ATO system running through CBTC and CTCS-2

Abstract

The invention discloses a CBTC and CTCS-2 run-through ATO system, the system runs in the same hardware device, two different systems of hardware devices do not need to be deployed independently, the complexity of external interfaces of the hardware devices is reduced, and the hardware devices are easier to update and maintain; in the conversion process of the different types of ATO, the background type ATO system is converted into foreground operation in an AM mode by controlling foreground and background operation of the ATO software, the continuity of AM vehicle control is ensured, and in the conversion process of the different types of ATO, the speed curve related to the conversion point and the traction brake control level are calculated and interacted by the ATO software foreground and background. Smooth connection of ATO target speed curves under the two systems is realized; and the main function logic of the existing ATO software is slightly changed, so that the existing ATO software of two systems can be independently maintained to respectively meet the requirements of relevant standard specifications of CBTC and CTCS. And in the aspect of operation, the combined operation of the ATO software and the ATO interface software of any system can be realized, and the use scene of the system is flexible.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an ATO system in which CBTC and CTCS-2 are connected and operated. Background Art

[0002] At present, building an integrated transportation network for urban agglomerations and promoting the integration of trunk railways, intercity railways, urban (suburban) railways, and urban rail transit have become important research directions in the field of rail transit. The connection between intercity railways and urban express lines and subways will effectively promote the flow of people between cities and urban areas and drive the coordinated development of urban agglomerations. In intercity lines, the CTCS-2+ATO signal system standard is widely used, such as the Guangzhou-Dongguan-Shenzhen Intercity Railway, the Guangzhou-Foshan East Ring Line, and the Guangzhou-Qingyuan Intercity Railway. In order to meet the transportation needs of large passenger flows and high density, urban express lines and urban subway lines are mostly based on the CBTC signal system standard. Carrying out relevant research on the through-operation of the two signal system standards is of great significance to promoting the construction of "four-network integration". Among them, CTCS is the Chinese Train Control System, -2 indicates its level; ATO signal system indicates the train automatic driving signal system; CBTC signal system indicates the communication-based train automatic control signal system.

[0003] As the core system of the CTCS-2+ATO signal system and the CBTC signal system, the ATO system plays an important role in the smooth operation of trains in the two signal systems. In the through-operation of the two signal systems, how to ensure the smooth switching of ATO in the two signal systems is an important topic that needs to be studied urgently.

[0004] There are currently three main solutions:

[0005] Solution 1: Dual ATO systems based on manual switching.

[0006] The ATO system of CBTC standard and the ATO system of CTCS-2 standard are installed in the CBTC on-board cabinet and the CTCS-2 on-board cabinet respectively. The two systems run independently and share peripherals such as DMI (train control on-board equipment human-machine interface), speed sensor, BTM (balise transmission module) antenna, etc. The two on-board systems are controlled by manually shutting down and starting the on-board equipment to run independently on lines with different signal system standards.

[0007] However, its defects are: 1) CBTC standard ATO equipment and CTCS-2 standard ATO equipment are installed in the on-board cabinets of the two signal systems respectively, which takes up a large space and has many interfaces with the equipment in their respective on-board cabinets, making it difficult to maintain; 2) When the ATO system system is converted, it is necessary to manually control the startup and shutdown of the two sets of on-board equipment, which has high requirements on the operator's skill level, operation timing and standardization, and insufficient automation; 3) The train needs to stop during the switching process, and dynamic switching during train operation cannot be achieved. Moreover, after stopping, it is necessary to wait for the original standard signal system equipment to be shut down, the new standard signal system equipment to be turned on and complete self-test before it can be put into use, and the waiting time for parking is long. In addition, the newly put into use system needs to re-complete the train positioning and upgrade, which affects operational efficiency and passenger comfort.

[0008] Solution 2: Dual ATO systems based on switching unit control. Dual-standard onboard hosts are installed on the train. The ATO devices between the onboard hosts are independent of each other. The switching unit controls the master control state switching of the two-standard onboard hosts, and the ATO standard switches with the onboard host system.

[0009] However, its defects are: 1) CBTC standard ATO equipment and CTCS-2 standard ATO equipment are installed in the vehicle-mounted cabinets of the two signal standards respectively. The interfaces between the two sets of ATO equipment and the vehicle are repeated, which requires more input and output interfaces of the switching unit, increases the failure points, and is inconvenient for maintenance; 2) The hardware requirements of the ATO equipment of the two standards are basically the same, but two sets of equipment need to be installed, which is costly.

[0010] Solution 3: Integrated ATO device with dual-standard ATO logic. Integrate dual-standard ATO devices, reconstruct two different standards of ATO software, and integrate the same functions of the two standards of ATO software into the same module. Use the standard application layer in the software to control the front-end and back-end operation of different standards of ATO software to achieve the function of ATO standard switching.

[0011] However, its defects are: 1) The main control logic of the existing functions of the CBTC standard ATO software and the CTCS-2 standard ATO software has been changed, and the same functions of the two standard ATO software (such as train speed control, station parking, door opening and closing operations, ATO starting and departure, etc.) have been integrated into the same common function component for execution. Once the common function component fails, the two standard ATO systems will not be able to operate, and the system fault tolerance is low; 2) The functions of the CBTC standard ATO software and the CTCS-2 standard ATO software must meet the requirements of the relevant standards and specifications of CBTC and CTCS respectively. At the same time, the two standard ATOs must adapt to the authorization and control characteristics of the corresponding standard ATP respectively. Since some functions of the two standard ATO systems are implemented by the same common function component, once the standards, functional requirements, ATP interfaces, etc. of different standards change, it is difficult to update them in the same common function component, resulting in the inability to maintain certain functions of one standard ATO system separately, and the system flexibility is insufficient. Summary of the invention

[0012] The purpose of the present invention is to provide an ATO system that runs through CBTC and CTCS-2, which can realize the non-stop conversion of the two types of ATO, and has little change to the main functional logic of the existing ATO software, which is convenient for separate maintenance; at the same time, the equipment has high integration and saves hardware space.

