Universal vehicle controller for rail transit and control method thereof

Abstract

A kind of rail transit general vehicle controller and its control method, rail transit general vehicle controller includes automatic train protection unit, automatic train driving unit, driver train interface unit, vehicle input and output unit, speed measurement distance unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit by high-speed real-time communication bus with each other.The general vehicle controller is run in single mode control mode, the protection unit in the automatic train protection unit that matches the current operating line mode is as the current main control protection unit, and the current main control protection unit exclusively accesses other equipment unit;General vehicle controller is run in multimode control mode, the protection unit in the automatic train protection unit that matches the current operating line mode is as the current main control protection unit in turn, and the current main control protection unit shares access other equipment unit.The vehicle-mounted product architecture of the application is unified, product reuse degree is high, easy to extend.

Description

Technical Field

[0001] This invention relates to the field of rail transit signal safety control technology, and in particular to a universal on-board controller for rail transit and its control method. Background Technology

[0002] The onboard controller is a crucial component of the train control system. It controls train operation based on movement authorizations sent from trackside equipment or calculated by the controller itself, enabling automatic train operation. The onboard controller has several control modes.

[0003] The system includes single-mode control modes such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS, as well as multi-mode control modes combining different single-mode systems. The controlled objects of the onboard controller can include different types of trains such as EMU trains, electric locomotives, and diesel locomotives. These differences in system structure and equipment composition result in significant variations among existing onboard controller systems of different types. Consequently, core components of different types of onboard control systems cannot share resources, technological achievements cannot be reused, and system scalability is poor.

[0004] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0005] The purpose of this invention is to provide a universal on-board controller for rail transit and its control method, which features a unified on-board product architecture, high product reusability, and easy expansion.

[0006] To achieve the above objectives, the present invention provides a universal on-board controller for rail transit, comprising: multiple device units that communicate with each other via a high-speed real-time communication bus; each device unit includes at least: an automatic train protection unit, an automatic train driving unit, a driver-train interface unit, a vehicle input / output unit, a speed and distance measurement unit, a transponder transmission unit, a track circuit information receiving unit, a data recording unit, and a wireless communication unit; the automatic train protection unit is used to implement the safety protection function of the train; the automatic train driving unit is used to implement the automatic train driving function; the driver-train interface unit is used to implement the interaction function between the universal on-board controller and the driver; the vehicle input / output unit is used to implement the interaction function between the universal on-board controller and the train; the speed and distance measurement unit is used to implement the universal speed and distance measurement function; the transponder transmission unit is used to receive information from an external transponder; the track circuit information receiving unit is used to receive track circuit information via rails or loop lines; the data recording unit is used to implement the log recording function of the universal on-board controller; the wireless communication unit is used to implement the wireless communication function between the universal on-board controller and ground equipment; and the high-speed real-time communication bus is used to achieve real-time and reliable communication between the above-mentioned device units;

[0007] The automatic train protection unit includes a variety of different types of protection units, which are used to realize the safety protection function of the train under different systems.

[0008] The automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit all have a standard abstract function access interface. The standard abstract function access interface is used to shield the differences between different devices of the same type of unit.

[0009] The different types of protection units include at least: CTCS-2 protection unit, CTCS-3 protection unit, CTCS-N protection unit, TACN protection unit, CBTC protection unit, and TACS protection unit.

[0010] The automatic train driving unit adopts EMU ATO equipment or locomotive ATO equipment.

[0011] The driver-train interface unit adopts a touch screen DMI device, a button-type DMI device, or a combined DMI device.

[0012] The speed and distance measuring unit adopts a single-speed transmission speed measuring device, or a dual-speed / multi-speed transmission speed measuring device, or an accelerometer device, or a Doppler radar, or a satellite positioning device.

[0013] The transponder transmission unit adopts a European transponder transmission device, an American transponder transmission device, or a TAG transmission device.

