Automatic system switching method and device of integrated vehicle-mounted system and storage medium

Abstract

The invention provides an automatic mode switching method and device of an integrated vehicle-mounted system and a storage medium. The method comprises the following steps: receiving system switching information, and determining a current system and a target system according to the system switching information; according to the speed limiting information before switching and the system switching point position, the movement authorization information of the current system is used for calculating a train operation control curve, and the train speed is monitored; according to the train operation control curve and the train speed, whether the train reaches the system switching point position or not is judged in real time; when the train arrives at the system switching point position, the current system is switched to the target system, and the current system is switched to the background state; and updating the train operation control curve according to the switched speed limit information and the movement authorization information of the target system. The system can be simplified, the cost is reduced, the automatic compatible switching of the system is realized, and the system efficiency and safety are improved.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control systems, and in particular to a method, device and storage medium for automatic mode switching of an integrated vehicle-mounted system. Background Art

[0002] Urban (suburban) railway is a passenger rail transit system that connects cities and suburbs, central cities and satellite cities, and key towns within the metropolitan area. It has the characteristics of short station spacing, high traffic density, and high speed. In recent years, in order to promote the healthy development of urban rail, it is required to achieve seamless connection and interconnection between trunk railways, intercity railways, urban rail and urban rail transit.

[0003] However, since there is no unified signaling system for urban rail, the existing systems mainly use CTCS-2 or CBTC systems. At the same time, there is a need for co-line or cross-line operation between urban rail and urban rail transit, which requires the train operation control system to be compatible with different signaling systems.

[0004] At present, the suburban railway train control system usually adopts the switching method of dual-set on-board equipment, which receives the switching command through the switching module, revokes the control right of the current train control equipment and transfers it to the backup train control equipment to realize the operation control of the train on different lines. For different line types, the switching module can receive the switching command from the ground equipment or manually sent, so as to complete the switching of different on-board equipment.

[0005] Therefore, most of the existing technologies rely on two sets of independent on-board equipment, resulting in high equipment redundancy and increased costs. The interface independence of the two sets of equipment increases system complexity and is not applicable to the application of integrated on-board systems. The existing switching method cannot achieve automatic compatible switching between CTCS and CBTC formats, and has problems of low efficiency and insufficient safety. Summary of the invention

[0006] In view of this, an embodiment of the present invention provides a method, device and storage medium for automatic switching of standards of an integrated vehicle-mounted system to solve the problems of high system complexity, high cost, inability to achieve automatic compatible switching of standards, resulting in low efficiency and insufficient security in the prior art.

[0007] According to a first aspect of an embodiment of the present invention, a method for automatic switching of modes of an integrated vehicle-mounted system is provided, comprising: receiving mode switching information, determining a current mode and a target mode according to the mode switching information, wherein the mode switching information comprises a mode switching point position, speed limit information before switching and speed limit information after switching; calculating a train operation control curve according to the speed limit information before switching and the mode switching point position using mobile authorization information of the current mode, and monitoring the train speed; making a real-time judgment on whether the train has reached the mode switching point position according to the train operation control curve and the train speed; when the train reaches the mode switching point position, switching the current mode to the target mode, and switching the current mode to a background state; updating the train operation control curve according to the speed limit information after switching and the mobile authorization information of the target mode.

[0008] According to a second aspect of an embodiment of the present invention, there is provided a system automatic switching device for an integrated vehicle-mounted system, comprising: a receiving module, configured to receive system switching information, and determine the current system and the target system according to the system switching information, wherein the system switching information includes the system switching point position, the speed limit information before switching, and the speed limit information after switching; a calculating module, configured to calculate the train operation control curve according to the speed limit information before switching and the system switching point position, using the mobile authorization information of the current system, and monitor the train speed; a judging module, configured to make a real-time judgment on whether the train has reached the system switching point position according to the train operation control curve and the train speed; a switching module, configured to switch the current system to the target system when the train reaches the system switching point position, and switch the current system to the background state; an updating module, configured to update the train operation control curve according to the speed limit information after switching and the mobile authorization information of the target system.

[0009] According to a third aspect of an embodiment of the present invention, an electronic device is provided, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the steps of the above method are implemented when the processor executes the computer program.

[0010] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores a computer program, and when the computer program is executed by a processor, the steps of the above method are implemented.

[0011] At least one of the above technical solutions adopted in the embodiments of the present invention can achieve the following beneficial effects: By receiving the system switching information, the current system and the target system are determined according to the system switching information, wherein the system switching information includes the system switching point position, the speed limit information before switching and the speed limit information after switching; according to the speed limit information before switching and the system switching point position, the mobile authorization information of the current system is used to calculate the train operation control curve, and the train speed is monitored; according to the train operation control curve and the train speed, whether the train reaches the system switching point position is judged in real time; when the train reaches the system switching point position, the current system is switched to the target system, and the current system is switched to the background state; according to the speed limit information after switching and the mobile authorization information of the target system, the train operation control curve is updated. The present invention can simplify the system, reduce costs, realize automatic compatible switching of systems, and improve system efficiency and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0013] Figure 1 1 is a schematic diagram of the overall architecture of an automatic switching system for an integrated vehicle system provided by an embodiment of the present invention; Figure 2 It is a schematic diagram of the overall implementation flow of the method for automatic switching of the integrated vehicle system provided by an embodiment of the present invention; Figure 3 is a flow chart of a method for automatic switching of a system of an integrated vehicle provided by an embodiment of the present invention; Figure 4 It is a schematic diagram of a judgment process for external output according to a vehicle control right state provided by an embodiment of the present invention; Figure 5 is a schematic diagram of the structure of a system automatic switching device for an integrated vehicle-mounted system provided by an embodiment of the present invention; Figure 6 It is a schematic diagram of the structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0014] In the following description, specific details such as specific system structures, technologies, etc. are provided for the purpose of illustration rather than limitation, so as to provide a thorough understanding of the embodiments of the present invention. However, it should be clear to those skilled in the art that the present invention may be implemented in other embodiments without these specific details. In other cases, detailed descriptions of well-known systems, devices, circuits, and methods are omitted to prevent unnecessary details from obstructing the description of the present invention.

[0015] Urban (suburban) railway is a form of rail transit that connects cities and suburbs, central cities and surrounding key towns. It is characterized by short station intervals, high-frequency operation requirements (operating intervals less than 3 minutes), and high speeds (100-200 km / h). In recent years, emphasis has been placed on the seamless connection and coordinated development of trunk railways, intercity railways, urban rail and urban rail transit. The goal of this integration is to achieve interconnection between different rail transit systems and improve overall transportation efficiency.

[0016] There is no unified standard for the signal control system of urban railroads. Currently, the following two mature systems are mainly used: CTCS (Chinese Train Control System): Commonly found on trunk and intercity railways, it has strong interconnection capabilities, but its operating efficiency is limited under high-frequency conditions.

