Method, device and storage medium for automatic switching of integrated vehicle-mounted system

Abstract

The present invention provides a method, device and storage medium for automatic switching of the system format of an integrated vehicle-mounted system. The method includes: receiving format switching information, and determining the current format and the target format according to the format switching information; calculating a train operation control curve by using the movement authorization information of the current format according to the speed limit information before switching and the position of the format switching point, and monitoring the train speed; making a real-time judgment on whether the train reaches the position of the format switching point according to the train operation control curve and the train speed; when the train reaches the position of the format switching point, switching the current format to the target format, and setting the current format to the background state; and updating the train operation control curve according to the speed limit information after switching and the movement authorization information of the target format. The present invention can simplify the system, reduce costs, realize automatic compatible switching of formats, and improve system efficiency and safety.

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 automatically switching the systems of an integrated on-vehicle system. Background Art

[0002] Suburban railways are a type of passenger rail transit system that connects cities and suburbs within the metropolitan area, as well as central cities and satellite towns and key towns. They are characterized by short station spacing, high train operation density, and relatively high speeds. In recent years, to promote the healthy development of suburban railways, seamless connection and interoperability are required between main line railways, intercity railways, suburban railways, and urban rail transit.

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

[0004] Currently, the train control system for suburban railways usually adopts a switching method using dual sets of on-vehicle equipment. It receives a switching instruction through a switching module, revokes the train control authority of the current train control equipment and transfers it to the standby train control equipment to achieve the operation control of the train on different lines. For different line types, the switching module can receive switching instructions sent from ground equipment or manually to complete the switching of different on-vehicle equipment.

[0005] Therefore, most of the existing technologies rely on dual sets of independent on-vehicle equipment, resulting in high equipment redundancy and increased costs. The interface independence of the dual sets of equipment increases the system complexity and is not suitable for the application of integrated on-vehicle systems. The existing switching method cannot achieve automatic compatible switching between CTCS and CBTC systems, and there are problems of low efficiency and insufficient safety. Summary of the Invention

[0006] In view of this, embodiments of the present invention provide a method, device, and storage medium for automatically switching the systems of an integrated on-vehicle system to solve the problems of high system complexity, high cost, inability to achieve automatic compatible switching of systems, resulting in low efficiency and insufficient safety in the existing technology.

[0007] In the first aspect of the embodiments of the present invention, a method for automatic switching of the system mode of an integrated vehicle-mounted system is provided, including: receiving mode switching information, and determining the current mode and the target mode according to the mode switching information, where the mode switching information includes the position of the mode switching point, the speed limit information before switching, and the speed limit information after switching; calculating a train operation control curve by using the movement authorization information of the current mode according to the speed limit information before switching and the position of the mode switching point, and monitoring the train speed; making a real-time judgment on whether the train reaches the position of the mode switching point according to the train operation control curve and the train speed; when the train reaches the position of the mode switching point, switching the current mode to the target mode, and setting the current mode to the background state; and updating the train operation control curve according to the speed limit information after switching and the movement authorization information of the target mode.

[0008] In the second aspect of the embodiments of the present invention, an apparatus for automatic switching of the system mode of an integrated vehicle-mounted system is provided, including: a receiving module configured to receive mode switching information and determine the current mode and the target mode according to the mode switching information, where the mode switching information includes the position of the mode switching point, the speed limit information before switching, and the speed limit information after switching; a calculating module configured to calculate a train operation control curve by using the movement authorization information of the current mode according to the speed limit information before switching and the position of the mode switching point, and monitor the train speed; a judging module configured to make a real-time judgment on whether the train reaches the position of 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 set the current mode to the background state when the train reaches the position of the mode switching point; and an updating module configured to update the train operation control curve according to the speed limit information after switching and the movement authorization information of the target mode.

[0009] In the third aspect of the embodiments of the present invention, an electronic device is provided, including a memory, a processor, and a computer program stored on the memory and executable on the processor, where the processor implements the steps of the above method when executing the computer program.

[0010] In the fourth aspect of the embodiments of the present invention, a computer-readable storage medium is provided, where the computer-readable storage medium stores a computer program, and the computer program implements the steps of the above method when being executed by a processor.

[0011] At least one of the above technical solutions adopted in the embodiments of the present invention can achieve the following beneficial effects:

[0012] By receiving the system mode switching information, determining the current system mode and the target system mode according to the system mode switching information, where the system mode switching information includes the position of the system mode switching point, the speed limit information before switching, and the speed limit information after switching; calculating the train operation control curve by using the moving authorization information of the current system mode according to the speed limit information before switching and the position of the system mode switching point, and monitoring the train speed; judging in real time whether the train reaches the position of the system mode switching point according to the train operation control curve and the train speed; when the train reaches the position of the system mode switching point, switching the current system mode to the target system mode, and setting the current system mode to the background state; updating the train operation control curve according to the speed limit information after switching and the moving authorization information of the target system mode. The present invention can simplify the system, reduce costs, realize automatic compatible switching of system modes, and improve the system efficiency and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following will briefly introduce the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0014] Figure 1 FIG. is a schematic diagram of the overall architecture of the system mode automatic switching system applied to the integrated on-vehicle system provided by the embodiment of the present invention;

[0015] Figure 2 FIG. is a schematic diagram of the overall implementation process of the system mode automatic switching method of the integrated on-vehicle system provided by the embodiment of the present invention;

[0016] Figure 3 FIG. is a schematic diagram of the process of the system mode automatic switching method of the integrated on-vehicle system provided by the embodiment of the present invention;

[0017] Figure 4 FIG. is a schematic diagram of the judgment process of external output according to the vehicle control right state provided by the embodiment of the present invention;

[0018] Figure 5 FIG. is a schematic diagram of the structure of the system mode automatic switching device of the integrated on-vehicle system provided by the embodiment of the present invention;

[0019] Figure 6 FIG. is a schematic diagram of the structure of the electronic device provided by the embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0020] In the following description, specific details such as specific system architectures and technologies are presented for the purpose of illustration rather than limitation, so as to thoroughly understand the embodiments of the present invention. However, those skilled in the art should understand that the present invention can also 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 avoid unnecessary details from hindering the description of the present invention.