[0013] The objective of the present invention is achieved through the following technical solutions:

[0014] An ATO system for interoperable operation of CBTC and CTCS-2 includes: an ATO interface software module, a CBTC standard ATO software module and a CTCS-2 standard ATO software module, wherein the three modules are interconnected; wherein:

[0015] The ATO interface software module is used to output the working mode to the CBTC ATO software module and the CTCS-2 ATO software module through the mode conversion logic judgment, so as to control one of the CBTC ATO software module and the CTCS-2 ATO software module to run as the foreground and the other to run as the background;

[0016] The ATO software module running in the foreground outputs the train control command after logical processing and calculation of the operating curve; after entering the system conversion area, the ATO software module running in the background enters the automatic driving mode after passing the condition check; the ATO software module running in the foreground calculates the target speed curve to the system conversion point based on the protection speed limit value and the braking curve speed value of the system conversion point calculated by the ATO software module running in the background, and outputs the train control command in combination with the target speed curve; when the train runs to the system conversion point, the ATO interface software module performs system conversion logic judgment and outputs the working system, so that the ATO software module running in the foreground switches to background operation, and the ATO software module running in the background maintains the automatic driving mode and switches to foreground operation.

[0017] It can be seen from the technical solution provided by the present invention that 1) the equipment is highly integrated and hardware space is saved: the entire system runs in the same ATO hardware device, and there is no need to separately deploy two different types of ATO hardware devices. The high integration reduces the complexity of the external interface of the hardware device, making it easier to update and maintain the hardware device. Compared with using two sets of ATO hardware devices of different standards, using the same set of hardware devices saves the installation space of the cabinet and the vehicle control interface; 2) non-stop conversion of two types of ATO is achieved: during the conversion process of different types of ATO, by controlling the foreground and background operation of the ATO software, the background ATO system is switched to the foreground operation in AM mode (autonomous driving mode), ensuring the continuity of AM vehicle control and ensuring the continuity of different ATO systems. During the conversion process of the standard ATO, the smooth connection of the ATO target speed curves under the two standards is achieved by calculating and interacting the speed curves and traction brake control levels related to the conversion points in the front and back ends of the ATO software; 3) The main function logic of the existing ATO software is slightly changed, which is convenient for separate maintenance: the existing two standard ATO softwares meet the requirements of the relevant standards and specifications of CBTC and CTCS, and are respectively adapted to the authorization and control characteristics of the corresponding standard ATP. The logic of the existing main functions has not changed. When only one of the functions of the two standard ATO softwares changes, only the function of the standard needs to be modified, and there is no need to modify the common function modules shared by the two different standard ATO softwares, which is convenient for the upgrade and maintenance of the separate standard ATO software. In terms of operation, the combined operation of any standard ATO software and ATO interface software can be realized, and the system usage scenario is flexible. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0019] Figure 1 A schematic diagram of an ATO system in which CBTC and CTCS-2 are connected and operated in an embodiment of the present invention;

[0020] Figure 2 A schematic diagram of the system structure provided by an embodiment of the present invention;

[0021] Figure 3 A flow chart of the system switching process provided by an embodiment of the present invention;

[0022] Figure 4 A schematic diagram of a speed connection solution when the CBTC standard is switched to the CTCS-2 standard provided in an embodiment of the present invention;

[0023] Figure 5 A schematic diagram of a speed connection solution when switching from the CTCS-2 standard to the CBTC standard provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0024] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the protection scope of the present invention.

[0025] First, the terms that may be used in this article are explained as follows:

[0026] The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0027] The term "consisting of..." means excluding any technical feature elements not explicitly listed. If this term is used in a claim, it will make the claim closed, so that it does not contain technical feature elements other than the technical feature elements explicitly listed, except for the conventional impurities related to them. If this term only appears in a clause of a claim, it only limits the elements explicitly listed in the clause, and the elements recorded in other clauses are not excluded from the overall claim.

[0028] Unless otherwise specified or limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example: it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be an indirect connection through an intermediate medium, or it can be the internal communication of two components. For ordinary technicians in this field, the specific meanings of the above terms in this article can be understood according to specific circumstances.

[0029] The following is a detailed description of an ATO system for CBTC and CTCS-2 interoperation provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professional and technical personnel in the field. If no specific conditions are specified in the embodiments of the present invention, the conventional conditions in the field or the conditions recommended by the manufacturer shall be followed. The instruments used in the embodiments of the present invention, if the manufacturer is not specified, are all conventional products that can be purchased commercially.

[0030] like Figure 1 As shown, it is a schematic diagram of an ATO system for interoperation of CBTC and CTCS-2 provided by an embodiment of the present invention, which mainly includes: an ATO interface software module, a CBTC standard ATO software module and a CTCS-2 standard ATO software module, and the three modules are interconnected; wherein:

[0031] The ATO interface software module is used to output the working mode to the CBTC ATO software module and the CTCS-2 ATO software module through the mode conversion logic judgment, so as to control one of the CBTC ATO software module and the CTCS-2 ATO software module to run as the foreground and the other to run as the background;

[0032] Specifically: the ATO interface software module and the CBTC standard ATO software module and the CTCS-2 standard ATO software module use the system's internal virtual ring network for two-way data exchange. The ATO interface software module sends the collected input data and the standard conversion information after logical processing to the two standard ATO software modules, receives the working standard feedback and train control commands of the corresponding ATO software modules, and inputs the train control commands to the train.

[0033] After the ATO software module running in the foreground performs logical processing and calculates the operating curve, it outputs the train control command; after entering the system conversion area, the ATO software module running in the background enters the AM mode after passing the condition check; the ATO software module running in the foreground calculates the target speed curve to the system conversion point based on the protection speed limit value and the braking curve speed value of the system conversion point calculated by the ATO software module running in the background, and outputs the train control command in combination with the target speed curve; when the train runs to the system conversion point, the ATO interface software module performs system conversion logic judgment and outputs the working system, so that the ATO software module running in the foreground switches to the background operation, and the ATO software module running in the background maintains the AM mode and switches to the foreground operation.

[0034] After entering the system conversion area, the ATO software module running in the foreground calculates the target speed curve to the system conversion point according to the protection speed limit value and the braking curve speed value of the system conversion point calculated by the ATO software module running in the background. The preferred implementation method is as follows:

[0035] (1) After entering the system conversion area, the ATO software module running in the background obtains the position of the system conversion point, combines the protection speed, authorization length, speed limit information and the distance to the station, calculates the protection speed limit value and braking curve speed value of the system conversion point, and transmits them to the ATO software module running in the foreground;

[0036] (2) The ATO software module running in the foreground obtains the position of the system conversion point, and calculates the target speed curve to the system conversion point based on the protection speed limit value and braking curve speed value of the system conversion point calculated by the ATO software module running in the background, combined with the protection speed, authorization length, speed limit information and distance to the station, and on the basis of the set speed control advance amount.