[0017] CBTC (Communication-Based Train Control): mostly used in urban rail transit, supports higher-density operations, but does not have the ability to interconnect with CTCS.

[0018] Since the urban rail may involve the need to operate on the same line or across lines with urban rail transit, this puts higher requirements on the train operation control system, especially in terms of signal system compatibility. A single-system train control system cannot meet the needs of high-speed operation and high-density scheduling at the same time.

[0019] The current application of train control in domestic rail transit is shown in Table 1.

[0020] Table 1 Application of train control in domestic rail transit

[0021] As for the selection of train control methods for urban rail, there are currently only two mature systems: CTCS and CBTC. However, if these two systems are directly applied to urban rail, the following problems will arise: 1. CTCS-2+ATO format: The turnaround interval is about 10 minutes, which cannot meet the 3-minute operating interval required for urban rail. In addition, although it supports interconnection between CTCS lines, it cannot support interconnection between CTCS and CBTC lines.

[0022] 2. CBTC format: It supports the interconnection between CBTC lines, but cannot support the interconnection between CBTC and CTCS lines. Moreover, there is no mature case of successful application at a running speed of 200 km / h.

[0023] In response to the above requirements and problems, a train control system that is compatible with the CTCS2+ATO standard and the CBTC standard is needed. The compatible train control system solution can be further divided into: compatible ground train control solution and compatible vehicle-mounted train control solution; these two solutions can be used separately or in combination.

[0024] The prior art provides a method for switching on-board equipment of a suburban railway, the method comprising: determining a switching instruction received by a switching module; according to the switching instruction, controlling the switching module to revoke the control right of a first on-board equipment in a train control state and switching the control right to a second on-board equipment in a standby train control state, so that the second on-board equipment controls the train to run on the suburban railway; wherein the switching module is respectively connected to the first on-board equipment and the second on-board equipment for communication.

[0025] The on-board equipment is communicated with the train through an electrical interface, and after the switching module receives the switching instruction, the switching module is controlled to complete the switching of the control right of the first on-board equipment in the vehicle control state to the control right of the second on-board equipment in the standby vehicle control state, and the second on-board equipment completes the control of the train traction braking.

[0026] The suburban railway on-board equipment switching method sends different switching instructions to a switching module based on different suburban railway lines, and completes the control switching of the traction braking of the train by different on-board equipment based on the switching instructions received by the switching module.

[0027] If the line type is a CBTC line, the switching instruction is determined according to the first switching instruction sent by the CBTC ground equipment or manually; if the line type is a CTCS-2 line, the switching instruction is determined according to the second switching instruction sent by the CTCS-2 ground equipment or manually.

[0028] However, the above prior art still has the following disadvantages: 1. Dual-device limitations: Existing technologies rely on two independent sets of on-board equipment, which makes hardware deployment complex and costly. Each set of equipment is independently connected to the vehicle interface, network, and DMI display, which increases the difficulty of system design and maintenance.

[0029] 2. Inapplicability to integrated equipment: With the development of train control systems, integrated on-board equipment has become a trend, which integrates CTCS and CBTC control functions. However, the existing switching method cannot be applied to this integrated design because its switching logic and interface design are tailored for dual-equipment solutions.

[0030] Therefore, in view of the needs of urban rail and the above-mentioned problems faced by the selection of urban rail train control, a new integrated on-board system solution needs to be proposed. The integrated on-board system supports the CTCS standard and the CBTC standard, and adopts a set of interfaces with the vehicle electrical interface, the vehicle network, and the human-machine interaction equipment. When the integrated system controls the train, it should ensure that the current control standard interacts with the corresponding equipment of the above three interfaces and controls the train. When the standard is switched, the external output of the integrated on-board system is also switched accordingly, and the switching should be correct, safe and reliable.

[0031] First of all, before describing the technical solution of the present invention in detail, the architecture of the automatic switching system for the integrated vehicle system involved in the technical solution of the present invention in actual scenarios is explained in combination with the accompanying drawings and embodiments. Figure 1 Schematic diagram of the overall architecture of the automatic switching system for integrated vehicle systems provided by an embodiment of the present invention. Figure 1 As shown, the overall architecture of the automatic mode switching system applied to the integrated vehicle system may include the following contents: The integrated vehicle system automatic switching solution of the present invention includes the following main contents: control right switching, vehicle electrical interface switching, vehicle network interface switching, and DMI interface switching to ensure that the output of the system with vehicle control right can be executed and displayed.

[0032] In order to realize the switching of control rights, vehicle electrical interface, vehicle network interface and DMI interface, the present invention adds a software switching component.

[0033] For system input, the switching control component will send all system inputs to the CTCS standard module and the CBTC standard module, regardless of which standard module is currently controlling the vehicle.

[0034] For system output, in order to ensure correct switching, the CTCS standard module and the CBTC standard module send information to the switching component as to whether the standard currently has the right to control the vehicle. The switching component receives and checks the current right to control information. For signals common to the two standards, the vehicle electrical, vehicle network, and DMI information of the corresponding standard are output to the external interface. The switching component ensures that the standard module information in the non-vehicle control state is not sent to the controlled device.

[0035] It should be noted that the CTCS standard module and CBTC standard module applicable to this software component can be different hardware modules or software modules on the same hardware module (the following description will no longer distinguish whether CTCS and CBTC are on the same hardware module). This software component can run on the same hardware module as the CTCS standard module and the CBTC standard module, or it can run on different hardware modules (the following description will no longer distinguish whether it runs on the same hardware module as the CTCS standard module and the CBTC standard module).

[0036] Based on the overall architecture of the automatic mode switching system applied to the integrated vehicle system provided in the aforementioned embodiment, the overall implementation process of the automatic mode switching method of the integrated vehicle system of the present invention is described below in conjunction with the accompanying drawings and embodiments.

[0037] Figure 2 It is a schematic diagram of the overall implementation flow of the method for automatic switching of the integrated vehicle system provided by an embodiment of the present invention. Figure 2 The process shown in the figure realizes the smooth switching between CTCS and CBTC, ensuring the safety of train operation and the consistency of control. Figure 2 As shown, the overall implementation process of the automatic mode switching method of the integrated vehicle system may include the following steps: Step 1: Receive the system switching information The integrated vehicle-mounted system receives the system switching information from the ground signal equipment or the dispatching center through the switching component.

[0038] The mode switching information includes the location of the mode switching point, the speed limit information of the current mode and the target mode, and the movement authorization point (MA) of the train.

[0039] The switching component parses the received information and passes it to the vehicle control logic module to prepare for subsequent switching operations.

[0040] Step 2: Operation control before the mode switching point Before the train reaches the mode switching point, the current train control mode continues to be responsible for the operation control of the train. Specifically, it includes: 1. Calculate the current running curve: Use the speed limit information and movement authorization points of the current train control system to calculate the train running curve.

[0041] 2. Train speed supervision: The current system monitors the train speed in real time to ensure that its operation meets the control requirements and avoids overspeeding or abnormalities.

