wherein the processor 810, the communication interface 811 and the memory 812 can communicate with each other through the bus 813. The processor 810 can call the logical instructions in the memory 812 to execute the following method:

[0139] Obtain line data, trackside authorization and on-board electronic map of a train running in a target line, the target line including a first line and a second line, the train running in the first line using a first train control system mode, and the train running in the second line using a second train control system mode;

[0140] Switch the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map, and switch the train control system of the train from the second train control system mode to the first train control system mode when the train runs from the second line to the first line.

[0141] In addition, the logic instructions in the above-mentioned memory can be realized in the form of a software function unit and sold or used as an independent product, and can be stored in a computer readable storage medium. Based on such understanding, the technical solutions of the present application essentially or the parts that contribute to the prior art or parts of the technical solutions can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including a plurality of instructions to make a computer power supply screen (which can be a personal computer, a server, or a network power supply screen, etc.) execute all or part of the steps of the method described in various embodiments of the present application. The foregoing storage medium includes: a U disk, a mobile hard disk, a read-only memory (ROM, Read-only Memory), a random access memory (RAM, Random Access Memory), a magnetic disk or an optical disk, and various media that can store program codes.

[0142] Further, the present application discloses a computer program product, which comprises a computer program stored on a non-transitory computer readable storage medium, and the computer program comprises program instructions, and when the program instructions are executed by a computer, the computer can execute the train control system switching method provided by the above-mentioned method embodiments, for example, comprising:

[0143] obtaining line data, trackside authorization and on-board electronic map of a train running in a target line, the target line comprising a first line and a second line, the train running in the first line using a first train control system mode, and the train running in the second line using a second train control system mode;

[0144] switching the train control system of the train from the first train control system mode to the second train control system mode in the case that the train runs from the first line to the second line, and switching the train control system of the train from the second train control system mode to the first train control system mode in the case that the train runs from the second line to the first line according to the line data, the trackside authorization and the on-board electronic map.

[0145] On the other hand, the present application also provides a non-transitory computer readable storage medium, which stores a computer program, and the computer program is executed by a processor to implement the train control system switching method provided by the above-mentioned embodiments, for example, comprising:

[0146] obtaining line data, trackside authorization and on-board electronic map of a train running in a target line, the target line comprising a first line and a second line, the train running in the first line using a first train control system mode, and the train running in the second line using a second train control system mode;

[0147] According to the line data, the trackside authorization and the on-board electronic map, switching the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line, and switching the train control system of the train from the second train control system mode to the first train control system mode when the train runs from the second line to the first line.

[0148] The system embodiments described above are only illustrative, wherein the units described as separate components can or can not be physically separated, and the components displayed as units can or can not be physical units, i.e., can be located in one place or distributed on multiple network units. Part or all of the modules can be selected to achieve the purpose of the embodiment scheme according to actual needs. Those skilled in the art can understand and implement without creative labor.

[0149] Through the description of the above embodiments, those skilled in the art can clearly understand that each embodiment can be realized by means of software and the necessary general hardware platform, and of course can also be realized by hardware. Based on such understanding, the above technical solutions can be embodied in the form of a software product, which can be stored in a computer readable storage medium, such as a ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions to make a computer power supply screen (which can be a personal computer, a server, or a network power supply screen, etc.) execute the methods described in each embodiment or some parts of the embodiment.

[0150] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit them; although the present application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that they can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for some technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for switching a train control system, characterized in that The method comprises: acquiring line data, trackside authorization and an on-board electronic map of a train running in a target line, the target line comprising a first line and a second line, the train running in the first line using a first train control system mode, and the train running in the second line using a second train control system mode; switching the train control system of the train from the first train control system mode to the second train control system mode when the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map; controlling the train to run according to a first movement authorization and the on-board electronic map when the train enters a co-management area in the first line, the first movement authorization being calculated based on front train position information sent by a train management system and LCS driving resources sent by a ground integrated control system; controlling the train to run according to a second movement authorization and line data in the second line when the train reaches a first switching position arranged in the second line, the second movement authorization being obtained according to track circuit information in the trackside authorization, the track circuit information being obtained according to the line data in the second line, and the allowable train running speed in the second train control system mode being higher than the allowable train running speed in the first train control system mode; controlling the train to run according to the first movement authorization when the allowable train running speed in the second train control system mode is lower than the allowable train running speed in the first train control system mode, and switching the train control system of the train from the first train control system mode to the second train control system mode after the train reaches a first target position, the first target position being a position before the end point of the first movement authorization and satisfying the condition that the allowable train running speed in the second train control system mode is higher than the allowable train running speed in the first train control system mode, or the first target position being a position where the train is parked; and switching the train control system of the train from the second train control system mode to the first train control system mode when the train runs from the second line to the first line; controlling the train to continue running according to the second movement authorization when the allowable train running speed in the first train control system mode is lower than the allowable train running speed in the second train control system mode, and switching the train control system of the train from the second train control system mode to the first train control system mode after the train reaches a second target position, the second target position being a position before the end point of the second movement authorization and satisfying the condition that the allowable train running speed in the first train control system mode is higher than the allowable train running speed in the second train control system mode, or the second target position being a position where the train is parked.

2. The train control system switching method according to claim 1, characterized by, The switching of the train control system from the first train control system mode to the second train control system mode when the train runs from the first line to the second line comprises: In a case where the train is in a first driving mode, the train runs in the first line, and a second train control system mode balise message is received, the second train control system mode balise message is parsed to obtain line data in the second line; In a case where the train enters a co-management area in the first line, a train operation adjustment is performed using a first dispatch command, the first dispatch command is sent by a train automatic monitoring system, and the on-board electronic map is obtained based on the line data in the first line; In a case where the train reaches a first switching position arranged in the second line, if an allowed train running speed in the second train control system mode is higher than an allowed train running speed in the first train control system mode, the train control system is switched from the first train control system mode to the second train control system mode, and a train operation adjustment is performed using a second dispatch command, the first switching position is determined according to the on-board electronic map, and the second dispatch command is sent by a communication control server.