[0021] Suburban railways are a form of rail transit that connects cities with suburbs and central cities with key surrounding towns. They are characterized by short station intervals, high-frequency operation requirements (operation intervals less than 3 minutes), and relatively high speeds (100 - 200 km / h). In recent years, emphasis has been placed on the seamless connection and coordinated development of main line railways, intercity railways, suburban railways, and urban rail transit. The goal of this integration is to achieve interoperability between different rail transit systems and improve overall traffic efficiency.

[0022] The current signal control systems for suburban railways do not have a unified standard. Currently, the following two mature systems are mainly adopted:

[0023] CTCS (Chinese Train Control System): Commonly used in main line and intercity railways, it has strong interoperability capabilities, but its operation efficiency is limited under high-frequency conditions.

[0024] CBTC (Communication-Based Train Control): Widely used in urban rail transit, it supports higher-density operations but does not have the ability to interoperate with CTCS.

[0025] Since suburban railways may involve the need for co-line or cross-line operations with urban rail transit, this poses higher requirements for train operation control systems, especially in terms of signal system compatibility. A single-system train control system cannot meet the requirements of both high-speed operation and high-density scheduling simultaneously.

[0026] The current application status of domestic rail transit train control systems is shown in Table 1 below.

[0027] Table 1 Application Status of Domestic Rail Transit Train Control Systems

[0028]

[0029] Regarding the selection of train control systems for suburban railways, currently, the only mature systems are CTCS and CBTC. However, when directly applying these two systems to suburban railways, the following problems will occur:

[0030] 1. CTCS-2 + ATO system:

[0031] The turnaround interval is about 10 minutes, which cannot meet the 3-minute operation interval required by the suburban railway. In addition, although it supports the interconnection between CTCS lines, it cannot support the interconnection between CTCS and CBTC lines.

[0032] 2. CBTC system:

[0033] It supports the interconnection between CBTC lines, but cannot support the interconnection between CBTC and CTCS lines. Moreover, there is no mature case successfully applied to the operating speed of 200 km / h.

[0034] In response to the above requirements and problems, a train control system that can be compatible with CTCS2+ATO system and CBTC system is needed. The compatible train control system solution can be further divided into: compatible ground train control solution and compatible on-board train control solution; these two solutions can be applied separately or in combination.

[0035] In the prior art, a method for switching on-board equipment of suburban railway is provided. The method includes: determining a switching instruction received by a switching module; according to the switching instruction, controlling the switching module to revoke the train control right of a first on-board equipment in the train control state and switch the train control right to a second on-board equipment in the 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 communicatively connected with the first on-board equipment and the second on-board equipment.

[0036] The on-board equipment is communicatively connected with the train through an electrical interface, and after the switching module receives the switching instruction, it controls the switching module to complete the switching of the train control right from the first on-board equipment in the train control state to the second on-board equipment in the standby train control state, and the second on-board equipment completes the control of the train traction and braking.

[0037] The method for switching on-board equipment of suburban railway sends different switching instructions to the switching module based on different lines of the suburban railway, and completes the control switching of the train traction and braking by different on-board equipment based on the switching instruction received by the switching module.

[0038] 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.

[0039] However, the above prior art still has the following disadvantages:

[0040] 1. Limitations of dual-set equipment: The existing technology relies on two sets of independent on-vehicle equipment, resulting in complex hardware deployment and high costs. The connection of each set of equipment to the vehicle interface, network, and DMI display is independent, increasing the difficulty of system design and maintenance.

[0041] 2. Inapplicability to integrated equipment: With the development of train control systems, integrated on-vehicle equipment has become a trend, which integrates the control functions of CTCS and CBTC systems. However, the existing switching methods are not applicable to this integrated design because their switching logic and interface design are tailored for the dual-equipment scheme.

[0042] Therefore, in view of the requirements of urban rail transit and the above problems faced in the selection of train control systems for urban rail transit, a new integrated on-vehicle system solution needs to be proposed. The integrated on-vehicle system supports CTCS and CBTC systems using a set of interfaces for vehicle electrical interfaces, vehicle networks, and human-machine interaction devices. When the integrated system controls the train, it should ensure that the information is exchanged with the corresponding devices of the above three interfaces and the train is controlled in the current train control system. When the system switches, the output of the integrated on-vehicle system should also be switched accordingly, and the switching should be correct, safe, and reliable.

[0043] First, before describing the technical solution of the present invention in detail, the architecture of the train control system automatic switching system applied to the integrated on-vehicle system involved in the actual scenario of the technical solution of the present invention will be described in conjunction with the drawings and embodiments. Figure 1 It is a schematic diagram of the overall architecture of the train control system automatic switching system applied to the integrated on-vehicle system provided by the embodiment of the present invention. As Figure 1 shown, the overall architecture of the train control system automatic switching system applied to the integrated on-vehicle system may include the following:

[0044] The automatic switching solution of the integrated on-vehicle system of the present invention mainly includes the following: switching of control power, switching of vehicle electrical interfaces, switching of vehicle network interfaces, and switching of DMI interfaces, so as to ensure that the output of the train control system with control power can be executed and displayed.

[0045] To achieve the switching of control power, vehicle electrical interfaces, vehicle network interfaces, and DMI interfaces, the present invention adds a software switching component.

[0046] For system inputs, the switching control component will send all system inputs to the CTCS system module and the CBTC system module, regardless of which system module is controlling the train currently.