[0037] Preferably, before reaching the mode conversion point, the ATO software module running in the background obtains the traction brake control level from the ATO software module running in the foreground to achieve the transition of the train speed and control level during the mode conversion process.

[0038] The above solution provided by the embodiment of the present invention mainly achieves the following technical effects:

[0039] (1) The device has high integration and saves hardware space.

[0040] The entire system runs on the same ATO hardware device, and there is no need to deploy two different types of ATO hardware devices separately. The high integration reduces the complexity of the hardware device's external interface, making it easier to update and maintain the hardware device. Compared with using two different types of ATO hardware devices, using the same set of hardware devices saves cabinet installation space and vehicle control interfaces.

[0041] (2) The non-stop conversion between the two types of ATO is realized.

[0042] During the conversion process of ATO of different standards, the ATO system of the background standard is switched to the foreground operation in AM mode by controlling the operation of the foreground and background of the ATO software, thus ensuring the continuity of AM control. During the conversion process of ATO of different standards, the ATO software foreground and background calculates and interacts with the speed curve and traction brake control level of the conversion point, thus realizing the smooth connection of the ATO target speed curve under the two standards, as well as the smooth transition of the train speed and control level during the standard conversion process, thus avoiding overspeeding and speed fluctuations due to standard switching.

[0043] (3) The existing ATO software has only minor changes to its main functional logic, making it easier to maintain it separately.

[0044] The two existing ATO software standards meet the requirements of CBTC and CTCS standards and specifications, and are adapted to the authorization and control characteristics of the corresponding ATP standards. Only certain changes are made to the interface part, and the existing main functions such as standard parking, platform door opening and closing, automatic departure, FAM mode operation and other logics have not changed. When only one of the two ATO software standards has a function change, only the function of that standard needs to be modified, and there is no need to modify the common function modules shared by the two different ATO software standards, which is convenient for the upgrade and maintenance of the separate ATO software standards. In terms of operation, the combined operation of any standard ATO software and ATO interface software can be realized, and the system usage scenarios are flexible.

[0045] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, the system provided by the embodiment of the present invention is described in detail with reference to a specific embodiment below.

[0046] 1. Overall overview of the system.

[0047] The embodiment of the present invention provides an ATO system for interoperation of CBTC and CTCS-2, supporting the interoperation of CBTC and CTCS-2.

[0048] 1. System structure design: Two types of ATO software modules and ATO interface software modules are run in the same set of ATO hardware equipment. ATO interface software is used to implement interface functions with OPG speed measurement, IO input and output, switch board, radar, and TCMS. The external interfaces of the other two types of ATO software remain unchanged.

[0049] 2. ATO interface software module design: The ATO interface software module realizes the functions of interface information input and output and format conversion logic judgment. The interface software module makes format judgment based on the current working format sent by the two-standard ATOs and combines the format conversion logic, and outputs the result to the two-standard ATO systems for foreground and background operation switching.

[0050] 3. Foreground and background operation processing of CBTC standard ATO software module and CTCS-2 standard ATO software module:

[0051] (1) When the two types of ATO software are running in the foreground, they output the corresponding train control information according to the existing ATO train control mode. When running in the background, they automatically switch to the AM mode according to the automatic driving mode conditions, indicating that the train is automatically running under ATO control. When the train working mode is switched, it switches to the foreground or background operation according to the current working mode sent by the ATO interface software, and maintains the continuity of the AM mode.

[0052] (2) The ATO software running in the background calculates the speed curve at the conversion point and sends it to the foreground ATO software. The foreground ATO calculates the speed curve related to the conversion point sent by the background ATO to achieve a smooth connection between the ATO target speed curves under the two systems. The foreground ATO controls the train operation according to the target speed curve, and the background ATO receives and processes the traction brake control level sent by the foreground ATO, which can achieve a smooth transition of the train speed and control level during the system conversion process, avoiding overspeeding and speed fluctuations due to system switching.

[0053] Compared with the three existing solutions provided in the above background technology, the system provided in the embodiment of the present invention can solve the following problems:

[0054] (1) Compared with the problem in scheme 1 that the ATO equipment is dispersed and needs to be stopped for manual operation to switch the mode, the present invention will use a set of ATO equipment compatible with two types of ATO software, and at the same time, through the reasonable design of the software conversion logic, it can realize the automatic conversion between the two types of ATO without stopping.

[0055] (2) Compared with the problem of repeated vehicle interfaces of ATO equipment and high hardware cost in Solution 2, the present invention uses the same set of ATO equipment to be compatible with two types of ATO software, and increases the interactive information between the dual-standard ATO systems.

[0056] (3) Compared with the problem of insufficient independence and inconvenient maintenance of the two-standard ATO software in Solution 3, the present invention will add interface module software to switch the ATO main control mode and external collection / output without changing the main functional logic of the two-standard ATO, so that the two-standard ATO software can be independently operated and maintained.

[0057] 2. Detailed introduction of the system solution.

[0058] 1. System structure design.

[0059] like Figure 2 As shown, it is a schematic diagram of the system structure. In the embodiment of the present invention, a set of ATO hardware equipment is used, and the hardware equipment includes: CBTC standard ATO software module, CTCS-2 standard ATO software module, and ATO interface software module, and the corresponding CBTC standard ATO software, CTCS-2 standard ATO software, and ATO interface software are run simultaneously. The two-standard ATO software modules adopt the foreground and background operation mode, and the ATO software module running in the foreground controls the train operation, and the ATO software module running in the background performs logical processing and operation curve calculation, but does not actually output the train control command. The two-standard ATO software modules switch between the foreground and the background according to the working mode sent by the ATO interface software module, so as to realize the switching function of the ATO working mode.

[0060] In the embodiment of the present invention, the specific scheme of the CBTC standard ATO software module and the CTCS-2 standard ATO software module using the received data to perform logic processing and operation curve calculation can be implemented with reference to conventional technologies, and the present invention will not elaborate on it.

[0061] (1) ATO interface software module.

[0062] In an embodiment of the present invention, the ATO interface software module is connected to a first serial port module, an IO board, and an MVB interface board or a TRDP interface board; wherein the ATO interface software module collects speed measurement data (OPG speed measurement) and input data (generally information such as the door opening button pressing status and the main control status sent by the vehicle) through the IO board, and outputs data through the output interface; through the first serial port module, the main and standby system switching board data and radar data are collected, and the main and standby system switching instructions are output; the train TCMS (Train Comtrol and Management System, train network control system) communication data is collected through the MVB interface board or the TRDP interface board, and the output control command for the train TCMS is output.