[0014] The track circuit information receiving unit adopts a digital track circuit information receiving device, or an analog track circuit information receiving device, or a loop information receiving device.

[0015] The data recording unit is a judicial recorder or a data recording unit device.

[0016] The wireless communication unit employs a DMR device, or a GSM-R circuit-domain device, or a GSM-R packet-domain device, or an LTE-M device.

[0017] When the universal on-board controller is configured as a single-end redundant structure, the automatic train protection unit, automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit in the universal on-board controller are all redundantly configured at the head and tail of the train. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus, and there is no redundancy between the equipment units at the head and tail of the train.

[0018] When the universal on-board controller is configured with a semi-double-ended redundancy structure, the vehicle input / output units in the universal on-board controller are redundantly configured at both the head and tail of the train. The automatic train protection unit and the automatic train driving unit are redundantly configured only at either the head or tail of the train. The driver-train interface unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit are non-redundantly configured at both the head and tail of the train. The driver-train interface unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit at both the head and tail of the train constitute head-tail redundancy. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus.

[0019] The present invention also provides a control method for a universal on-board controller for rail transit, wherein the universal on-board controller operates in a single-mode control mode or in a multi-mode control mode;

[0020] When the general vehicle controller is running in single-mode control mode, the protection unit in the automatic train protection unit that matches the current operating line's system serves as the current main control protection unit. The current main control protection unit exclusively accesses the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus.

[0021] When the general-purpose on-board controller is running in multi-mode control mode, the protection units in the automatic train protection unit that match the current operating line type take turns as the current master protection unit. At any given time, there is only one protection unit as the current master protection unit. The current master protection unit shares access to the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus.

[0022] When the general vehicle controller is running in single-mode control mode, the ATP software in the current main protection unit runs on the same main processing board.

[0023] When the general vehicle controller is running in multi-mode control mode, the ATP software in multiple protection units that take turns as the current main control protection unit runs in different cores on the same main processing board, or runs on multiple different main processing boards.

[0024] When the universal vehicle controller is running in multi-mode control mode, it can switch from the current route system to the destination route system manually or automatically, with manual switching having a higher priority than automatic switching.

[0025] When switching from the current line system to the destination line system in an automatic manner, the universal vehicle controller obtains the destination line system information from the external physical transponder or the external virtual transponder for the system switching. The current main control protection unit and the protection unit that matches the destination line system will calculate their own health status. The protection unit with the higher health status will be switched to become the current main control protection unit.

[0026] The transponder transmission unit receives information from the physical transponder for system switching, and the speed and distance measurement unit receives wireless positioning information and generates information for the corresponding virtual transponder for system switching.

[0027] The method for calculating health status includes:

[0028] Determine if the movement authorization of the protection unit is valid. If the movement authorization is valid, the health status is high.

[0029] Determine whether the protection unit has triggered emergency braking or full service braking. If it has not triggered emergency braking or full service braking, its health status is high.

[0030] Determine if the communication status of the protection unit with other equipment units is normal. If the communication with other equipment units is normal, the health status is high.

[0031] By sorting out and abstracting the common functions, control flow information, and data flow information of different devices in the same type of device unit, the differences in physical interfaces, electrical characteristics, and proprietary protocols between different devices in the same type of device unit are shielded. Standard data flow and control flow information that implement the common functions of this type of device unit are defined, and standard abstract function access interfaces for this type of device unit are defined in turn.

[0032] When the universal on-board controller is configured with a single-end redundant structure, the automatic train protection unit at the head of the train only accesses other equipment units at the head of the train, and the automatic train protection unit at the tail of the train only accesses other equipment units at the tail of the train.

[0033] When the universal on-board controller is configured with a semi-double-ended redundant structure, the automatic train protection unit and the automatic train driving unit access other equipment units at the head and tail of the train.