[0042] 3. Protection of mobile authorization points: The current train control system uses its mobile authorization points as protection points to prevent the train from going out of the control range before switching.

[0043] Step 3: Determine whether the system switching point has been reached The system continuously monitors the current position of the train and determines whether it has reached the mode switching point: if it has not reached the switching point, it continues to operate using the current train control mode; if it has reached the switching point, the mode switching operation is triggered.

[0044] Step 4: Switch the system mode When the train reaches the system switching point, the switching component performs the following operations: 1. The target system takes over the train control right: switch the current background system to the foreground mode, so that it takes over the train control right; 2. The current system switches to background mode: The current train control system switches to background mode and no longer participates in train control, but can be used as a backup system to maintain monitoring status; 3. Update the running curve: Use the target system’s speed limit information and mobile authorization points to recalculate the train running curve and continue to monitor the train speed.

[0045] Step 5: Ensure consistency during the switching process During the entire mode switching process, the switching component combines the speed limit information of the two modes to ensure the consistency of operation control. The specific method is as follows: 1. Smooth transition of speed limit before and after the switching point: Before the switching point, the speed limit information of the current vehicle control system is used to calculate the operating curve; after the switching point, it is smoothly switched to the speed limit information of the target system.

[0046] 2. Protection point update: The switching component dynamically adjusts the use of mobile authorization points to smoothly connect the protection points before and after the switch to avoid control gaps or conflicts.

[0047] Step 6: Interface switching and signal output The switching component is responsible for completing the soft and hard conversion of the vehicle interface during the system switching process and ensuring the accuracy of the signal output. The specific methods are as follows: 1. Vehicle electrical interface: The switching component adjusts the output signal of the electrical interface according to the vehicle control requirements of the target system to match the operating requirements of the target system.

[0048] 2. Vehicle network interface: The switching component switches the communication parameters of the network interface to support the target standard for train operation control.

[0049] 3. Human-machine interface (DMI): The switching component sends the target mode switching information to the DMI and updates the DMI interface display to ensure that the driver can know the current vehicle control mode status in time.

[0050] Step 7: Exception handling mechanism During the system switching process, the switching component sets up an exception handling mechanism: if two control systems request control rights at the same time and the conflict lasts for more than a preset time, the system will maintain the control status of the current system; if an abnormality or data loss is detected during the switching process, the system enters safety mode and outputs a safety side signal to prevent the train from losing control.

[0051] It should be noted that this solution is applicable to the following two modes supported by the integrated vehicle system: 1. Shared interface mode: The two systems share a set of vehicle electrical interfaces and network interfaces, and the switching component completes the system switching through software logic; 2. Independent interface mode: The two standards use different interfaces, and the switching component completes the interface switching through a combination of software and hardware.

[0052] In summary, Figure 2 The automatic switching method shown in the figure realizes the automatic and smooth switching between CTCS and CBTC by receiving the switching information, continuously monitoring the switching point, executing the switching and ensuring the consistency during the switching process, thus effectively improving the safety and control efficiency of train operation. This solution supports multiple interface configuration forms and meets the requirements of urban rail trains for compatibility and flexibility.

[0053] The technical solution of the present invention is described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0054] Figure 3 FIG. 1 is a flow chart of a method for automatically switching the modes of an integrated vehicle-mounted system provided by an embodiment of the present invention. Figure 3 As shown, the automatic mode switching method of the integrated vehicle system may specifically include: S301, receiving system switching information, and determining the current system and the target system according to the system switching information, wherein the system switching information includes the system switching point position, the speed limit information before the switching, and the speed limit information after the switching; S302, according to the speed limit information before switching and the position of the mode switching point, the train operation control curve is calculated using the movement authorization information of the current mode, and the train speed is monitored; S303, judging in real time whether the train has reached the mode switching point according to the train operation control curve and the train speed; S304, when the train reaches the mode switching point, the current mode is switched to the target mode, and the current mode is switched to the background state; S305: Update the train operation control curve according to the speed limit information after switching and the movement authorization information of the target system.

[0055] First, when a train enters a section where a mode switch may be required, the ground signal equipment or dispatch center generates mode switch information, which includes the location of the mode switch point, the status of the current mode, the identification of the target mode, and related speed limit parameters. This information is sent to the switching component on the train via wireless communication.

[0056] The switching component receives the vehicle control right signal from the ground signal equipment in real time to determine the operating status of the current vehicle control mode and the availability of the target vehicle control mode.

[0057] For example, the ground signal equipment sends a control authority signal indicating the current standard (such as CTCS) to the switching component, indicating that the current operating status is controlled by the CTCS standard; before switching to the target standard (such as CBTC), the ground signal equipment simultaneously sends a control authority status signal of the target standard, indicating that the CBTC standard has the ability to take over train control.

[0058] Furthermore, after receiving the above-mentioned mode switching information and vehicle control right signal, the switching component can parse out the following key information: the specific location coordinates of the switching point; the identification of the current mode and the target mode; the operating parameters of the current mode and the target mode, including speed limit information and mobile authorization point (MA). This information will be used for subsequent mode switching judgment and vehicle control logic adjustment.

[0059] Before the switch is implemented, the switch component verifies the received system switch information and vehicle control right signal to ensure the accuracy and completeness of the information. If the verification passes, the system passes the received information to the vehicle control logic module to support the switch execution; if the verification fails, the system enters the exception handling mode, maintains the current vehicle control state, and outputs a safety signal.

[0060] In some embodiments, determining the current standard and the target standard according to the standard switching information includes: Receiving vehicle control right signals generated by different standard modules according to standard switching information, wherein the vehicle control right signals are used to indicate whether each standard module has vehicle control right; According to the vehicle control right signal, the current vehicle control right state is detected to determine the current system with vehicle control right and the target system to be switched; According to the current vehicle control status, the signal output of different standard modules is processed.

[0061] Specifically, the integrated vehicle system of this embodiment receives vehicle control authority signals from different standard modules through a switching component. The vehicle control authority signals are signals generated by different standard modules according to their respective standard switching information. The current vehicle control standard and the target standard to be switched are determined based on the vehicle control authority signals. At the same time, the signal outputs of different standard modules are processed to ensure the accuracy and consistency of the standard switching. First, the switching component of the integrated vehicle system establishes a communication connection with the CTCS standard module and the CBTC standard module to receive the train control right signals from the two standard modules in real time. Each standard module periodically sends a train control right signal to the switching component, and the signal is used to indicate whether the module has the train control right. For example: the train control right signal sent by the CTCS module indicates whether it is currently controlling the train operation; the train control right signal sent by the CBTC module indicates whether it is ready to take over the train operation.

[0062] Next, the switching component analyzes and detects the received vehicle control right signal to determine the current vehicle control right status. Specifically, it includes the following situations: 1. Single vehicle control status: When only the CTCS module sends a vehicle control right signal, the switching component determines that the current system is the CTCS system, and the CBTC module is in a standby state; when only the CBTC module sends a vehicle control right signal, the switching component determines that the current system is the CBTC system, and the CTCS module is in a standby state.