[0063] In the embodiment of the present invention, the interface output data is the vehicle control command received by the ATO interface software module from the CBTC standard or CTCS-2 standard ATO software module, after which the ATO interface software module outputs the command to the vehicle, and the vehicle control commands output through IO include ATO mode status commands, door opening and closing commands, etc. The control commands output by the train TCMS mainly include: whistle, car wash request, door isolation, ATO mode, traction braking, platform information sent to the passenger information system (PIS, Passenger Information System) and other commands. The above interface output data and the control commands output to the train TCMS are all vehicle control commands.

[0064] In the embodiment of the present invention, the master-slave system switching board is an existing board of the CTCS-2 standard ATO system, and participates in the master-slave system switching of the ATO system. The three software modules provided in the embodiment of the present invention run in the CPU board of the ATO system, that is, the three software modules are respectively divided into the master system and the backup system; the master-slave system relationship of the three software modules can be determined through the master-slave system switching board data, and under normal circumstances, the three software modules in the master system complete the various tasks involved in the present invention.

[0065] The ATO interface software module uses the system's internal virtual ring network to perform two-way data interaction with the CBTC and CTCS-2 standard ATO software modules (for example, using the internal ring network IP of 127.0.0.1 for two-way data interaction). The interface software sends the collected interface input data and the standard conversion information after logical processing to the two standard ATO software modules, receives working standard feedback and interface output data from the two standard ATO software modules, and outputs the interface output data to the corresponding interface.

[0066] The ATO interface software module sends standard conversion information and interface input information and other data to the two standard ATO software modules, mainly including:

[0067] (1.1) Health status: the health status of the ATO interface software module;

[0068] (1.2) Working mode: CBTC mode or CTCS-2 mode;

[0069] (1.3) Working status: activation information of the master-slave system (the master-slave relationship of the ATO interface software module);

[0070] (1.4) IO board data, including: IO board status, i.e., IO board normal or faulty; IO board acquisition, i.e., signals acquired by the IO board; IO board output acquisition, i.e., signals output by the IO board;

[0071] (1.5) Speed ​​measurement data, mainly including: speed transmission valid flag, i.e. whether the speed sensor data is valid; speed transmission speed, i.e. the speed value of the speed sensor; speed transmission direction, i.e. the direction of the speed sensor; forward / backward pulse count, i.e. the forward and backward pulse count; speed transmission pulse frequency, i.e. the pulse frequency of the speed sensor;

[0072] (1.6) Radar sensor data, mainly including: radar communication status, i.e. radar communication connected or disconnected; radar valid flag, i.e. radar data valid or invalid; radar speed; radar direction; radar mileage;

[0073] (1.7) TCMS communication data, mainly including: TCMS communication status, i.e. TCMS communication connection or disconnection; port data, i.e. TCMS receiving port data.

[0074] (2) CBTC standard ATO software module.

[0075] In the embodiment of the present invention, the CBTC standard ATO software module is also connected to the first serial port module and the first Ethernet module; SRP input information is collected through the first serial port module; and it is connected to other railway information systems through the first Ethernet module.

[0076] The SRP input information here is the speed data, which is sent by the SRP board of the ATP system, including OPG speed, radar speed, direction, idling slip status, etc. The CBTC standard ATO software mainly uses the speed data of the SRP input information to control the vehicle, and the CTCS-2 standard ATO software module mainly uses the speed data sent by the ATO interface software module to control the vehicle.

[0077] The CBTC standard ATO software module receives the standard conversion information and input data from the ATO interface software sending module, and sends the working standard, health status and output information to the interface software.

[0078] (2.1) The data sent by the CBTC standard ATO software module to the ATO interface software module mainly includes:

[0079] (2.11) Work pattern: current ATO work pattern;

[0080] (2.12) Health status: The current ATO status is healthy or faulty;

[0081] (2.13)IO board output: IO board output signal;

[0082] (2.14)TCMS communication output: TCMS sending port data.

[0083] The above IO board output is the interface output data mentioned above, and the TCMS communication output is the TCMS output control command mentioned above, both of which belong to vehicle control commands.

[0084] (2.2) The CBTC standard ATO software module sends ATO working data to the CTCS-2 standard ATO software module:

[0085] (2.21) Work format: the current work format of the ATO;

[0086] (2.22) ATP (Automatic Train Protection System) Readiness Status: ATP Ready or Not Ready;

[0087] (2.23) ATO ready status: ATO ready or not ready;

[0088] (2.24) ATO vehicle control mode: whether the vehicle is currently under ATO control;

[0089] (2.25) Speed ​​control related data, used for continuous control of the conversion process, including: current speed limit; conversion point speed data validity flag, i.e. whether the speed related data of the system conversion point is valid; conversion point direction, i.e. conversion from CTCS-2 to CBTC system, and vice versa; conversion point distance, i.e. the distance to the system conversion point; conversion point target speed, i.e. the target speed to the system conversion point; speed limit interval, i.e. the difference between the conversion point target speed and the speed limit; ATO braking curve speed; ATO ceiling speed; traction brake control command, i.e. ATO output traction, brake control command and level.

[0090] (3) CTCS-2 standard ATO software module.

[0091] In the embodiment of the present invention, the CTCS-2 standard ATO software module is also connected to the second Ethernet module and the third serial port; and is connected to other railway information systems through the second Ethernet module and the third serial port.

[0092] The data interaction between the CTCS-2 standard ATO software module and the ATO interface software module and the CBTC standard ATO software module can be referred to the introduction in the above CBTC standard ATO software module and will not be described in detail here.

[0093] 2. System conversion logic

[0094] In the embodiment of the present invention, after receiving the working mode sent by the CBTC standard ATO software module and the CTCS-2 standard ATO software module, the ATO interface software module performs a logical judgment on the mode conversion and outputs the ATO working mode to the two standard ATO software modules, mainly including: (1) obtaining the current ATO working mode; (2) if the current mode is the CTCS-2 mode, the ATO working mode under the CTCS-2 mode is used for processing and the working mode is output; (3) if the current mode is the CBTC mode, the ATO working mode under the CBTC mode is used for processing and the working mode is output; (4) if the current working mode is invalid, the ATO working mode under the invalid mode is used for processing and the working mode is output.