[0034] The CTCS-2 protection unit and the EMU ATO equipment enable control of C2 type EMUs; the CTCS-3 protection unit and the EMU ATO equipment enable control of C3 type EMUs; the CTCS-N protection unit and the EMU ATO equipment enable control of CN type EMUs; the CTCS-N protection unit and the locomotive ATO equipment enable control of CN type locomotives; the CBTC protection unit and the EMU ATO equipment enable control of CBTC type EMUs; the TACS protection unit and the EMU ATO equipment enable control of TACS type EMUs; and the TACN protection unit and the locomotive ATO equipment enable control of TACN type freight locomotives on local railways.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1. Under a unified architecture, the universal vehicle controller achieves unified management of different control modes and controlled objects, enabling the universal vehicle controller to have good scalability for new systems, new combination systems and new controlled objects.

[0037] 2. Under a unified architecture, the internal core components of the universal vehicle controller can be shared in different application scenarios, which improves the reuse of development technology achievements and saves development time and manpower.

[0038] 3. The specific devices in the universal vehicle controller are abstracted into device units with standard abstract access interfaces, which facilitates future maintenance and product upgrades of the universal vehicle controller. Attached Figure Description

[0039] Figure 1 This is a schematic diagram of the structure of a universal on-board controller for rail transit provided by the present invention.

[0040] Figure 2 This is a schematic diagram of a general vehicle controller configured with a single-end redundant structure in an embodiment of the present invention.

[0041] Figure 3 This is a schematic diagram of a general vehicle controller configured as a semi-double-ended redundant structure in an embodiment of the present invention. Detailed Implementation

[0042] The following is based on Figures 1-3 The preferred embodiments of the present invention will be described in detail below.

[0043] like Figure 1As shown, this invention provides a universal onboard controller for rail transit, comprising: an Automatic Train Protection Unit (ATP) 1 that communicates with each other via a high-speed real-time communication bus 10; an Automatic Train Operation Unit (ATO) 2; a Driver-Train Interface Unit (DMI) 3; a vehicle input / output unit 4; a speed and distance measurement unit 5; a transponder transmission unit 6; a track circuit information receiving unit 7; a data recording unit 8; and a wireless communication unit 9. The ATP 1 includes protection units of various standards, specifically: a CTCS-2 protection unit 101, a CTCS-3 protection unit 102, a CTCS-N protection unit 103, a TACN protection unit 104, a CBTC protection unit 105, and a TACS protection unit 106. The ATP 1 is used for...

[0044] The system implements train safety protection functions under different standards such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS. The automatic train driving unit 2 is used to implement automatic train driving functions. The driver-train interface unit 3 is used to implement the interaction function between the universal on-board controller and the driver. The vehicle input / output unit 4 is used to implement the interaction function between the universal on-board controller and the train, including safety / non-safety relay input / output, analog input / output, and communication with TCMS (Train Control Management System). The speed and distance measurement unit 5 is used to implement universal speed and distance measurement functions. The transponder transmission unit 6 is used to receive information from external transponders. The track circuit information receiving unit 7 is used to implement track circuit information receiving functions through rails or loop lines. The data recording unit 8 is used to implement the universal on-board controller log recording function. The wireless communication unit 9 is used to implement the wireless communication function between the universal on-board controller and ground equipment. The high-speed real-time communication bus 10 is used to implement real-time and reliable communication between the above units.

[0045] The automatic train driving unit 2, driver train interface unit 3, vehicle input / output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 all have standard abstract function access interfaces. By sorting and abstracting the common functions, control flow information, and data flow information of different devices of the same type of unit, the differences in physical interfaces, electrical characteristics, and proprietary protocols between different devices of the same type of unit are shielded. Standard data flow and control flow information that implement the common functions of this type of unit are defined, and the standard abstract function access interface of this type of unit is defined in sequence. The standard abstract function access interface can shield the differences between different devices of the same type of unit.