[0047] For the system output, to ensure correct switching, the CTCS mode module and the CBTC mode module send to the switching component whether the current mode has the train control authority. The switching component receives and checks the current train control authority information. For the signals shared by the two modes, the vehicle electrical, vehicle network, and DMI information of the corresponding mode is output to the external interface. The information of the mode module in the non-train control state is ensured by the switching component not to be sent to the controlled device.

[0048] It should be particularly noted that the CTCS mode module and the CBTC mode module applicable to this software component can be different hardware modules or software modules on the same hardware module (the distinction between whether CTCS and CBTC are on the same hardware module will not be made in the following description). This software component can operate on the same hardware module as the CTCS mode module and the CBTC mode module, or on different hardware modules (the distinction between operating on the same hardware module as the CTCS mode and the CBTC mode module will not be made later).

[0049] Based on the overall architecture of the mode automatic switching system for the integrated on-vehicle system provided in the foregoing embodiments, the overall implementation process of the mode automatic switching method for the integrated on-vehicle system of the present invention will be described below in conjunction with the accompanying drawings and embodiments.

[0050] Figure 2 It is a schematic diagram of the overall implementation process of the mode automatic switching method for the integrated on-vehicle system provided in the embodiments of the present invention. Figure 2 The process shown realizes smooth switching between the CTCS mode and the CBTC mode, ensuring the safety of train operation and the consistency of control. As Figure 2 shown, the overall implementation process of the mode automatic switching method for the integrated on-vehicle system may include the following steps:

[0051] Step 1: Receive mode switching information

[0052] The integrated on-vehicle system receives mode switching information from the ground signal equipment or the dispatching center through the switching component.

[0053] The mode switching information includes the position 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.

[0054] The switching component analyzes the received information and transfers it to the train control logic module to prepare for subsequent switching operations.

[0055] Step 2: Operation control before the position of the mode switching point

[0056] 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:

[0057] 1. Calculate the current operating curve: Use the speed limit information and the moving authorization point of the current train control mode to calculate the train's operating curve.

[0058] 2. Train speed supervision: The current mode continuously supervises the train speed in real time to ensure that its operation meets the control requirements and avoid speeding or anomalies.

[0059] 3. Protection of the moving authorization point: The current train control mode uses its moving authorization point as a protection point to prevent the train from exceeding the control range before switching.

[0060] Step 3: Determine whether the mode switching point is reached

[0061] The system continuously monitors the current position of the train and determines whether the mode switching point is reached: If the switching point is not reached, continue to operate using the current train control mode; if the switching point is reached, trigger the mode switching operation.

[0062] Step 4: Execute mode switching

[0063] When the train reaches the mode switching point, the switching component performs the following operations:

[0064] 1. The target mode takes over the train control right: Switch the current background mode to the foreground mode so that it takes over the train control right;

[0065] 2. The current mode switches to the background mode: The current train control mode switches to the background mode and no longer participates in train control, but can remain in a monitoring state as a standby mode;

[0066] 3. Update the operating curve: Use the speed limit information and the moving authorization point of the target mode to recalculate the train operating curve and continue to supervise the train speed.

[0067] Step 5: Ensure consistency during the switching process

[0068] 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 methods are as follows:

[0069] 1. Smooth transition of speed limits before and after the switching point: Before the switching point, use the speed limit information of the current train control mode to calculate the operating curve; after the switching point, smoothly switch to the speed limit information of the target mode.

[0070] 2. Update of the protection point: The switching component dynamically adjusts the use of the moving authorization point to smoothly connect the protection points of the modes before and after switching, avoiding control gaps or conflicts.

[0071] Step 6: Interface switching and signal output

[0072] The switching component is responsible for completing the software and hardware conversion of the vehicle interface during the system switching process and ensuring the accuracy of signal output. The specific methods are as follows:

[0073] 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 make it match the operation requirements of the target system.

[0074] 2. Vehicle network interface: The switching component switches the communication parameters of the network interface to support the operation control of the train in the target system.

[0075] 3. Human-machine interface (DMI): The switching component sends the switching information of the target system to the DMI to update the display of the DMI interface and ensure that the driver can timely know the current vehicle control system status.

[0076] Step 7: Abnormal handling mechanism

[0077] During the system switching process, the switching component sets an abnormal handling mechanism: If two vehicle control systems simultaneously request vehicle control authority and the conflict lasts for more than the preset time, the system will maintain the vehicle control status of the current system; If an abnormality or data loss is detected during the switching process, the system enters the safety mode and outputs safety-side signals to prevent the train from getting out of control.

[0078] It should be noted that this solution is applicable to the following two modes supported by the integrated on-vehicle system:

[0079] 1. Shared interface mode: Two systems share a set of vehicle electrical interfaces and network interfaces, and the switching component completes the system switching through software logic;

[0080] 2. Independent interface mode: Two systems use different interfaces, and the switching component completes the interface switching through a combination of software and hardware.

[0081] In summary, Figure 2 The shown system automatic switching method realizes the automatic and smooth switching between CTCS and CBTC systems by receiving system switching information, continuously monitoring the switching point, performing system switching, and ensuring consistency during the switching process, effectively improving the safety and control efficiency of train operation. This solution supports multiple interface configuration forms and meets the requirements of urban rail transit trains for compatibility and flexibility.

[0082] The content of the technical solution of the present invention will be described in detail below in conjunction with the accompanying drawings and specific embodiments.

[0083] Figure 3 is a schematic flow chart of the system automatic switching method of the integrated on-vehicle system provided by the embodiment of the present invention. As Figure 3 shown, the system automatic switching method of the integrated on-vehicle system may specifically include:

[0084] S301, Receive the system switching information, determine the current system and the target system according to the system switching information, where the system switching information includes the system switching point position, the speed limit information before switching, and the speed limit information after switching;

[0085] S302, According to the speed limit information before switching and the system switching point position, calculate the train operation control curve using the movement authorization information of the current system, and monitor the train speed;

[0086] S303, According to the train operation control curve and the train speed, make a real-time judgment on whether the train reaches the system switching point position;

[0087] S304, When the train reaches the system switching point position, switch the current system to the target system, and switch the current system to the background state;

[0088] S305, Update the train operation control curve according to the speed limit information after switching and the movement authorization information of the target system.