[0095] In the embodiment of the present invention, when performing the standard conversion judgment, the working standard status is divided into three types: CBTC, CTCS-2, and invalid.

[0096] As shown in Tables 1 to 3, the conversion logic when the working mode of the ATO interface software module is invalid, CTCS-2 mode, and CBTC mode is shown.

[0097] Table 1: When the working mode of the ATO interface software module is invalid, the mode conversion logic

[0098]

[0099] Table 2: Standard conversion logic when the ATO interface software module works in CTCS-2 standard

[0100]

[0101] Table 3: Standard conversion logic when the ATO interface software module works in CBTC standard

[0102]

[0103]

[0104] In the three tables, the upper left corner indicates the current working mode of the ATO interface software, the column heading on the right indicates the working mode sent by the CBTC standard ATO to the interface software, and the row heading on the left indicates the working mode sent by the CTCS-2 standard ATO.

[0105] Referring to Table 1, when the working mode of the ATO interface software module is invalid, the mode conversion logic is as follows: When the ATO interface software module communicates normally with the two-mode ATO software modules: If the working modes sent by the two-mode ATO software are the same, they are converted to the corresponding mode; for example, if both send CTCS-2 (or CBTC), the working mode of the ATO interface software module is converted to CTCS-2 (or CBTC), and the working mode is forwarded to the two-mode ATO software modules to perform the mode conversion. Similarly, if both send invalid modes, they remain invalid; if the working modes sent by the two-mode ATO software are different (ie, "conflict"), there are three cases: the first case is that the working modes sent by the two-mode ATO software do not contain invalid working modes, then the working mode of the ATO interface software module remains invalid; the second case is that the working mode sent by the A-mode ATO software module is invalid, and the working mode sent by the B-mode ATO software module is the A-mode mode, the working mode of the ATO interface software module continues to remain invalid; the third situation is that the working mode sent by the A-mode ATO software module is invalid, and the working mode sent by the B-mode ATO software module is B-mode, then it is converted to B-mode. Specifically, the ATO interface software module converts the working mode to B-mode and forwards it to the two-mode ATO software modules to perform mode conversion; the A-mode and B-mode mentioned here refer to two different modes, both of which are one of the CTCS-2 mode and the CBTC mode; when the ATO interface software module fails to communicate with the two-mode ATO software modules, the invalid mode is continued; when the ATO interface software module fails to communicate with the A-mode ATO software module and communicates normally with the B-mode ATO software module, if the working mode sent by the B-mode ATO software module is B-mode, the working mode of the ATO interface software module is converted to B-mode and forwarded to the two-mode ATO software modules to perform mode conversion, otherwise, the invalid mode is continued.

[0106] Referring to Table 2, when the working standard of the ATO interface software module is CTCS-2, the standard conversion logic is as follows: When the ATO interface software module communicates normally with the two standard ATO software modules: If the working standards sent by the two standard ATO software are both CTCS-2, the CTCS-2 standard is maintained; if both are CBTC standards or invalid, they are converted to CBTC or invalid standards; If the working standards sent by the two standard ATO software are different, it means that a conflict occurs, which is divided into the following situations: The first situation is that the working standards sent by the two standard ATO software do not contain invalid working standards, and the conflict time is less than the first threshold (for example, 3 seconds), then the CTCS-2 standard is maintained, otherwise it is converted to an invalid standard; The second situation is that the A standard ATO The working mode sent by the software module is invalid, and the working mode sent by the B-mode ATO software module is the A mode, then the working mode of the ATO interface software module becomes invalid; the third case is that the working mode sent by the A-mode ATO software module is invalid, and the working mode sent by the B-mode ATO software module is the B mode, then the B mode is used. The A mode and the B mode described here refer to two different modes, both of which are CTCS-2 mode and CBTC mode. In the third case, if the A mode is the CBTC mode and the B mode is the CTCS-2 mode, then the B mode is used to indicate that the CTCS-2 mode is maintained. If the A mode is the CTCS-2 mode and the B mode is the CBTC mode, then the B mode is used to indicate that the CBTC mode is switched;

[0107] When the ATO interface software module fails to communicate with both standard ATO software modules, if the failure time is less than a second threshold (e.g., 1 second), the CTCS-2 standard is maintained, otherwise the invalid standard is switched;

[0108] When the ATO interface software module fails to communicate with the CTCS-2 standard ATO software module and communicates normally with the CBTC standard ATO software module, if the working standard sent by the CBTC standard ATO software module is not the CBTC standard and the failure time is less than the second threshold, the CTCS-2 standard is continued to be maintained; if the failure time is greater than or equal to the second threshold, it is switched to an invalid standard; if the working standard sent by the CBTC standard ATO software module is the CBTC standard and the failure time is less than the second threshold, the CTCS-2 standard is continued to be maintained; if the failure time is greater than or equal to the second threshold, it is switched to the CBTC standard; when the ATO interface software module fails to communicate with the CBTC standard ATO software module and communicates normally with the CTCS-2 standard ATO software module, if the working standard sent by the CTCS-2 standard ATO software module is the CTCS-2 standard, the CTCS-2 standard is continued to be maintained; if the sent working standard is not the CTCS-2 standard, it is switched to an invalid standard.

[0109] Referring to Table 3, when the working mode of the ATO interface software module is CBTC, the mode conversion logic is as follows: When the ATO interface software module communicates normally with the two-mode ATO software modules: If the working modes sent by the two-mode ATO software are both CBTC modes, the CBTC mode is maintained; if both are CTCS-2 modes or invalid, they are converted to CTCS-2 or invalid modes; If the working modes sent by the two-mode ATO software are different, it means that a conflict occurs, which is divided into the following situations: The first situation is that the working modes sent by the two-mode ATO software do not contain invalid working modes, and the conflict time is less than the first threshold (for example, 3 seconds), then the CBTC mode is maintained, otherwise it is converted to an invalid mode; The second situation is that the A-mode ATO software The working mode sent by the module is invalid, and the working mode sent by the B-mode ATO software module is A mode, then the working mode of the ATO interface software module becomes invalid; the third case is that the working mode sent by the A-mode ATO software module is invalid, and the working mode sent by the B-mode ATO software module is B mode, then the B mode is used. The A mode and the B mode mentioned here refer to two different modes, both of which are CTCS-2 mode and CBTC mode. In the third case, if the A mode is CBTC mode and the B mode is CTCS-2 mode, then the B mode is used to indicate switching to the CTCS-2 mode. If the A mode is CTCS-2 mode and the B mode is CBTC mode, then the B mode is used to indicate continuing to maintain the CBTC mode.