[0063] 2. Vehicle control right conflict status: If the CTCS module and the CBTC module send vehicle control rights signals at the same time, the switching component detects a vehicle control rights conflict and starts the exception handling logic to maintain the current vehicle control status and output a safety signal.

[0064] 3. No right to control the vehicle: If neither of the two standard modules sends a vehicle control right signal, the switching component puts the system into a safe state to avoid uncontrolled operation.

[0065] Then, according to the analysis result of the vehicle control right signal, the switching component determines the current system with vehicle control right and the target system to be switched.

[0066] For example, if the current vehicle control system is the CTCS system and an instruction to switch to the CBTC system is received, the target system is the CBTC system; if the current vehicle control system is the CBTC system and an instruction to switch to the CTCS system is received, the target system is the CTCS system.

[0067] Finally, after determining the current vehicle control mode and the target mode, the switching component processes the system output signal to ensure the correctness and consistency of the signal output.

[0068] The switch component only allows the signal of the current vehicle control system to be sent to the vehicle electrical interface, vehicle network interface and DMI (human-machine interface). For example, when the current vehicle control system is CTCS, the switch component transmits the control signal of the CTCS system module to the external interface, while shielding the signal output of the CBTC system module.

[0069] Before the switching is completed, the switching component shields the signal output of the target standard to avoid control errors caused by multi-standard signal conflicts.

[0070] The switching component verifies the integrity and validity of the vehicle control signal in real time to ensure that only credible standard signals can affect the system output.

[0071] Through the method of the above embodiment, the integrated vehicle system can accurately identify the current standard and the target standard based on the vehicle control right signal received in real time by the switching component, and process the signal output of the standard module to ensure the safety and control reliability during the standard switching process.

[0072] In some embodiments, according to the vehicle control right signal, the current vehicle control right state is detected to determine the current system with vehicle control right and the target system to be switched, including: When only one standard module sends a vehicle control right signal, the standard corresponding to the standard module sending the vehicle control right signal is determined as the current standard; When multiple standard modules all send vehicle control right signals, it is determined that there is a vehicle control right conflict between the multiple standard modules; When the duration of the vehicle control right conflict exceeds the preset threshold, the current output is maintained and the state of the external electrical interface is switched to a safe state; When all standard modules do not send the vehicle control right signal, the safety side signal is output and the system enters the protection mode.

[0073] Specifically, the integrated vehicle system receives the vehicle control right signals from the CTCS standard module and the CBTC standard module through the switching component, detects the current vehicle control right status, determines the current standard with vehicle control right and the target standard to be switched, and processes the input and output signals of the system according to the detection results to ensure the safety and consistency of the switching process.

[0074] The following describes the process of outputting the vehicle control right status according to different standard modules according to the present invention in conjunction with the accompanying drawings and embodiments. Figure 4 FIG. 1 is a schematic diagram of a judgment process for outputting external information based on the vehicle control right status provided by an embodiment of the present invention. Figure 4 As shown, the method may include the following steps: First, the switching component in the integrated vehicle system is connected to the CTCS standard module and the CBTC standard module to receive and analyze the vehicle control right signals of the two standard modules in real time.

[0075] Among them, the train control right signal represents whether the standard module has the operation control right of the current train; the CTCS standard module and the CBTC standard module periodically send the train control right signal to the switching component, and the switching component analyzes the signal to determine the current train control right status.

[0076] Furthermore, the switching component detects the received vehicle control right signal to determine the current vehicle control right state, which may specifically include the following situations: (1) A single system has the right to control the vehicle When the switching component detects that only the CTCS standard module sends a vehicle control right signal, the CTCS standard module is determined as the standard that currently has the vehicle control right, and the control signal of the CTCS standard is switched to the system output.

[0077] When it is detected that only the CBTC standard module sends the vehicle control right signal, the CBTC standard module is determined as the standard that currently has the vehicle control right, and the control signal of the CBTC standard is switched to the system output.

[0078] The switching component also shields input signals from modules that do not have vehicle control rights, ensuring that invalid information does not affect system output.

[0079] (2) Vehicle control rights conflict detection When the switching component detects that both the CTCS standard module and the CBTC standard module send vehicle control right signals, it determines that there is currently a vehicle control right conflict; The switching component starts a conflict detection timer to monitor the duration of the right-of-control conflict.

[0080] (3) No vehicle control status When the switching component detects that neither the CTCS standard module nor the CBTC standard module sends a vehicle control right signal, the system enters a no-vehicle control right state.

[0081] Furthermore, in the case of a vehicle control right conflict, the switching component can adopt the following strategies according to the duration of the conflict: When the conflict time is lower than the preset threshold, the switching component temporarily maintains the current vehicle control status and continues to output the signal of the current standard module; and continues to monitor the conflict status, waiting for one of the standard modules to give up the vehicle control signal.

[0082] When the conflict time exceeds the preset threshold, the switching component maintains the output of the current standard module and blocks the signal of another standard module; at the same time, the state of the external electrical interface is switched to a safe state, such as triggering emergency braking or switching the train control to a reduced speed operation mode to ensure the safety of the train operation.

[0083] Furthermore, when the switching component detects that none of the standard modules has sent a control signal, the system enters a protection mode. For example, the switching component outputs a safety side signal to notify the train control system to perform emergency braking; the system switches to a safe state to ensure that the train runs within a controllable range.

[0084] Furthermore, according to the current vehicle control status, the switching component dynamically switches the system input and output signals to ensure the uniqueness and correctness of signal transmission. Specifically, the switching methods may include the following: (1) CTCS standard control status When the CTCS module has control over the vehicle, the switching component switches the signal of the CTCS module to the vehicle electrical interface, vehicle network interface and human-machine interface (DMI) output; at the same time, it shields the signal of the CBTC module to prevent invalid information from affecting system operation.

[0085] (2) CBTC control status When the CBTC module has the right to control the vehicle, the switching component switches the signal of the CBTC module to the vehicle electrical interface, vehicle network interface and human-machine interface (DMI) output; at the same time, it shields the signal of the CTCS module to ensure the uniqueness of the system output.

[0086] (3) Conflict of vehicle control rights or no vehicle control rights When the conflict over vehicle control continues to exceed the threshold or there is no vehicle control right, the switching component blocks the signal output of all standard modules; outputs the safety side signal, switches the vehicle electrical interface status to the safety mode, and displays a warning message through the DMI interface to prompt the driver to take necessary actions.

[0087] Through the method of the present embodiment described above, the switching component can dynamically determine the current mode and the target mode according to the vehicle control right signal, and take corresponding measures in the state of vehicle control right conflict or no vehicle control right, so as to ensure the reliability of system switching and operational safety.