[0089] First, when the train enters a section where system switching may be required, the ground signal equipment or the dispatching center generates system switching information, which includes the position of the system switching point, the status of the current operating system, the identifier of the target operating system, and relevant speed limit parameters. This information is sent to the switching component on the train via wireless communication.

[0090] The switching component receives the train control authority signal from the ground signal equipment in real time to judge the operating status of the current train control system and the availability of the target train control system.

[0091] For example, the ground signal equipment sends a train control authority signal indicating the current system (such as CTCS) to the switching component, indicating that the current operating status is controlled by the CTCS system; before switching to the target system (such as CBTC), the ground signal equipment simultaneously sends a train control authority status signal of the target system, indicating that the CBTC system has the ability to take over train control.

[0092] Furthermore, after receiving the above system switching information and train control authority signal, the switching component can parse the following key information: the specific position coordinates of the switching point; the identifiers of the current system and the target system; the operating parameters of the current system and the target system, including speed limit information and movement authorization point (MA). This information will be used for subsequent system switching judgment and train control logic adjustment.

[0093] Before the handover implementation, the handover component verifies the received system handover information and train control right signal to ensure the accuracy and integrity of the information. If the verification passes, the system transmits the received information to the train control logic module to support the handover execution; if the verification fails, the system enters the exception handling mode, maintains the train control state of the current system, and outputs a safety signal.

[0094] In some embodiments, determining the current system and the target system according to the system handover information includes:

[0095] Receiving the train control right signals generated by different system modules according to the system handover information, where the train control right signals are used to indicate whether each system module has the train control right;

[0096] Detecting the current train control right state according to the train control right signals to determine the current system with the train control right and the target system to be handed over;

[0097] Processing the signal outputs of different system modules according to the current train control right state.

[0098] Specifically, the integrated on-vehicle system of this embodiment receives the train control right signals from different system modules through the handover component. The train control right signals are signals generated by different system modules according to their respective system handover information. Based on the train control right signals, the current train control system and the target system to be handed over are determined, and at the same time, the signal outputs of different system modules are processed to ensure the accuracy and consistency of the system handover.

[0099] First, the handover component of the integrated on-vehicle system establishes communication connections with the CTCS system module and the CBTC system module to receive the train control right signals from the two system modules in real time. Each system module periodically sends a train control right signal to the handover component, and the signal is used to indicate whether the module has the train control right of the train. 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.

[0100] Next, the handover component analyzes and detects the received train control right signals to determine the current state of the train control right. Specifically, the following situations are included:

[0101] 1. Single train control right state:

[0102] When only the CTCS module sends a train control right signal, the handover component determines that the current system is the CTCS system and the CBTC module is in the standby state; when only the CBTC module sends a train control right signal, the handover component determines that the current system is the CBTC system and the CTCS module is in the standby state.

[0103] 2. Train control right conflict state:

[0104] If the CTCS module and the CBTC module send control authority signals simultaneously, the switching component detects a control authority conflict and activates the exception handling logic to maintain the control state of the current system and output a safety signal.

[0105] 3. No control authority state:

[0106] If neither of the two system modules sends a control authority signal, the switching component places the system in a safe state to avoid out-of-control operation.

[0107] Then, based on the parsing result of the control authority signal, the switching component determines the current system with control authority and the target system to be switched.

[0108] For example, if the current control system is the CTCS system and a command to switch to the CBTC system is received, the target system is the CBTC system; if the current control system is the CBTC system and a command to switch to the CTCS system is received, the target system is the CTCS system.

[0109] Finally, after determining the current control system and the target system, the switching component processes the system output signals to ensure the correctness and consistency of the signal output.

[0110] The switching component only allows the signals of the current control system to be sent to the vehicle electrical interface, the vehicle network interface, and the DMI (Human Machine Interface). For example, when the current control system is the CTCS system, the switching component transmits the control signal of the CTCS system module to the external interface and simultaneously blocks the signal output of the CBTC system module.

[0111] Before the switching is completed, the switching component blocks the signal output of the target system to avoid control errors caused by multi-system signal conflicts.

[0112] The switching component continuously checks the integrity and validity of the control authority signal to ensure that only reliable system signals can affect the system output.

[0113] Through the method of this embodiment above, the integrated on-vehicle system can accurately identify the current system and the target system based on the control authority signal received by the switching component in real time, and process the signal output of the system module to ensure the safety and control reliability during the system switching process.

[0114] In some embodiments, detecting the current control authority state according to the control authority signal to determine the current system with control authority and the target system to be switched includes:

[0115] When only one system module sends a control authority signal, the system corresponding to the system module that sends the control authority signal is determined as the current system;

[0116] When multiple system modules all send train control right signals, it is determined that there is a conflict in train control rights among the multiple system modules;

[0117] When the duration of the train control right conflict exceeds a preset threshold, maintain the output of the current system, and switch the electrical interface state of the external output to a safe state;

[0118] When none of the system modules send train control right signals, output a safe-side signal, and the system enters the protection mode.

[0119] Specifically, the integrated on-vehicle system receives the train control right signals of the CTCS system module and the CBTC system module through a switching component, detects the current train control right state, determines the current system with train control rights and the target system 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.

[0120] The following describes the process of the external output of the present invention according to the train control right state of different system modules in conjunction with the accompanying drawings and embodiments. Figure 4 It is a schematic diagram of the judgment process of external output according to the train control right state provided by an embodiment of the present invention. As Figure 4 shown, the method may include the following steps:

[0121] First, the switching component in the integrated on-vehicle system is communicatively connected to the CTCS system module and the CBTC system module, and is configured to receive and parse the train control right signals of the two system modules in real time.