[0110] When the ATO interface software module fails to communicate with both ATO software modules of the two standards, if the failure time is less than the second threshold (for example, 1 second), the CBTC standard is maintained, otherwise the invalid standard is switched;

[0111] When the ATO interface software module fails to communicate with the CBTC standard ATO software module and communicates normally with the CTCS-2 standard ATO software module, if the working standard sent by the CTCS-2 standard ATO software module is not the CTCS-2 standard and the fault time is less than the second threshold, the CBTC standard is continued to be maintained; if the fault time is greater than or equal to the second threshold, it is converted to an invalid standard; if the working standard sent by the CTCS-2 standard ATO software module is the CTCS-2 standard and the fault time is less than the second threshold, the CBTC standard is continued to be maintained; if the fault time is greater than or equal to the second threshold, it is converted to the CTCS-2 standard.

[0112] When the ATO interface software module fails to communicate with the CTCS-2 standard ATO software module and communicates normally with the CBTC standard ATO software module, if the working standard sent by the CBTC standard ATO software module is the CBTC standard, the CBTC standard will continue to be maintained; if the working standard sent is not the CBTC standard, it will switch to an invalid standard.

[0113] Based on the above introduction, the system switching process is shown in Figure 3. If the ATO working system processing under the invalid system is currently required, the working system is judged according to the logic shown in Table 1; if the ATO working system processing under the CTCS-2 system is currently required, the working system is judged according to the logic shown in Table 2; if the ATO working system processing under the CBTC system is currently required, the working system is judged according to the logic shown in Table 3.

[0114] 3. Processing methods of different ATO software modules.

[0115] (1) Processing of CBTC standard ATO software module.

[0116] When the front-end CTCS-2 standard ATO software controls the vehicle, the back-end CBTC standard ATO software checks whether the conditions for entering the AM mode are met. The check conditions for the back-end CBTC standard AM mode are:

[0117] The ATO status of CBTC system is healthy, and the control level of CBTC system is ITC or CTC, and the current ATP is AM mode or PM mode, and the pre-selected control level is ITC or CTC, and the pre-selected driving mode is AM or FAM, and the local activation flag is valid, and the AM enable is valid, and the current ATO working mode sent by the interface software is CBTC system or CTCS-2 system in AM mode.

[0118] When the above conditions are met, the background CBTC standard ATO AM mode condition check is passed. After that, according to the current working mode sent by the interface software and whether the foreground mode is in AM mode, it is finally decided whether to enter the AM mode in the background. Specifically, when the following conditions are met, the background CBTC standard ATO system will automatically enter the AM mode:

[0119] The current ATO working mode sent by the interface software is CTCS-2, and the above-mentioned AM mode condition check is passed, and the current CTCS-2 mode ATO is in AM mode, and the current CBTC mode ATO is not in AM mode.

[0120] After the background CBTC standard ATO software enters the AM mode, it runs with the train to the standard conversion point. When the ATP working mode is switched from CTCS-2 to CBTC, the ATO interface software performs logical judgment based on the working modes sent by the two standard ATO software, and outputs the working mode conversion to the two standard ATO software. The background CBTC standard ATO software maintains the AM mode and switches to the foreground operation, and the foreground CTCS-2 standard ATO software switches to the background operation, realizing the continuity of AM train control.

[0121] (2) Processing of CTCS-2 standard ATO software module.

[0122] When the CBTC standard ATO software is in the foreground to control the vehicle, the CTCS-2 standard ATO software checks whether the conditions for entering the AM mode are met in the background. The check items are:

[0123] The CTCS-2 ATO is enabled, the CTCS-2 ATO status is healthy, the ATP mode check under the CTCS-2 standard is passed, the TCMS connection status is normal, the TCMS sends the ATO enable, the transponder data check is passed, and the current ATO working standard sent by the interface software is CTCS-2 or CBTC in AM mode.

[0124] When the above conditions are met, the background CTCS-2 standard ATO AM mode condition check passes. When the following conditions are met, the background CTCS-2 standard ATO system will automatically enter AM mode operation:

[0125] The current working mode sent by the interface software is CBTC, and the above-mentioned AM mode condition check is passed, and the current CBTC mode ATO is in AM mode, and the current CTCS-2 mode ATO is not in AM mode.

[0126] After the background CTCS-2 standard ATO software enters the AM mode, it runs with the train to the standard conversion point. When the ATP working mode is switched from CBTC to CTCS-2, the ATO interface software performs logical judgment based on the working modes sent by the two standard ATO software, and outputs the working mode conversion to the two standard ATO software. The background CTCS-2 standard ATO software maintains the AM mode and switches to the foreground operation, and the foreground CBTC standard ATO software switches to the background operation, realizing the continuity of AM train control.

[0127] 4. Speed ​​connection solution.

[0128] (1) Speed ​​connection solution when switching from CBTC to CTCS-2.

[0129] The speed connection solution for this situation is as follows Figure 4 As shown in the figure, when the train is running in CBTC mode and enters the mode conversion area, the CTCS-2 ATO software module in the background working state switches to AM mode according to the conditions (see the introduction in the previous text). The CTCS-2 ATO software module obtains the position of the mode conversion point based on the ground data, and calculates the protection speed limit value and the braking curve speed value of the conversion point in advance based on the CTCS-2 ATP protection speed, authorized length, civil engineering speed limit, temporary speed limit, and distance to the station information, and sends the calculation results to the CBTC ATO software module in real time.

[0130] In the embodiment of the present invention, the system conversion area and the system conversion point are two concepts. The system conversion area refers to an area where CTCS-2 ground equipment and CBTC ground equipment are installed at the same time, and the system conversion is supported in this area. The system conversion point refers to the exact location where the system conversion is performed. A system conversion notice transponder is deployed in front of the conversion point, and a system conversion execution transponder is deployed at the conversion point. The conversion point is located in the conversion area. When the train enters the conversion area, the signal system in the background will receive the positioning information of the corresponding system, and the background ATO will start calculations. After the inspection conditions are met, the AM mode will be entered in the background.