[0088] In some embodiments, according to the current vehicle control right state, the signal output of the different standard modules is processed, including: For the first standard module that currently has the right to control the vehicle, output the vehicle electrical signal, vehicle network signal and DMI display information corresponding to the first standard module to the external interface; For the second-standard module that currently does not have the right to control the vehicle, the second-standard module is prevented from outputting signals to the controlled device.

[0089] Specifically, the integrated vehicle system processes the signal outputs of the CTCS standard module and the CBTC standard module by switching components according to the current vehicle control status, ensuring that only the standard module with vehicle control rights can output valid signals to the external interface, while preventing the signal outputs of the standard modules that do not have vehicle control rights.

[0090] First, the switching component receives the vehicle control right signal from the CTCS standard module and the CBTC standard module in real time, and parses and detects the current vehicle control right status. Specifically, it may include the following situations: The first standard module (such as CTCS) has the right to control the vehicle: the switching component determines the CTCS standard module as the current vehicle control standard, and the CBTC standard module is in a non-vehicle control state; The second standard module (such as CBTC) has the right to control the vehicle: the switching component determines the CBTC standard module as the current vehicle control standard, and the CTCS standard module is in a non-vehicle control state.

[0091] Furthermore, according to the detected vehicle control right status, the switching component processes the signal outputs of the two standard modules respectively, for example: (1) Signal output of the standard module that currently has control over the vehicle For the first standard module (such as the CTCS standard module) that currently has the right to control the vehicle, the switching component performs the following operations: The switching component outputs the vehicle electrical control signal generated by the first standard module to the vehicle electrical interface for performing key control tasks such as train traction and braking; The switching component sends the vehicle network signal generated by the first standard module to the vehicle network interface to ensure that the internal network of the train can receive the control instructions of the current standard; The switching component sends the display information of the first mode module to the DMI, and updates the driver interface to reflect the operating status of the current vehicle control mode.

[0092] (2) Signal shielding of the standard module that does not currently have vehicle control rights For the second standard module that does not currently have vehicle control rights (such as the CBTC standard module), the switching component performs the following operations: The switching component shields the vehicle electrical signals, vehicle network signals and DMI display information generated by the second standard module to ensure that its signals cannot affect the actual control of the train; The second standard module keeps running in the background state, but does not participate in the control of the train, waiting to take over the control of the train when the next switching condition is triggered.

[0093] For example, in an example scenario, assuming that the CTCS standard is the current train control standard. The switching component detects that the CTCS standard module has the right to control the train, and the CBTC standard module is in a non-train control state; the switching component outputs the vehicle electrical signal generated by the CTCS standard module to the electrical interface to control the traction, braking and other actions of the train; the switching component sends the vehicle network signal of the CTCS standard module to the network interface, and sends its display information to the DMI interface to prompt the driver that the current operating standard is CTCS; at the same time, the switching component shields the signal output of the CBTC standard module to ensure the uniqueness of the CTCS signal.

[0094] Through the method of the above embodiment, the integrated vehicle system can process the signal outputs of different standard modules according to the current vehicle control status, realize the effective output of the current vehicle control standard signal and the shielding of the non-vehicle control standard signal, thereby ensuring the safety of train operation control and the consistency of signal output.

[0095] In some embodiments, according to the speed limit information before switching and the position of the mode switching point, the train operation control curve is calculated using the movement authorization information of the current mode, including: Utilize the current standard module to receive the movement authorization information sent by the ground system, where the movement authorization information includes the target speed, speed limit interval and control point information within the train operation range; Generate the dynamic speed limit parameters of the current system based on the speed limit information and movement authorization information before switching, combined with the current speed, target speed and speed limit range of the train; According to the position of the mode switching point and the dynamic speed limit parameters, the train operation control curve is calculated according to the control logic of the current mode.

[0096] Specifically, the current vehicle control system module (such as a CTCS module or a CBTC module) receives movement authorization information from the ground system. The movement authorization information may include the following contents: Target speed: the target speed of the train within the authorized movement range; Speed ​​limit section: speed limit information at each location on the train running path; Control point information: including the location of the mode switching point and other key control point information, used to guide train operation.

[0097] The current train control system module parses the received movement authorization information and stores it as input data for subsequent calculation of the train operation control curve.

[0098] Furthermore, the current train control system module generates dynamic speed limit parameters for train operation based on the speed limit information before switching, movement authorization information and the dynamic state of the train (such as current speed and target speed). The specific implementation method is as follows: The current train control system module combines the speed limit information within the mobile authorization range with the speed limit information before switching sent by the ground system to form a complete speed limit data table; the speed limit data table contains all speed limit information of the train before the system switching point.

[0099] According to the current position, current speed and target speed of the train, dynamic speed limit parameters are generated to dynamically adjust the train operation curve. The dynamic speed limit parameters are independently calculated by the current vehicle control system module before the system switching point.

[0100] Furthermore, when the train has not yet reached the mode switching point, the current vehicle control mode module calculates the operation control curve according to the movement authorization information and the dynamic speed limit parameters.

[0101] For example, the current train control system module uses the end point of the movement authorization range as the protection point of the train operation to prevent the train from crossing the control range. According to the control logic of the current system, combined with the speed limit information before switching and the position of the protection point, the operation control curve is calculated. The control curve is used to guide the acceleration, deceleration and target speed adjustment of the train in real time. The current train control system module also monitors the train speed in real time to ensure that the train speed runs within the control curve range.

[0102] Furthermore, when the train reaches the mode switching point and completes the mode switching, the background mode module switches to the current vehicle control mode and uses its control logic to recalculate the operation control curve. The specific operations are as follows: After the system is switched, the current train control system module uses the speed limit information of the background system before the switch as the new speed limit basis; uses the mobile authorization point of the system after the switch as the protection point to update the speed limit data of the train operating range.

[0103] The train operation control curve is recalculated according to the updated speed limit information and protection points; the current train control system module calculates the acceleration and deceleration control plan of the train with the new target speed and dynamic speed limit parameters.

[0104] Moreover, after the mode is switched, the current train control mode module continues to monitor the train speed in real time to ensure that the train runs safely according to the newly calculated control curve.

[0105] For example, in an example scenario, it is assumed that the train control system is switched from the CTCS standard to the CBTC standard.

[0106] The current train control system is the CTCS system module, which uses the movement authorization information and the speed limit information before switching to calculate the operation control curve and monitor the train speed in real time. When the train approaches the system switching point, the CTCS module uses the end point of the movement authorization range as a protection point to ensure the safe operation of the train before the switching point.

[0107] When the train reaches the switching point, it switches to the CBTC module control. After the CBTC module takes over the control right, it uses its mobile authorization point as the protection point, recalculates the train operation control curve, and guides the train to run according to the new control logic.

[0108] Through the method of the above embodiment, the integrated vehicle system can utilize the mobile authorization information and dynamic speed limit parameters of the current vehicle control mode to calculate the operation control curve and monitor the train speed before and after the mode switching point, thereby ensuring the safety of the train operation and the smoothness of the switching process.