[0046] When it is necessary to comply with mandatory standards in certain specific application areas, such as Figure 2As shown, the universal vehicle controller is configured as a single-ended redundant structure, such as... Figure 2 As shown, when the universal on-board controller is configured with a single-end redundant structure, all units in the universal on-board controller (Automatic Train Protection Unit 1, Automatic Train Driving Unit 2, Driver-Train Interface Unit 3, Vehicle Input / Output Unit 4, Speed ​​and Distance Measurement Unit 5, Transponder Transmission Unit 6, Track Circuit Information Receiving Unit 7, Data Recording Unit 8, and Wireless Communication Unit 9) are redundantly configured at both the head and tail of the train. The equipment at the head and tail of the train can be connected using a non-high-speed real-time communication bus 10. The equipment at the head and tail of the train does not constitute redundancy. The Automatic Train Protection Unit 1 at the head (or tail) of the train only accesses other unit equipment at the head (or tail) of the train, giving the system higher functional redundancy and reliability.

[0047] When functional redundancy and reliability are required, and it is necessary to reduce the number of hardware devices and lower equipment costs, such as Figure 3 As shown, the universal on-board controller is configured with a semi-double-ended redundancy structure. The vehicle input / output unit 4 in the universal on-board controller is redundantly configured at both the head and tail of the train. The automatic train protection unit 1 and the automatic train driving unit 2 are redundantly configured only at either the head or tail of the train. Other units (driver-train interface unit 3, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9) are non-redundantly configured at both the head and tail of the train. All units at the head and tail of the train, except for the automatic train protection unit 1, the automatic train driving unit 2, and the vehicle input / output unit 4, constitute head-tail redundancy. The automatic train protection unit 1 and the automatic train driving unit 2 can access other unit devices at the head and tail of the train. The devices at the head and tail of the train need to be connected via a high-speed real-time communication bus. This configuration achieves lower cost and higher economic efficiency while maintaining functional redundancy and reliability.

[0048] The universal on-board controller provided by this invention can support train operation in single-mode control modes of single-systems such as CTCS-2 / CTCS-3 / CTCS-N (new type of train control system) / TACN (satellite-based freight train control system) / CBTC / TACS, and also supports train operation in multi-mode control modes composed of the above different single-systems. The universal on-board controller can be used for the operation control of different types of trains such as EMU (such as CTCS-2 / CTCS-3 / CBTC / TACS, etc.), electric locomotives (CTCS-N / TACN, etc.), and diesel locomotives (TACN, etc.). The universal on-board controller can support single-end redundant structure and semi-double-end redundant structure.

[0049] The present invention also provides a control method for a universal on-board controller for rail transit, wherein the universal on-board controller operates in a single-mode control mode or in a multi-mode control mode.

[0050] When the general-purpose on-board controller operates in single-mode control, the protection unit (CTCS-2 protection unit 101, or CTCS-3 protection unit 102, or CTCS-N protection unit 103, or TACN protection unit 104, or CBTC protection unit 105, or TACS protection unit 106) in the automatic train protection unit 1 that matches the current operating line's system serves as the current master protection unit. The ATP software within the current master protection unit runs on the same main processing board (MPB). The current master protection unit exclusively accesses the automatic train driving unit 2, driver-train interface unit 3, vehicle input / output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 via the high-speed real-time communication bus 10.

[0051] When the general-purpose on-board controller operates in multi-mode control, the protection units (CTCS-2 protection unit 101, CTCS-3 protection unit 102, CTCS-N protection unit 103, TACN protection unit 104, CBTC protection unit 105, or TACS protection unit 106) in the automatic train protection unit 1 that match the current operating line's system take turns as the current master protection unit. At any given time, only one protection unit is the current master protection unit. The ATP software within these multiple protection units can run on different cores within the same main processing board (MPB), or on multiple different main processing boards (MPBs). These multiple protection units share access to the automatic train driving unit 2, driver-train interface unit 3, vehicle input / output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 via the high-speed real-time communication bus 10.