[0122] The train control right signal indicates whether the system module has the operation control right of the current train; the CTCS system module and the CBTC system module periodically send train control right signals to the switching component, and the switching component parses the signals to determine the current train control right state.

[0123] Further, the switching component detects the received train control right signals to judge the current train control right state, which may specifically include the following situations:

[0124] (1) A single system has train control rights

[0125] When the switching component detects that only the CTCS system module sends a train control right signal, determine the CTCS system module as the current system with train control rights, and at the same time switch the control signal of the CTCS system to the system output.

[0126] When it is detected that only the CBTC system module sends a train control right signal, determine the CBTC system module as the current system with train control rights, and at the same time switch the control signal of the CBTC system to the system output.

[0127] The switching component simultaneously blocks the input signals of the module without the train control right system to ensure that invalid information does not affect the system output.

[0128] (2)Train control right conflict detection

[0129] When the switching component detects that both the CTCS system module and the CBTC system module send train control right signals, it determines that there is a current train control right conflict;

[0130] The switching component starts a conflict detection timer to monitor the duration of the train control right conflict.

[0131] (3)No train control right state

[0132] When the switching component detects that neither the CTCS system module nor the CBTC system module sends a train control right signal, the system enters the no train control right state.

[0133] Furthermore, in the train control right conflict state, the switching component can adopt the following strategies according to the conflict duration:

[0134] When the conflict time is lower than the preset threshold, the switching component temporarily maintains the current train control right state and continues to output the signals of the current system module; and continuously monitors the conflict state, waiting for one of the system modules to give up the train control right signal.

[0135] When the conflict time exceeds the preset threshold, the switching component maintains the output of the current system module and blocks the signals of the other system module; at the same time, it switches the external output electrical interface state to a safe state, such as triggering an emergency brake or switching the train control to a speed reduction operation mode, to ensure the safe operation of the train.

[0136] Furthermore, when the switching component detects that none of the system modules send a train control right signal, the system enters the protection mode. For example, the switching component outputs a safe-side signal to notify the train control system to execute an emergency brake; the system switches to a safe state to ensure that the train operates within a controllable range.

[0137] Furthermore, according to the current train control right state, the switching component dynamically switches the system input and output signals to ensure the uniqueness and correctness of signal transmission. Specifically, the following switching methods can be included:

[0138] (1)CTCS system control state

[0139] When the CTCS system module has the train control right, the switching component switches the signals of the CTCS system module to the vehicle electrical interface, the vehicle network interface, and the human-machine interface (DMI) for output; at the same time, it blocks the signals of the CBTC system module to prevent invalid information from affecting the system operation.

[0140] (2)CBTC system control state

[0141] When the CBTC mode module has the train control right, the switching component switches the signals of the CBTC mode module to the vehicle electrical interface, vehicle network interface, and human-machine interface (DMI) output; meanwhile, the signals of the CTCS mode module are blocked to ensure the uniqueness of the system output.

[0142] (3) Train control right conflict or no train control right state

[0143] When the train control right conflict lasts for more than the threshold or in the state of no train control right, the switching component blocks the signal outputs of all mode modules; outputs a safety-side signal, switches the vehicle electrical interface state to the safety mode, and displays a warning message through the DMI interface to prompt the driver to take necessary operations.

[0144] Through the method of this embodiment above, the switching component can dynamically determine the current mode and target mode according to the train control right signal, and take corresponding measures in case of train control right conflict or no train control right state, ensuring the reliability of system switching and the operation safety.

[0145] In some embodiments, according to the current train control right state, the signal outputs of different mode modules are processed, including:

[0146] For the first mode module with the current train control right, output the vehicle electrical signal, vehicle network signal, and DMI display information corresponding to the first mode module to the external interface;

[0147] For the second mode module without the current train control right, prevent the second mode module from outputting signals to the controlled device.

[0148] Specifically, the integrated on-vehicle system processes the signal outputs of the CTCS mode module and CBTC mode module through the switching component according to the current train control right state, ensuring that only the mode module with the train control right can output effective signals to the external interface, and at the same time preventing the signal output of the mode module without the train control right.

[0149] First, the switching component receives the train control right signals from the CTCS mode module and CBTC mode module in real time, analyzes and detects the current train control right state. Specifically, the following situations may be included:

[0150] The first mode module (such as CTCS) has the train control right: The switching component determines the CTCS mode module as the current train control mode, and the CBTC mode module is in the non-train control state;

[0151] The second mode module (such as CBTC) has the train control right: The switching component determines the CBTC mode module as the current train control mode, and the CTCS mode module is in the non-train control state.

[0152] Further, according to the detected train control right state, the switching component processes the signal outputs of the two system modules respectively. For example:

[0153] (1)Signal output of the system module with current train control right

[0154] For the first system module with current train control right (such as CTCS system module), the switching component performs the following operations:

[0155] The switching component outputs the vehicle electrical control signal generated by the first system module to the vehicle electrical interface for performing key control tasks such as train traction and braking;

[0156] The switching component sends the vehicle network signal generated by the first system module to the vehicle network interface to ensure that the train internal network can receive the control instructions of the current system;

[0157] The switching component sends the display information of the first system module to the DMI to update the driver interface to reflect the operating state of the current train control system.

[0158] (2)Signal shielding of the system module without current train control right

[0159] For the second system module without current train control right (such as CBTC system module), the switching component performs the following operations:

[0160] The switching component shields the vehicle electrical signal, vehicle network signal and DMI display information generated by the second system module to ensure that its signal cannot affect the actual control of the train;

[0161] The second system module keeps running in the background state but does not participate in the control of the train, waiting to take over the train control right when the next switching condition is triggered.