[0109] In some embodiments, a real-time judgment is made on whether the train has reached the mode switching point according to the train operation control curve and the train speed, including: Obtain the real-time position information and real-time speed information of the train, and calculate the distance between the train and the system switching point according to the system switching point position and the current position information of the train; According to the train operation control curve, the current train speed and the distance between the train and the mode switching point, it is determined whether the train meets the conditions for reaching the mode switching point; When the condition of reaching the mode switching point is met, a mode switching trigger signal is generated and sent to the switching component; When the conditions for reaching the mode switching point are not met, the train status continues to be monitored until the conditions are met or an abnormal state occurs.

[0110] Specifically, the integrated on-board system obtains the real-time position and speed information of the train, combines the position of the mode switching point and the train operation control curve, and determines in real time whether the train has reached the mode switching point, and triggers the mode switching operation when the conditions are met.

[0111] The current vehicle control mode module of the integrated vehicle system receives data from the train positioning system and speed sensor in real time, including real-time position information and real-time speed information; among which, the real-time position information is used to determine the current position of the train on the track; the real-time speed information is used to monitor the current running speed of the train. These data serve as the basic input for judging whether the train has reached the mode switching point.

[0112] Furthermore, the current vehicle control system module calculates the distance between the train and the switching point position according to the system switching point position and the real-time position information of the train. For example, the fixed position of the system switching point and the real-time position of the train are input; by comparing the relative distance between the real-time position information and the switching point position, the precise distance between the train and the switching point is determined. This is used to subsequently determine whether the train meets the switching conditions.

[0113] Furthermore, the current vehicle control system module combines the train's operation control curve, current speed information and distance information to determine whether the train meets the conditions for reaching the system switching point. The specific determination method is as follows: The operation control curve provides the target speed and speed limit requirements of the train. The current position and speed of the train must be consistent with the curve; the current speed of the train must be within the speed limit and meet the dynamic requirements of the operation curve for the target speed; when the distance between the train and the switching point reaches a preset threshold (for example, less than the stopping distance within the safety range), the train is considered to meet the conditions for reaching the switching point position.

[0114] Furthermore, when the train meets the conditions for reaching the mode switching point, a trigger signal is generated. For example, the current vehicle control mode module generates a mode switching trigger signal, indicating that the train has reached the switching point and is ready to switch; the trigger signal is sent to the switching component to notify the switching component to start the mode switching operation, including the dynamic switching of signal output and the transfer of vehicle control rights.

[0115] When the train does not meet the conditions for reaching the mode switching point, the current train control mode module continues to monitor the running status of the train until the switching conditions are met or an abnormal state is detected.

[0116] For example, when the conditions are not met, the real-time position information and speed information are continuously obtained to recalculate the distance between the train and the switching point; and the conditional judgment is performed in combination with the operation control curve and speed status.

[0117] When an abnormality occurs, if the train's operating status deviates from the operating control curve or the speed exceeds the speed limit, the abnormal handling logic is triggered to ensure that the train enters a safe state, such as speed reduction or emergency braking.

[0118] Furthermore, during the mode switching process, the speed limit information under the two modes is combined to ensure that the train control logic before and after the switching is consistent. For example, before the switching, the current train control mode module uses its speed limit information and mobile authorization points to calculate the operation control curve; after the switching, the background mode module takes over the control of the train and uses its speed limit information to update the operation control curve to ensure the smooth operation of the train.

[0119] In actual applications, the automatic switching control of the integrated vehicle system supports the following two interface configuration methods: Shared interface mode: The two systems share a set of vehicle electrical interfaces and network interfaces, and the switching components are dynamically switched through software logic; Independent interface mode: The two standards use different interfaces, and the switching component completes the interface conversion through a combination of software and hardware to ensure that the signal output matches the current standard.

[0120] Through the method of the above-mentioned embodiment, the integrated on-board system can judge whether the train meets the mode switching conditions based on the real-time train position information and speed status, combined with the operation control curve and the switching point position, and trigger the mode switching signal when the conditions are met, thereby ensuring the safety, continuity and consistency of the switching operation.

[0121] In some embodiments, after switching the current standard to the target standard, the method further includes: According to the vehicle control right information of the target system, the output signal of the vehicle electrical interface is switched so that the vehicle electrical interface outputs an electrical signal corresponding to the target system; According to the vehicle control right information of the target system, the DMI display interface is switched to the DMI display interface corresponding to the target system, and the DMI display information is updated according to the information of the target system; According to the vehicle control right information of the target system, the communication signal of the vehicle network interface is switched so that the vehicle network interface communicates with the vehicle control module corresponding to the target system.

[0122] Specifically, when the current system of the train is successfully switched to the target system, the integrated vehicle system adjusts the signals of the vehicle electrical interface, DMI display interface and vehicle network interface through the switching component to adapt to the operation requirements of the target system. The implementation process is explained below with a specific example, the specific contents are as follows: 1. Switch the vehicle electrical interface signal according to the target system After the target standard module takes over the vehicle control rights, the switching component is responsible for adjusting the output signal of the vehicle electrical interface to match the target standard.

[0123] The target mode module generates electrical signals related to train traction and braking according to its control logic; these signals are transmitted to the switching components through communication.

[0124] The switching component identifies the vehicle control right information of the target system and outputs the electrical signal of the target system to the vehicle electrical interface; at the same time, it shields the electrical signal generated before the current system is switched to ensure the uniqueness and correctness of the output signal.

[0125] The switching component monitors the output status of the vehicle electrical interface in real time to ensure that the target standard's signals are transmitted to the train's traction and braking systems, supporting the train to operate according to the control logic of the target standard.

[0126] 2. Switch the DMI display interface according to the target system The switching component switches the DMI (human-machine interface) display interface to the display state corresponding to the target system according to the vehicle control right information of the target system, and updates the relevant information.

[0127] When the system is initially powered on or no vehicle control right information is detected, the switching component controls the DMI to display the system selection interface; after the driver selects the CTCS system or the CBTC system through the interface, the switching component sends the system information selected by the driver to the target system module.

[0128] After the system switching is completed, the switching component sends the vehicle control information of the target system to the DMI; the DMI switches to the display interface corresponding to the target system according to the vehicle control information, such as displaying the operating mode, mobile authorization point, speed limit information, target speed and other key parameters of the target system.

[0129] The target format module continuously sends its real-time operating status information to the DMI; the DMI dynamically updates the display content based on this information and feeds back the current display status to the switching component for recording and monitoring the accuracy of the display status.

[0130] 3. Switch vehicle network interface signal according to target system The switching component adjusts the communication state of the vehicle network interface according to the vehicle control right information of the target system to adapt it to the target system module.

[0131] The switching component sends the current train control system information (such as CTCS or CBTC) and the corresponding control signals to the vehicle control unit in different fields or information packet formats; these signals include key information such as the train's operating curve, target speed, and movement authorization point.