[0052] In one embodiment, when a universal vehicle controller in multi-mode control mode is running across different line standards, it can switch from the current line standard to the destination line standard manually or automatically, with manual switching having a higher priority than automatic switching.

[0053] The universal on-board controller is equipped with a system selection button, allowing the driver to manually set the current train operating system or set the system selection to "automatic" mode. When the system selection button is set to the destination line system, the protection unit matching the destination line system will become the current master protection unit. When the system selection button is set to "automatic" mode, the universal on-board controller switches between protection units of different systems using a universal system switching mechanism. After the universal on-board controller obtains the destination line system information from the external physical transponder or the external virtual transponder for system switching (the transponder transmission unit receives information from the physical transponder for system switching, and the speed and distance measurement unit receives wireless positioning information (such as satellite positioning information) and generates the corresponding information for the virtual transponder for system switching), the current master protection unit and the protection unit matching the destination line system will calculate their own health status. The protection unit with the higher health status will become the current master protection unit.

[0054] The health score calculation needs to consider the following factors:

[0055] 1. Is the movement authorization of the protection unit valid? If the movement authorization is valid, the health status is high.

[0056] 2. Whether the protection unit triggers emergency braking or full service braking; if emergency braking or full service braking is not triggered, the health status is high.

[0057] 3. Check if the protection unit communicates normally with other units; if it communicates normally with other units, its health status is high.

[0058] In one embodiment, the automatic train driving unit 2, driver train interface unit 3, vehicle input / output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 provide a standard abstract function access interface to the automatic train protection unit 1, thereby shielding the automatic train protection unit 1 from the differences between different devices in the same unit. Specifically, the automatic train driving unit 2 can use EMU ATO equipment, locomotive ATO equipment, etc.; the driver-train interface unit 3 can use touch screen DMI equipment, button-type DMI equipment, integrated DMI equipment, etc.; the speed and distance measurement unit 5 can use single-speed transmission speed measurement equipment, dual-speed / multi-speed transmission speed measurement equipment, accelerometer equipment, Doppler radar, satellite positioning equipment, etc.; the transponder transmission unit 6 can use European transponder transmission equipment, American transponder transmission equipment, TAG transmission equipment, etc.; the track circuit information receiving unit 7 can use digital track circuit information receiving equipment, analog track circuit information receiving equipment, loop line information receiving equipment, etc.; the data recording unit 8 can use judicial recorder (JRU) equipment, data recording unit (DRU) equipment, etc.; the wireless communication unit 9 can include DMR equipment, GSM-R (circuit-domain) equipment, GSM-R (packet-domain) equipment, LTE-M equipment, etc.

[0059] In one embodiment, the universal on-board controller can control different types of trains, such as EMU trains, electric locomotives, and diesel locomotives, by configuring different types of automatic train protection units 1 and corresponding automatic train driving units 2. Specifically, it includes: CTCS-2 protection unit 101 and EMU ATO equipment to control C2 type EMUs; CTCS-3 protection unit 102 and EMU ATO equipment to control C3 type EMUs; CTCS-N protection unit 103 and EMU ATO equipment to control CN type EMUs; CTCS-N protection unit 103 and locomotive ATO equipment to control CN type locomotives; CBTC protection unit 105 and EMU ATO equipment to control CBTC type EMUs; TACS protection unit 106 and EMU ATO equipment to control TACS type EMUs; and TACN protection unit 104 and locomotive ATO equipment to control TACN type freight locomotives (including diesel and electric locomotives) of local railways.

[0060] The universal vehicle controller provided by this invention adopts a unified architecture to achieve unified management of different control modes and controlled objects. The automatic train protection unit, automatic train driving unit and other shared access device units enable resource sharing of the core components of the universal vehicle controller, allowing the reuse of development technology achievements. The scalable automatic train protection unit and other device units with standard abstract access interfaces enable the universal vehicle controller to have good scalability for new control modes and controlled objects.