[0131] The CBTC ATO software module obtains the position of the system conversion point from the on-board electronic map, and calculates the target speed curve to the conversion point based on the CTCS-2 speed limit value, speed limit interval, and braking curve speed value at the system conversion point sent by the CTCS-2 ATO software module, combined with the CBTC ATP protection speed, authorized length, civil engineering speed limit, temporary speed limit, distance to station and other information, while taking into account a certain speed control advance amount, to achieve a smooth connection of target speeds under different control systems.

[0132] The CBTC ATO software module controls the train operation according to the target speed curve to the switching point, and meets the speed requirements of the CTCS-2 system before the system switching point, so as to ensure a smooth speed connection after the system switching and avoid overspeeding and speed fluctuations due to system switching.

[0133] The CTCS-2 ATO software module in the background working state obtains the traction brake control level from the foreground CBTC ATO software module, which can ensure the smooth transition of the traction brake control level during the conversion from CBTC to CTCS-2.

[0134] (2) Speed ​​connection plan when switching from CTCS-2 to CBTC.

[0135] The speed connection solution for this situation is as follows Figure 5 As shown in the figure, when the train is running in CTCS-2 mode and enters the mode conversion area, the CBTC ATO software module in the background working state switches to AM mode according to the conditions. The CBTC ATO software module obtains the conversion point position according to the on-board electronic map data, and calculates the protection speed limit value and braking curve speed value of the conversion point position in advance based on the CBTC ATP protection speed, authorized length, civil engineering speed limit, temporary speed limit, and distance to the station information, and sends the calculation results to the CTCS-2 ATO software module in real time.

[0136] The CTCS-2 ATO software module receives the ground transponder data to obtain the position of the system conversion point. According to the CTCS-2 speed limit value, speed limit interval, and braking curve speed value at the system conversion point sent by the CBTC ATO software module, combined with the CTCS-2 ATP protection speed, authorized length, civil speed limit, temporary speed limit, distance to station and other information, and taking into account a certain speed control advance amount, the target speed curve to the conversion point is calculated to achieve a smooth connection of the target speeds under different control systems.

[0137] The CTCS-2 ATO software module controls train operation according to the target speed curve to the switching point, and meets the speed requirements of the CBTC system before the system switching point, so as to ensure smooth speed connection after the system switching and avoid overspeeding and speed fluctuations due to system switching.

[0138] The CBTC standard ATO software module in the background working state obtains the traction brake control level from the foreground CTCS-2 standard ATO software module, which can ensure the smooth transition of the traction brake control level during the conversion from CTCS-2 standard to CBTC standard.

[0139] Technical personnel in the relevant field can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional modules as needed, that is, the internal structure of the system can be divided into different functional modules to complete all or part of the functions described above.

[0140] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An ATO system in which CBTC and CTCS-2 are connected and operated, characterized in that: include: The ATO interface software module, the CBTC standard ATO software module and the CTCS-2 standard ATO software module are interconnected; among which: The ATO interface software module is used to output the working mode to the CBTC ATO software module and the CTCS-2 ATO software module through the mode conversion logic judgment, so as to control one of the CBTC ATO software module and the CTCS-2 ATO software module to run as the foreground and the other to run as the background; The ATO software module running in the foreground outputs vehicle control commands after logical processing and calculation of the operating curve; After entering the system conversion area, the ATO software module running in the background enters the automatic driving mode after passing the condition check; the ATO software module running in the foreground calculates the target speed curve to the system conversion point based on the protection speed limit value and the braking curve speed value of the system conversion point calculated by the ATO software module running in the background, and outputs the train control command in combination with the target speed curve; when the train runs to the system conversion point, the ATO interface software module performs system conversion logic judgment and outputs the working system, so that the ATO software module running in the foreground switches to background operation, and the ATO software module running in the background maintains the automatic driving mode and switches to foreground operation.

2. The ATO system of CBTC and CTCS-2 interoperable operation according to claim 1 is characterized in that: The ATO interface software module and the CBTC standard ATO software module and the CTCS-2 standard ATO software module use the system's internal virtual ring network for two-way data interaction. The ATO interface software module sends the collected input data and the standard conversion information after logical processing to the two standard ATO software modules, receives the working standard feedback and train control commands of the corresponding ATO software modules, and inputs the train control commands to the train.

3. The ATO system for interoperable operation of CBTC and CTCS-2 according to claim 2 is characterized in that: The ATO interface software module is also connected to the first serial port module, the IO board, and the MVB interface board or the TRDP interface board; wherein, the ATO interface software module collects speed measurement data and input data through the IO board, and outputs the interface output data; through the first serial port module, collects the main and standby system switching board data and radar data, and outputs the main and standby system switching instructions; collects the train TCMS communication data and outputs the train TCMS output control commands through the MVB interface board or the TRDP interface board; wherein, the interface output data and the control commands for the train TCMS output are both vehicle control commands, and the main and standby system switching board data are used to determine the main and standby system relationships of the three modules.

4. The ATO system for interoperable operation of CBTC and CTCS-2 according to claim 1 is characterized in that: The CBTC standard ATO software module is also connected to the first serial port module and the first Ethernet module; the SRP input information is collected through the first serial port module; and the first Ethernet module is connected to other railway information systems; The CTCS-2 standard ATO software module is also connected to the second Ethernet module and the third serial port; and is connected to other railway information systems through the second Ethernet module and the third serial port.

5. The ATO system of CBTC and CTCS-2 interoperable operation according to claim 1 is characterized in that: The ATO interface software module uses logic judgment to output the following working modes: Get the current ATO work format; If the current standard is CTCS-2, the ATO working standard under the CTCS-2 standard is used for processing and outputting the working standard; If the current mode is CBTC, the ATO working mode under CBTC will be used for processing and the working mode will be output; If the current working mode is invalid, the ATO working mode under the invalid mode is adopted to output the working mode.