[0162] For example, in an example scenario, assume that the CTCS system is the current train control system. The switching component detects that the CTCS system module has the train control right and the CBTC system module is in the non-control state; the switching component outputs the vehicle electrical signal generated by the CTCS system module to the electrical interface for controlling actions such as train traction and braking; the switching component sends the vehicle network signal of the CTCS system module to the network interface and sends its display information to the DMI interface to prompt the driver that the current operating system is CTCS; at the same time, the switching component shields the signal output of the CBTC system module to ensure the uniqueness of the CTCS signal.

[0163] Through the method of this embodiment above, the integrated vehicle system can process the signal outputs of different system modules according to the current train control authority status, achieve the effective output of the current train control system signal and the shielding of non-train control system signals, thereby ensuring the safety of train operation control and the consistency of signal output.

[0164] In some embodiments, according to the speed limit information before switching and the position of the system switching point, the train operation control curve is calculated using the moving authorization information of the current system, including:

[0165] Using the current system module to receive the moving authorization information sent by the ground system, where the moving authorization information includes the target speed, speed limit section, and control point information within the train operation range;

[0166] According to the speed limit information before switching and the moving authorization information, combined with the current train speed, target speed, and speed limit section, generate the dynamic speed limit parameters of the current system;

[0167] According to the position of the system switching point and the dynamic speed limit parameters, calculate the train operation control curve according to the control logic of the current system.

[0168] Specifically, the current train control system module (such as the CTCS module or the CBTC module) receives the moving authorization information from the ground system, and the moving authorization information may include the following content:

[0169] Target speed: The target speed of the train within the moving authorization range;

[0170] Speed limit section: The speed limit information at each position on the train operation path;

[0171] Control point information: Includes the position of the system switching point and the information of other key control points, which is used to guide the train operation.

[0172] The current train control system module parses the received moving authorization information and stores it as the input data for subsequent calculation of the train operation control curve.

[0173] Furthermore, the current train control system module generates the dynamic speed limit parameters of the train operation according to the speed limit information before switching, the moving authorization information, and the dynamic state of the train (such as the current speed and the target speed). The specific implementation method is as follows:

[0174] The current train control system module combines the speed limit information within the moving authorization range with the speed limit information before switching sent by the ground system to form a complete speed limit data table; this speed limit data table contains all the speed limit information of the train before the position of the system switching point.

[0175] Generate dynamic speed limit parameters based on the current position, current speed, and target speed of the train for dynamically adjusting the train operation curve. The dynamic speed limit parameters are independently calculated by the current train control mode module before the position of the system switching point.

[0176] Furthermore, when the train has not reached the system switching point, the current train control mode module calculates the operation control curve based on the movement authorization information and the dynamic speed limit parameters.

[0177] For example, the current train control mode module uses the end point of the movement authorization range as the protection point for the train operation to prevent the train from exceeding the control range. According to the control logic of the current mode, combined with the speed limit information before switching and the position of the protection point, calculate the operation control curve. The control curve is used to guide the train's acceleration, deceleration, and target speed adjustment in real time. The current train control mode module also monitors the train speed in real time to ensure that the train speed operates within the control curve range.

[0178] Furthermore, when the train reaches the system switching point and completes the system switching, the background system mode module switches to the current train control mode and recalculates the operation control curve using its control logic. The specific operations are as follows:

[0179] After the system switching, the current train control mode module uses the speed limit information of the background system mode before switching as the new speed limit basis; uses the movement authorization point of the switched mode as the protection point to update the speed limit data of the train operation range.

[0180] Recalculate the train operation control curve based on the updated speed limit information and the protection point; the current train control mode module calculates the acceleration and deceleration control schemes of the train with the new target speed and dynamic speed limit parameters.

[0181] Moreover, after the system switching, the current train control mode module continues to monitor the train speed in real time to ensure that the train operates safely according to the newly calculated control curve.

[0182] For example, in an example scenario, assume that the train control system switches from the CTCS mode to the CBTC mode.

[0183] The current train control mode is the CTCS mode module, which calculates the operation control curve using the movement authorization information and the speed limit information before switching, and monitors 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 the protection point to ensure the safe operation of the train before the switching point.

[0184] When the train reaches the switching point, it switches to the control of the CBTC mode module. After the CBTC mode module takes over the train control authority, it uses its movement authorization point as the protection point and recalculates the train operation control curve to guide the train to operate according to the new control logic.

[0185] Through the method of this embodiment above, the integrated vehicle system can utilize the movement authorization information and dynamic speed limit parameters of the current train control mode, calculate the operation control curves before and after the mode switching point respectively, and monitor the train speed, so as to ensure the safety of train operation and the smoothness of the switching process.

[0186] In some embodiments, according to the train operation control curve and the train speed, real-time judgment is made on whether the train reaches the mode switching point position, including:

[0187] Obtain the real-time position information and real-time speed information of the train, and calculate the distance between the train and the mode switching point position according to the mode switching point position and the current position information of the train;

[0188] Judge whether the train meets the conditions for reaching the mode switching point position according to the train operation control curve, the current train speed and the distance between the train and the mode switching point position;

[0189] When the conditions for reaching the mode switching point position are met, generate a mode switching trigger signal and send the mode switching trigger signal to the switching component;

[0190] When the conditions for reaching the mode switching point position are not met, continue to monitor the train status until the conditions are met or an abnormal status occurs.

[0191] Specifically, the integrated vehicle system obtains the real-time position information and speed information of the train, combines the mode switching point position and the train operation control curve, real-time judges whether the train reaches the mode switching point position, and triggers the mode switching operation when the conditions are met.

[0192] The current train control mode module of the integrated vehicle system receives data from the train positioning system and speed sensors in real time, including real-time position information and real-time speed information; among them, 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 are used as the basic input for judging whether the train reaches the mode switching point position.