[0061] It should be noted that, in the embodiments of the present invention, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the embodiments. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0062] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0063] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A universal on-board controller for rail transit, characterized in that, It comprises multiple device units that communicate with each other via a high-speed real-time communication bus. Each device unit includes at least: an automatic train protection unit, an automatic train driving unit, a driver-train interface unit, a vehicle input / output unit, a speed and distance measurement unit, a transponder transmission unit, a track circuit information receiving unit, a data recording unit, and a wireless communication unit. The automatic train protection unit implements the train's safety protection function; the automatic train driving unit implements the automatic train driving function; the driver-train interface unit implements the interaction function between the universal onboard controller and the driver; the vehicle input / output unit implements the interaction function between the universal onboard controller and the train; the speed and distance measurement unit implements the universal speed and distance measurement function; the transponder transmission unit receives information from external transponders; the track circuit information receiving unit receives track circuit information via rails or a loop line; the data recording unit implements the universal onboard controller's log recording function; the wireless communication unit implements the wireless communication function between the universal onboard controller and ground equipment; and the high-speed real-time communication bus enables real-time and reliable communication between the aforementioned device units. The automatic train protection unit includes a variety of protection units of different types, used to realize the safety protection function of the train under different systems; the protection units of different types include at least: CTCS-2 protection unit, CTCS-3 protection unit, CTCS-N protection unit, TACN protection unit, CBTC protection unit, and TACS protection unit. The automatic train driving unit, driver train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit all have a standard abstract function access interface. The standard abstract function access interface is used to shield the differences between different devices of the same type of unit. When the universal on-board controller is configured as a single-end redundant structure, the automatic train protection unit, automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit in the universal on-board controller are all redundantly configured at the head and tail of the train. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus, and there is no redundancy between the equipment units at the head and tail of the train. When the universal on-board controller is configured as a semi-double-ended redundant structure, the vehicle input / output units in the universal on-board controller are redundantly configured at both the head and tail of the train. The automatic train protection unit and the automatic train driving unit are redundantly configured only at either the head or tail of the train. The driver train interface unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit are non-redundantly configured at both the head and tail of the train. The driver train interface unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit in the head and tail of the train constitute head-tail redundancy. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus. The universal vehicle controller operates in single-mode control or multi-mode control. When the general vehicle controller is running in single-mode control mode, the protection unit in the automatic train protection unit that matches the current operating line's system serves as the current main control protection unit. The current main control protection unit exclusively accesses the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus. When the general-purpose on-board controller is running in multi-mode control mode, the protection units in the automatic train protection unit that match the current operating line type take turns as the current master protection unit. At any given time, there is only one protection unit as the current master protection unit. The current master protection unit shares access to the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus.

2. The universal on-board controller for rail transit as described in claim 1, characterized in that, The automatic train driving unit adopts EMU ATO equipment or locomotive ATO equipment.

3. The universal on-board controller for rail transit as described in claim 1, characterized in that, The driver-train interface unit adopts a touch screen DMI device, a button-type DMI device, or a combined DMI device.

4. The universal on-board controller for rail transit as described in claim 1, characterized in that, The speed and distance measuring unit adopts a single-speed transmission speed measuring device, or a dual-speed / multi-speed transmission speed measuring device, or an accelerometer device, or a Doppler radar, or a satellite positioning device.

5. The universal on-board controller for rail transit as described in claim 1, characterized in that, The transponder transmission unit adopts a European transponder transmission device, an American transponder transmission device, or a TAG transmission device.

6. The universal on-board controller for rail transit as described in claim 1, characterized in that, The track circuit information receiving unit adopts a digital track circuit information receiving device, or an analog track circuit information receiving device, or a loop information receiving device.

7. The universal on-board controller for rail transit as described in claim 1, characterized in that, The data recording unit is a judicial recorder or a data recording unit device.