6. The ATO system of CBTC and CTCS-2 interoperable operation according to claim 1 is characterized in that: If the current standard is CTCS-2, the ATO working standard under the CTCS-2 standard is used for processing, and the output working standards include: When the ATO interface software module communicates normally with the two standard ATO software modules: if the working modes sent by the two standard ATO software are both CTCS-2, the CTCS-2 mode is maintained; if both are CBTC or invalid, they are converted to CBTC or invalid mode; if the working modes sent by the two standard ATO software are different, it means that a conflict occurs, which is divided into the following situations: the first situation is that the working modes sent by the two standard ATO software do not contain invalid working modes, and the conflict time is less than the first threshold, then the CTCS-2 mode is maintained. CS-2 standard, otherwise it is converted to an invalid standard; the second case is that the working standard sent by the A-standard ATO software module is invalid, and the working standard sent by the B-standard ATO software module is A standard, then the working standard of the ATO interface software module is converted to invalid; the third case is that the working standard sent by the A-standard ATO software module is invalid, and the working standard sent by the B-standard ATO software module is B standard, then the B standard is used, and the A standard and B standard refer to two different standards, both of which are one of the CTCS-2 standard and the CBTC standard; When the ATO interface software module fails to communicate with both standard ATO software modules, if the failure time is less than the second threshold, the CTCS-2 standard is maintained, otherwise the invalid standard is switched; When the ATO interface software module fails to communicate with the CTCS-2 standard ATO software module and communicates normally with the CBTC standard ATO software module, if the working standard sent by the CBTC standard ATO software module is not the CBTC standard and the fault time is less than the second threshold, the CTCS-2 standard is maintained; if the fault time is greater than or equal to the second threshold, the invalid standard is switched; if the working standard sent by the CBTC standard ATO software module is the CBTC standard and the fault time is less than the second threshold, the CTCS-2 standard is maintained; if the fault time is greater than or equal to the second threshold, the CBTC standard is switched; When the ATO interface software module fails to communicate with the CBTC standard ATO software module and communicates normally with the CTCS-2 standard ATO software module, if the working standard sent by the CTCS-2 standard ATO software module is the CTCS-2 standard, the CTCS-2 standard will continue to be maintained; if the working standard sent is not the CTCS-2 standard, it will switch to an invalid standard.

7. The ATO system for interoperable operation of CBTC and CTCS-2 according to claim 1 is characterized in that: If the current mode is CBTC, the ATO working mode under CBTC is used for processing. The output working modes include: When the ATO interface software module communicates normally with the two standard ATO software modules: if the working modes sent by the two standard ATO software are both CBTC, the CBTC mode is maintained; if both are CTCS-2 or invalid, they are converted to CTCS-2 or invalid mode; if the working modes sent by the two standard ATO software are different, it means that a conflict occurs, which is divided into the following situations: the first situation is that the working modes sent by the two standard ATO software do not contain invalid working modes, and the conflict time is less than the first threshold, then the CBTC mode is maintained. BTC standard, otherwise it is converted to an invalid standard; the second case is that the working standard sent by the A-standard ATO software module is invalid, and the working standard sent by the B-standard ATO software module is A standard, then the working standard of the ATO interface software module is converted to invalid; the third case is that the working standard sent by the A-standard ATO software module is invalid, and the working standard sent by the B-standard ATO software module is B standard, then the B standard is used, and the A standard and B standard refer to two different standards, both of which are one of the CTCS-2 standard and the CBTC standard; When the ATO interface software module fails to communicate with both ATO software modules of the two standards, if the failure time is less than the second threshold, the CBTC standard is maintained, otherwise it is transferred to the invalid standard; When the ATO interface software module fails to communicate with the CBTC standard ATO software module and communicates normally with the CTCS-2 standard ATO software module, if the working standard sent by the CTCS-2 standard ATO software module is not the CTCS-2 standard and the fault time is less than the second threshold, the CBTC standard is maintained; if the fault time is greater than or equal to the second threshold, the system is switched to an invalid standard; if the working standard sent by the CTCS-2 standard ATO software module is the CTCS-2 standard and the fault time is less than the second threshold, the CBTC standard is maintained; if the fault time is greater than or equal to the second threshold, the system is switched to the CTCS-2 standard; When the ATO interface software module fails to communicate with the CTCS-2 standard ATO software module and communicates normally with the CBTC standard ATO software module, if the working standard sent by the CBTC standard ATO software module is the CBTC standard, the CBTC standard will continue to be maintained; if the working standard sent is not the CBTC standard, it will switch to an invalid standard.

8. The ATO system for interoperable operation of CBTC and CTCS-2 according to claim 1 is characterized in that: If the current working mode is invalid, the ATO working mode under the invalid mode is used for processing. The output working modes include: When the ATO interface software module communicates normally with the two standard ATO software modules: if the working standards sent by the two standard ATO software are the same, then it is converted to the corresponding standard; if the working standards sent by the two standard ATO software are different, there are three cases: the first case is that the working standards sent by the two standard ATO software do not contain invalid working standards, then the working standard of the ATO interface software module continues to remain invalid; the second case is that the working standard sent by the A standard ATO software module is invalid, and the working standard sent by the B standard ATO software module is the A standard, then the working standard of the ATO interface software module continues to remain invalid; the third case is that the working standard sent by the A standard ATO software module is invalid, and the working standard sent by the B standard ATO software module is the B standard, then it is converted to the B standard, and the A standard and the B standard refer to two different standards, both of which are one of the CTCS-2 standard and the CBTC standard; When the ATO interface software module fails to communicate with both standard ATO software modules, the invalid standard continues to be maintained; when the ATO interface software module fails to communicate with the A-standard ATO software module and communicates normally with the B-standard ATO software module, if the working standard sent by the B-standard ATO software module is the B-standard, the working standard of the ATO interface software module is converted to the B-standard, otherwise, the invalid standard continues to be maintained.

9. The ATO system of CBTC and CTCS-2 interoperable operation according to claim 1 is characterized in that: After entering the standard conversion area, the ATO software module running in the foreground calculates the target speed curve to the standard conversion point according to the protection speed limit value and the braking curve speed value of the standard conversion point calculated by the ATO software module running in the background, including: After entering the system conversion area, the ATO software module running in the background obtains the position of the system conversion point, combines the protection speed, authorization length, speed limit information and the distance to the station, calculates the protection speed limit value and braking curve speed value of the system conversion point, and transmits them to the ATO software module running in the foreground; The ATO software module running in the foreground obtains the position of the system conversion point, calculates the protection speed limit value and braking curve speed value of the system conversion point based on the protection speed, authorization length, speed limit information and distance to the station, and calculates the target speed curve to the system conversion point based on the set speed control advance amount.

10. The ATO system of CBTC and CTCS-2 interoperable operation according to claim 1 or 9, characterized in that: Also includes: Before reaching the system conversion point, the ATO software module running in the background obtains the traction brake control level from the ATO software module running in the foreground to achieve the transition of train speed and control level during the system conversion process.

Images