[0193] Furthermore, the current train control mode module calculates the distance between the train and the switching point position according to the mode switching point position and the real-time position information of the train. For example, input the fixed position of the mode switching point and the real-time position of the train; by comparing the relative distance between the real-time position information and the switching point position, determine the precise distance between the train and the switching point. It is used to judge whether the train meets the switching conditions subsequently.

[0194] Furthermore, the current train control mode module combines the train operation control curve, the current speed information and the distance information to judge whether the train meets the conditions for reaching the mode switching point position. The specific judgment method is as follows:

[0195] The operation control curve provides the target speed and speed limit requirements of the train. The current position and speed of the train need to conform to this curve. The current speed of the train needs to be within the speed limit range and meet the dynamic requirements of the target speed in the operation curve. When the distance between the train and the switching point reaches a preset threshold (for example, less than the stopping distance within the safe range), it is considered that the train meets the condition of reaching the switching point position.

[0196] Further, when the train meets the condition of reaching the position of the system switching point, a trigger signal is generated. For example, the current train control system module generates a system switching trigger signal, indicating that the train has reached the switching point position and is ready to switch. The trigger signal is sent to the switching component to notify the switching component to start the system switching operation, including the dynamic switching of signal output and the conversion of train control authority.

[0197] When the train does not meet the condition of reaching the position of the system switching point, the current train control system module continues to monitor the running state of the train until the switching condition is met or an abnormal state is detected.

[0198] For example, when the conditions are not met, continuously obtain real-time position information and speed information, recalculate the distance between the train and the switching point, and make a condition judgment by combining the operation control curve and the speed state.

[0199] In case of an abnormality, if the running state of the train deviates from the operation control curve or the speed exceeds the speed limit range, trigger the abnormal handling logic to ensure that the train enters a safe state, such as decelerating or emergency braking.

[0200] Further, during the system switching process, combine the speed limit information under the two systems to ensure that the train control logics before and after the switching are consistent. For example, before the switching, the current train control system module uses its speed limit information and the moving authorization point to calculate the operation control curve. After the switching, after the background system module takes over the train control authority, it updates the operation control curve using its speed limit information to ensure the smooth running of the train.

[0201] In practical applications, the automatic switching control of the integrated on-vehicle system supports the following two interface configuration methods:

[0202] Shared interface mode: The two systems share a set of vehicle electrical interfaces and network interfaces, and the switching component completes the dynamic switching through software logic.

[0203] Independent interface mode: The two systems adopt 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 system.

[0204] Through the method of this embodiment above, the integrated vehicle system can determine whether the train meets the condition for mode switching based on the real-time train position information and speed status, in combination with the operation control curve and the switching point position, and trigger the mode switching signal when the condition is met, thereby ensuring the safety, continuity, and consistency of the switching operation.

[0205] In some embodiments, after switching the current mode to the target mode, the method further includes:

[0206] According to the train control authority information of the target mode, switch the output signal of the vehicle electrical interface so that the vehicle electrical interface outputs the electrical signal corresponding to the target mode;

[0207] According to the train control authority information of the target mode, switch the DMI display interface to the DMI display interface corresponding to the target mode, and update the DMI display information according to the information of the target mode;

[0208] According to the train control authority information of the target mode, switch the communication signal of the vehicle network interface so that the vehicle network interface communicates with the train control module corresponding to the target mode.

[0209] Specifically, when the current mode of the train is successfully switched to the target mode, 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 mode. The implementation process is described below with specific examples, and the specific content is as follows:

[0210] I. Switch the vehicle electrical interface signal according to the target mode

[0211] After the target mode module takes over the train control authority, the switching component is responsible for adjusting the output signal of the vehicle electrical interface to match the target mode.

[0212] 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 component through communication.

[0213] The switching component identifies the train control authority information of the target mode, outputs the electrical signal of the target mode to the vehicle electrical interface; at the same time, shields the electrical signal generated before the current mode is switched to ensure the uniqueness and correctness of the output signal.

[0214] The switching component monitors the output status of the vehicle electrical interface in real time to ensure that the signal of the target mode is transmitted to the train's traction and braking systems, supporting the train to operate according to the control logic of the target mode.

[0215] II. Switch the DMI display interface according to the target mode

[0216] The switching component switches the DMI (Driver-Machine Interface) display interface to the display state corresponding to the target train operation mode according to the train operation right information of the target train operation mode, and updates the relevant information.

[0217] When the system is initially powered on or the train operation right information is not detected, the switching component controls the DMI display train operation mode selection interface; after the driver selects the CTCS train operation mode or the CBTC train operation mode through the interface, the switching component sends the train operation mode information selected by the driver to the target train operation mode module.

[0218] After the train operation mode switching is completed, the switching component sends the train operation information of the target train operation mode to the DMI; the DMI switches to the display interface corresponding to the target train operation mode according to the train operation information, for example, displays key parameters such as the operation mode, moving authorization point, speed limit information, and target speed of the target train operation mode.

[0219] The target train operation mode module continuously sends its real-time operation status information to the DMI; the DMI dynamically updates the display content according to this information, and feeds back the current display state to the switching component for recording and monitoring the accuracy of the display state.

[0220] III. Switch the vehicle network interface signal according to the target train operation mode

[0221] The switching component adjusts the communication state of the vehicle network interface according to the train operation right information of the target train operation mode to adapt it to the target train operation mode module.

[0222] The switching component sends the current train operation mode information (such as CTCS or CBTC) and the corresponding control signals to the vehicle control unit according to different fields or information packet formats; these signals include key information such as the train operation curve, target speed, and moving authorization point.

[0223] 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 train operation mode module; the switching component shields the network communication signals of the train operation mode module before switching to avoid communication conflicts.

[0224] After receiving the information of the target train operation mode, the vehicle control unit returns the processing result (such as the execution status or feedback signal) to the switching component; the switching component transfers the feedback information to the target train operation mode module for real-time adjustment of the train operation control logic.