8. The universal on-board controller for rail transit as described in claim 1, characterized in that, The wireless communication unit employs a DMR device, or a GSM-R circuit-domain device, or a GSM-R packet-domain device, or an LTE-M device.

9. A control method for a universal on-board controller for rail transit as described in any one of claims 1-8, characterized in that, The universal vehicle controller operates in single-mode control or multi-mode control. When the general vehicle controller is running in single-mode control mode, the protection unit in the automatic train protection unit that matches the current operating line's system serves as the current main control protection unit. The current main control protection unit exclusively accesses the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus. When the general-purpose on-board controller is running in multi-mode control mode, the protection units in the automatic train protection unit that match the current operating line type take turns as the current master protection unit. At any given time, there is only one protection unit as the current master protection unit. The current master protection unit shares access to the automatic train driving unit, driver-train interface unit, vehicle input / output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit, and wireless communication unit through a high-speed real-time communication bus.

10. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, When the general vehicle controller is running in single-mode control mode, the ATP software in the current main control protection unit runs on the same main processing board.

11. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, When the general vehicle controller is running in multi-mode control mode, the ATP software in multiple protection units that take turns as the current main control protection unit runs in different cores on the same main processing board, or runs on multiple different main processing boards.

12. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, When the universal vehicle controller is running in multi-mode control mode, it can switch from the current route system to the destination route system manually or automatically, with manual switching having a higher priority than automatic switching.

13. The control method for a universal on-board controller for rail transit as described in claim 12, characterized in that, When switching from the current line system to the destination line system in an automatic manner, the universal vehicle controller obtains the destination line system information from the external physical transponder or the external virtual transponder for the system switching. The current main control protection unit and the protection unit that matches the destination line system will calculate their own health status. The protection unit with the higher health status will be switched to become the current main control protection unit.

14. The control method for a universal on-board controller for rail transit as described in claim 13, characterized in that, The transponder transmission unit receives information from the physical transponder for system switching, and the speed and distance measurement unit receives wireless positioning information and generates information for the corresponding virtual transponder for system switching.

15. The control method for a universal on-board controller for rail transit as described in claim 13, characterized in that, Methods for calculating health include: Determine if the movement authorization of the protection unit is valid. If the movement authorization is valid, the health status is high. Determine whether the protection unit has triggered emergency braking or full service braking. If it has not triggered emergency braking or full service braking, its health status is high. Determine if the communication status of the protection unit with other equipment units is normal. If the communication with other equipment units is normal, the health status is high.

16. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, By sorting out and abstracting the common functions, control flow information, and data flow information of different devices in the same type of device unit, the differences in physical interfaces, electrical characteristics, and proprietary protocols between different devices in the same type of device unit are shielded. Standard data flow and control flow information that implement the common functions of this type of device unit are defined, and standard abstract function access interfaces for this type of device unit are defined in turn.

17. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, When the universal on-board controller is configured with a single-end redundant structure, the automatic train protection unit at the head of the train only accesses other equipment units at the head of the train, and the automatic train protection unit at the tail of the train only accesses other equipment units at the tail of the train.

18. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, When the universal on-board controller is configured with a semi-double-ended redundant structure, the automatic train protection unit and the automatic train driving unit access other equipment units at the head and tail of the train.

19. The control method for a universal on-board controller for rail transit as described in claim 9, characterized in that, The CTCS-2 protection unit and the EMU ATO equipment enable control of C2 type EMUs; the CTCS-3 protection unit and the EMU ATO equipment enable control of C3 type EMUs; the CTCS-N protection unit and the EMU ATO equipment enable control of CN type EMUs; the CTCS-N protection unit and the locomotive ATO equipment enable control of CN type locomotives; the CBTC protection unit and the EMU ATO equipment enable control of CBTC type EMUs; the TACS protection unit and the EMU ATO equipment enable control of TACS type EMUs; and the TACN protection unit and the locomotive ATO equipment enable control of TACN type freight locomotives on local railways.

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