[0132] The switching component performs software and hardware conversion on the vehicle network interface to ensure that the interface protocol is consistent with the communication format of the target standard module; the switching component shields the network communication signal of the standard module before switching to avoid communication conflicts.

[0133] After receiving the information of the target system, the vehicle control unit returns the processing result (such as execution status or feedback signal) to the switching component; the switching component transmits the feedback information to the target system module for real-time adjustment of the train operation control logic.

[0134] For example, in an example scenario, it is assumed that the train control system is switched from the CTCS standard to the CBTC standard.

[0135] The CTCS module stops generating electrical signals, and the switching component switches the electrical signals of the CBTC module to the vehicle electrical interface; the CBTC module controls the traction and braking systems of the train, supporting higher operating efficiency and flexibility.

[0136] After the switch is completed, the switching component sends the vehicle control information of the CBTC module to the DMI; the DMI interface switches to CBTC mode and displays the operating status of the CBTC format (such as mobile authorization range, real-time speed, target speed, etc.).

[0137] The switching component adjusts the network interface protocol to support the communication signals of the CBTC module; the CBTC module sends operating instructions to the vehicle control unit to ensure that the train operates according to the logic of the new standard.

[0138] Through the method of the present embodiment described above, the switching component can ensure the following consistency after the standard is switched: Electrical interface consistency: The signal output by the vehicle electrical interface matches the control logic of the target standard module to avoid signal conflicts; Interface display consistency: The DMI display interface accurately reflects the operating status of the target system, ensuring that the driver can grasp the train operation information in real time; Communication protocol adaptability: The communication protocol of the vehicle network interface is consistent with the signal format of the target standard, ensuring the reliable transmission and execution of control signals.

[0139] Through the above embodiment, after completing the system switching, the integrated vehicle system can switch and update the signals of the vehicle electrical interface, DMI display interface and vehicle network interface according to the vehicle control right information of the target system, so as to ensure the safety of train operation control and the consistency of operation after switching.

[0140] According to the technical solution provided in this embodiment, the present invention solves the switching of two integrated vehicle systems, including the switching of control rights, vehicle electrical interface, network interface, and DMI human-machine interface, and makes targeted designs for the difference in speed limits between the two systems, ensuring that only the system of the current vehicle control system can output and control the vehicle, and ensuring the smoothness of the switching process. The introduction of software switching components reduces the use of hardware and reduces the failure links, while ensuring the safety of the system and increasing the reliability of the system.

[0141] The following are embodiments of the apparatus of the present invention, which can be used to implement the embodiments of the method of the present invention. For details not disclosed in the embodiments of the apparatus of the present invention, please refer to the embodiments of the method of the present invention.

[0142] Figure 5 Schematic diagram of the structure of the automatic switching device of the integrated vehicle system provided by the embodiment of the present invention. Figure 5 As shown, the automatic switching device of the integrated vehicle system includes: The receiving module 501 is configured to receive the system switching information, and determine the current system and the target system according to the system switching information, wherein the system switching information includes the system switching point position, the speed limit information before the switching, and the speed limit information after the switching; The calculation module 502 is configured to calculate the train operation control curve according to the speed limit information before switching and the position of the mode switching point, using the movement authorization information of the current mode, and monitor the train speed; The judgment module 503 is configured to make a real-time judgment on whether the train has reached the mode switching point according to the train operation control curve and the train speed; The switching module 504 is configured to switch the current system to the target system and switch the current system to the background state when the train reaches the system switching point; The updating module 505 is configured to update the train operation control curve according to the speed limit information after switching and the movement authorization information of the target system.

[0143] In some embodiments, Figure 5 The receiving module 501 receives the vehicle control right signal generated by different standard modules according to the standard switching information, wherein the vehicle control right signal is used to indicate whether each standard module has the vehicle control right; according to the vehicle control right signal, the current vehicle control right state is detected to determine the current standard with the vehicle control right and the target standard to be switched; according to the current vehicle control right state, the signal output of the different standard modules is processed.

[0144] In some embodiments, Figure 5 When only one standard module sends a vehicle control right signal, the receiving module 501 determines the standard corresponding to the standard module sending the vehicle control right signal as the current standard; when multiple standard modules send vehicle control right signals, it is determined that there is a vehicle control right conflict between the multiple standard modules; when the duration of the vehicle control right conflict exceeds the preset threshold, the output of the current standard is maintained, and the state of the external electrical interface is switched to a safe state; when all standard modules do not send a vehicle control right signal, a safety side signal is output, and the system enters a protection mode.

[0145] In some embodiments, Figure 5 The receiving module 501 outputs the vehicle electrical signal, vehicle network signal and DMI display information corresponding to the first-standard module to the external interface for the first-standard module that currently has the right to control the vehicle; and prevents the second-standard module from outputting signals to the controlled device for the second-standard module that currently does not have the right to control the vehicle.

[0146] In some embodiments, Figure 5 The calculation module 502 uses the current standard module to receive the mobile authorization information sent by the ground system, wherein the mobile authorization information includes the target speed, speed limit range and control point information within the train operation range; according to the speed limit information before switching and the mobile authorization information, combined with the current speed, target speed and speed limit range of the train, the dynamic speed limit parameters of the current standard are generated; according to the standard switching point position and the dynamic speed limit parameters, the train operation control curve is calculated according to the control logic of the current standard.

[0147] In some embodiments, Figure 5 The judgment module 503 obtains the real-time position information and real-time speed information of the train, calculates the distance between the train and the mode switching point according to the mode switching point and the current position information of the train; judges whether the train meets the conditions for reaching the mode switching point according to the train operation control curve, the current train speed and the distance between the train and the mode switching point; when the conditions for reaching the mode switching point are met, generates a mode switching trigger signal, and sends the mode switching trigger signal to the switching component; when the conditions for reaching the mode switching point are not met, continues to monitor the train status until the conditions are met or an abnormal status occurs.

[0148] In some embodiments, Figure 5 After switching the current standard to the target standard, the switching module 504 switches the output signal of the vehicle electrical interface according to the vehicle control right information of the target standard, so that the vehicle electrical interface outputs an electrical signal corresponding to the target standard; according to the vehicle control right information of the target standard, the DMI display interface is switched to the DMI display interface corresponding to the target standard, and the DMI display information is updated according to the information of the target standard; according to the vehicle control right information of the target standard, the communication signal of the vehicle network interface is switched, so that the vehicle network interface communicates with the vehicle control module corresponding to the target standard.

[0149] It should be understood that the order of execution of the steps in the above embodiment does not necessarily mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiment of the present invention.

[0150] Figure 6 Schematic diagram of an electronic device 6 provided in an embodiment of the present invention. Figure 6 As shown, the electronic device 6 of this embodiment includes: a processor 601, a memory 602, and a computer program 603 stored in the memory 602 and executable on the processor 601. When the processor 601 executes the computer program 603, the steps in the above-mentioned method embodiments are implemented. Alternatively, when the processor 601 executes the computer program 603, the functions of the modules / units in the above-mentioned device embodiments are implemented.