3. The train control system switching method according to claim 1, characterized by, The switching of the train control system from the second train control system mode to the first train control system mode when the train runs from the second line to the first line comprises: In a case where the train is in a second driving mode, the train runs in the second line, and the train enters a co-management area in the second line, the train is controlled to run based on a second movement authority and line data in the second line, and a train operation adjustment is performed using a second dispatch command; In a case where the train reaches a second switching position arranged in the first line, if an allowed train running speed in the first train control system mode is higher than an allowed train running speed in the second train control system mode, the train control system is switched from the second train control system mode to the first train control system mode, the train is controlled to run based on a first movement authority and the on-board electronic map, and a train operation adjustment is performed using a first dispatch command, the second switching position is determined according to the on-board electronic map.

4. The train control system switching method according to any one of claims 2 or 3, characterized by, The length of the co-management area in the first line and the second line is determined by the following method: The common management area is determined according to a train length, a first running distance, a second running distance, and a common braking stopping distance under a maximum allowable train running speed, the first running distance is a running distance of the train running at the maximum allowable train running speed for a first time consumption, the second running distance is a running distance of the train running at the maximum allowable train running speed for a second time consumption, the first time consumption is a time consumption for the train automatic protection system and the ground integrated control system or the train management system to establish communication, and the second time consumption is a time consumption for reaching a screening distance and being screened by the ground integrated control system or the train management system, and the ground integrated control system is used to obtain LCS driving resources.

5. The train control system switching method according to claim 2, characterized by, After the train control system of the train is switched from the first train control system mode to the second train control system mode, the method further comprises: Switching the train from the first driving mode to a second driving mode.

6. The train control system switching method according to claim 3, characterized by, After the train control system of the train is switched from the second train control system mode to the first train control system mode, the method further comprises: Switching the train from the second driving mode to the first driving mode.

7. The train control system switching method according to claim 2, characterized by, In the case that the train reaches a first switching position arranged in the second line, the method further comprises: In the case that the train is downgraded from the first driving mode to a limited manual driving mode, if the train meets a preset condition, the switching fails, and in the case that a limitation condition is met, the train control system of the train is switched from the first train control system mode to the second train control system mode by controlling a mode switching switch, the preset condition includes an inresolvable emergency braking failure of the train and a positioning loss of the train, and the limitation condition at least includes that the train is stopped.

8. The train control system switching method according to claim 3, characterized by, The method further comprises: In the case that the train reaches a second switching position arranged in the first line, if the train is switched from the second driving mode to a third driving mode, the switching fails, and in the case that a limitation condition is met, the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling a mode switching switch; After the train enters the common management area in the second line, if the train fails to establish communication with the ground integrated control system or the train management system, the switching fails, and the train is controlled to continue running to a boundary of the common management area of the first line based on the second train control system mode until the limitation condition is met, and then the train control system of the train is switched from the second train control system mode to the first train control system mode by controlling the mode switching switch.

9. A train control system switching system, characterized by Comprise: An acquisition module and a switching module; The acquisition module is used to acquire line data, trackside authorization, and an on-board electronic map of a train running in a target line, the target line comprises a first line and a second line, the train runs in the first line by using a first train control system mode, and the train runs in the second line by using a second train control system mode; The acquisition module is used to acquire line data, trackside authorization, and an on-board electronic map of a train running in a target line, the target line comprises a first line and a second line, the train runs in the first line by using a first train control system mode, and the train runs in the second line by using a second train control system mode; The switching module is configured to switch the train control system from the first train control system mode to the second train control system mode when the train runs from the first line to the second line according to the line data, the trackside authorization and the on-board electronic map; When the train enters a co-management area in the first line, the train is controlled to run according to a first movement authorization and the on-board electronic map, the first movement authorization being calculated based on front train position information sent by a train management system and LCS driving resources sent by a ground integrated control system; When the train reaches a first switching position arranged in the second line, if an allowable train running speed in the second train control system mode is higher than an allowable train running speed in the first train control system mode, the train is controlled to run based on a second movement authorization and line data in the second line, the second movement authorization being obtained according to track circuit information in the trackside authorization, the track circuit information being obtained according to the line data in the second line; When the allowable train running speed in the second train control system mode is lower than the allowable train running speed in the first train control system mode, the train is controlled to run based on the first movement authorization until the train reaches a first target position, the train control system being switched from the first train control system mode to the second train control system mode, the first target position being a position before an end point of the first movement authorization and satisfying the condition that the allowable train running speed in the second train control system mode is higher than the allowable train running speed in the first train control system mode, or the first target position being a position at which the train is parked; When the train runs from the second line to the first line, the train control system is switched from the second train control system mode to the first train control system mode; When the allowable train running speed in the first train control system mode is lower than the allowable train running speed in the second train control system mode, the train is controlled to continue running based on the second movement authorization until the train reaches a second target position, the train control system being switched from the second train control system mode to the first train control system mode, the second target position being a position before an end point of the second movement authorization and satisfying the condition that the allowable train running speed in the first train control system mode is higher than the allowable train running speed in the second train control system mode, or the second target position being a position at which the train is parked.

10. An electronic device comprising a processor and a memory having a computer program stored therein, characterized in that, The processor implements the train control system switching method in any one of claims 1 to 8 when executing the computer program.

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