[0151] The electronic device 6 may be a desktop computer, a notebook, a PDA, a cloud server, or other electronic device. The electronic device 6 may include, but is not limited to, a processor 601 and a memory 602. Those skilled in the art will appreciate that Figure 6 The electronic device 6 is merely an example and does not limit the electronic device 6 . The electronic device 6 may include more or less components than those shown in the figure, or different components.

[0152] The processor 601 may be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSP), application-specific integrated circuits (ASIC), field-programmable gate arrays (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0153] The memory 602 may be an internal storage unit of the electronic device 6, for example, a hard disk or memory of the electronic device 6. The memory 602 may also be an external storage device of the electronic device 6, for example, a plug-in hard disk, a smart media card (SMC), a secure digital (SD) card, a flash card, etc. equipped on the electronic device 6. The memory 602 may also include both an internal storage unit and an external storage device of the electronic device 6. The memory 602 is used to store computer programs and other programs and data required by the electronic device.

[0154] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example. In actual applications, the above-mentioned functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The above-mentioned integrated unit can be implemented in the form of hardware or in the form of software functional units.

[0155] If the integrated module / unit is implemented in the form of a software functional unit and sold or used as an independent product, it can be stored in a readable storage medium (such as a computer-readable storage medium). Based on this understanding, the present invention implements all or part of the processes in the above-mentioned embodiment method, and can also be completed by instructing the relevant hardware through a computer program. The computer program can be stored in a computer-readable storage medium. When the computer program is executed by the processor, the steps of the above-mentioned various method embodiments can be implemented. The computer program may include computer program code, which may be in source code form, object code form, executable file or some intermediate form. The computer-readable storage medium may include: any entity or device capable of carrying computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium.

[0156] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit the same. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. Such modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention, and should be included in the protection scope of the present invention.

Claims

1. A method for automatic switching of the system of an integrated vehicle system, characterized in that: include: Receive mode switching information, and determine the current mode and the target mode according to the mode switching information, wherein the mode switching information includes the mode switching point position, the speed limit information before the switching, and the speed limit information after the switching; According to the speed limit information before switching and the position of the mode switching point, the train operation control curve is calculated using the movement authorization information of the current mode, and the train speed is monitored; According to the train operation control curve and the train speed, whether the train has reached the mode switching point is determined in real time; When the train reaches the mode switching point, the current mode is switched to the target mode, and the current mode is switched to a background state; The train operation control curve is updated according to the speed limit information after switching and the movement authorization information of the target system.

2. The method according to claim 1, characterized in that: The determining the current standard and the target standard according to the standard switching information includes: Receiving vehicle control right signals generated by different standard modules according to the standard switching information, wherein the vehicle control right signals are used to indicate whether each standard module has vehicle control right; According to the vehicle control right signal, the current vehicle control right state is detected to determine the current system with vehicle control right and the target system to be switched; According to the current vehicle control right state, the signal outputs of modules of different standards are processed.

3. The method according to claim 2, characterized in that The detecting of the current vehicle control right state according to the vehicle control right signal to determine the current system with vehicle control right and the target system to be switched includes: When only one standard module sends the vehicle control right signal, the standard corresponding to the standard module sending the vehicle control right signal is determined as the current standard; When the multiple standard modules all send the vehicle control right signal, it is determined that there is a vehicle control right conflict between the multiple standard modules; When the duration of the vehicle control right conflict exceeds a preset threshold, the current output is maintained, and the state of the external electrical interface is switched to a safe state; When all standard modules do not send the vehicle control right signal, a safety side signal is output and the system enters the protection mode.

4. The method according to claim 2, characterized in that: The processing of the signal outputs of the modules of different standards according to the current vehicle control right state includes: For the first standard module that currently has the right to control the vehicle, output the vehicle electrical signal, vehicle network signal and DMI display information corresponding to the first standard module to the external interface; For a second-standard module that currently does not have the right to control the vehicle, the second-standard module is prevented from outputting a signal to the controlled device.

5. The method according to claim 1, characterized in that The calculating of the train operation control curve according to the speed limit information before switching and the position of the mode switching point and using the movement authorization information of the current mode includes: Using the current standard module to receive the movement authorization information sent by the ground system, wherein the movement authorization information includes the target speed, speed limit interval and control point information within the train operation range; Generate a dynamic speed limit parameter of the current system according to the speed limit information before switching and the movement authorization information, combined with the current speed, target speed and speed limit interval of the train; According to the position of the mode switching point and the dynamic speed limit parameter, the train operation control curve is calculated according to the control logic of the current mode.

6. The method according to claim 1, characterized in that The real-time judgment of whether the train reaches the mode switching point according to the train operation control curve and the train speed includes: Acquire the real-time position information and real-time speed information of the train, and calculate the distance between the train and the position of the mode switching point according to the position of the mode switching point and the current position information of the train; According to the train operation control curve, the current train speed and the distance between the train and the mode switching point, judging whether the train meets the conditions for reaching the mode switching point; When the condition of reaching the mode switching point is met, a mode switching trigger signal is generated, and the mode switching trigger signal is sent to the switching component; When the condition for reaching the mode switching point is not met, the train status continues to be monitored until the condition is met or an abnormal state occurs.

7. The method according to claim 1, characterized in that After switching the current standard to the target standard, the method further includes: According to the vehicle control right information of the target system, the output signal of the vehicle electrical interface is switched so that the vehicle electrical interface outputs an electrical signal corresponding to the target system; According to the vehicle control right information of the target system, the DMI display interface is switched to the DMI display interface corresponding to the target system, and the DMI display information is updated according to the information of the target system; According to the vehicle control right information of the target system, the communication signal of the vehicle network interface is switched so that the vehicle network interface communicates with the vehicle control module corresponding to the target system.

8. An automatic switching device for an integrated vehicle system, characterized in that: include: A receiving module is configured to receive mode switching information, and determine the current mode and the target mode according to the mode switching information, wherein the mode switching information includes a mode switching point position, speed limit information before switching, and speed limit information after switching; A calculation module is configured to calculate a train operation control curve based on the pre-switching speed limit information and the mode switching point position using the movement authorization information of the current mode, and monitor the train speed; A judgment module is configured to make a real-time judgment on whether the train has reached the mode switching point according to the train operation control curve and the train speed; A switching module, configured to switch the current mode to the target mode and switch the current mode to a background state when the train reaches the mode switching point; The updating module is configured to update the train operation control curve according to the speed limit information after the switching and the movement authorization information of the target system.

9. An electronic device comprising a memory, a processor and a computer program stored in the memory and executable on the processor, characterized in that: When the processor executes the computer program, the steps of the method according to any one of claims 1 to 7 are implemented.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the steps of the method according to any one of claims 1 to 7 are implemented.

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