[0225] For example, in an example scenario, assume that the train control system switches from the CTCS train operation mode to the CBTC train operation mode.

[0226] 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 train's traction and braking systems, supporting higher operation efficiency and flexibility.

[0227] After the handover is completed, the handover component sends the train control information of the CBTC module to the DMI; the DMI interface switches to the CBTC mode and displays the operating status in the CBTC system (such as the moving authorization range, real-time speed, target speed, etc.).

[0228] The handover component adjusts the network interface protocol to support the communication signals of the CBTC module; the CBTC module sends operation instructions to the vehicle control unit to ensure that the train operates according to the logic of the new system.

[0229] Through the method of this embodiment above, the handover component can ensure the following consistencies after the system handover:

[0230] Electrical interface consistency: The signals output by the vehicle electrical interface match the control logic of the target system module to avoid signal conflicts;

[0231] Interface display consistency: The DMI display interface accurately reflects the operating status of the target system to ensure that the driver can grasp the train operation information in real time;

[0232] Communication protocol adaptability: The communication protocol of the vehicle network interface is consistent with the signal format of the target system to ensure the reliable transmission and execution of control signals.

[0233] Through the above embodiment, after the integrated on-vehicle system completes the system handover, it can switch and update the signals of the vehicle electrical interface, DMI display interface, and vehicle network interface according to the train control right information of the target system, ensuring the safety of train operation control and the operational consistency after the handover.

[0234] According to the technical solution provided in this embodiment, the present invention solves the handover between two systems of the integrated on-vehicle, including the handover of control rights, vehicle electrical interfaces, network interfaces, and DMI man-machine interfaces, and conducts targeted designs for the differences in speed limits between the two systems to ensure that only the system of the current train control system can output signals to control the vehicle and ensure the smoothness of the handover process. The introduction of the software handover component reduces the use of hardware and the number of failure links, increasing the reliability of the system while ensuring system safety.

[0235] The following is an embodiment of the device of the present invention, which can be used to execute the method embodiment of the present invention. For details not disclosed in the device embodiment of the present invention, please refer to the method embodiment of the present invention.

[0236] Figure 5 It is a schematic structural diagram of the automatic system handover device of the integrated on-vehicle system provided by the embodiment of the present invention. As Figure 5 shown, the automatic system handover device of the integrated on-vehicle system includes:

[0237] A receiving module 501 is configured to receive system switching information, and determine a current system and a target system according to the system switching information, where the system switching information includes a system switching point position, speed limit information before switching, and speed limit information after switching;

[0238] A calculation module 502 is configured to calculate a train operation control curve by using mobile authorization information of the current system according to the speed limit information before switching and the system switching point position, and monitor the train speed;

[0239] A judgment module 503 is configured to make a real-time judgment on whether the train reaches the system switching point position according to the train operation control curve and the train speed;

[0240] A switching module 504 is configured to switch the current system to the target system and switch the current system to a background state when the train reaches the system switching point position;

[0241] An update module 505 is 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.

[0242] In some embodiments, Figure 5 the receiving module 501 of receives a train control right signal generated by different system modules according to the system switching information, where the train control right signal is used to represent whether each system module has the train control right; according to the train control right signal, detect the current train control right state to determine the current system with the train control right and the target system to be switched; according to the current train control right state, process the signal output of different system modules.

[0243] In some embodiments, Figure 5 when only one system module sends a train control right signal, the receiving module 501 of determines the system corresponding to the system module that sends the train control right signal as the current system; when multiple system modules all send train control right signals, it is determined that there is a train control right conflict between the multiple system modules; when the duration of the train control right conflict exceeds a preset threshold, maintain the output of the current system, and switch the electrical interface state of the external output to a safe state; when no system module sends a train control right signal, output a safe-side signal, and the system enters a protection mode.

[0244] In some embodiments, Figure 5 for a first system module that currently has the train control right, the receiving module 501 of outputs vehicle electrical signals, vehicle network signals, and DMI display information corresponding to the first system module to an external interface; for a second system module that currently does not have the train control right, prevent the second system module from outputting signals to a controlled device.

[0245] In some embodiments, Figure 5The calculation module 502 uses the current system module to receive the mobile authorization information sent by the ground system, where the mobile authorization information includes the target speed, speed limit section, 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 train speed, target speed, and speed limit section, generate the dynamic speed limit parameters of the current system; according to the position of the system switching point and the dynamic speed limit parameters, calculate the train operation control curve according to the control logic of the current system.

[0246] In some embodiments, Figure 5 The judgment module 503 of obtains the real-time position information and real-time speed information of the train, calculates the distance between the train and the system switching point position according to the system switching point position and the current position information of the train; judges whether the train meets the condition of reaching the system switching point position according to the train operation control curve, the current train speed, and the distance between the train and the system switching point position; when the condition of reaching the system switching point position is met, generate a system switching trigger signal and send the system switching trigger signal to the switching component; when the condition of reaching the system switching point position is not met, continue to monitor the train status until the condition is met or an abnormal state occurs.

[0247] In some embodiments, Figure 5 After switching the current system to the target system, the switching module 504 switches the output signal of the vehicle electrical interface according to the vehicle control right information of the target system, so that the vehicle electrical interface outputs the electrical signal corresponding to the target system; according to the vehicle control right information of the target system, switch the DMI display interface to the DMI display interface corresponding to the target system, and update the DMI display information according to the information of the target system; according to the vehicle control right information of the target system, switch the communication signal of the vehicle network interface, so that the vehicle network interface communicates with the vehicle control module corresponding to the target system.

[0248] It should be understood that the magnitudes of the sequence numbers of the steps in the above embodiments do not mean the order of execution. The execution order of each process should be determined according to its function and internal logic, and should not constitute any limitation to the implementation process of the embodiments of the present invention.

[0249] Figure 6 is a schematic diagram of the electronic device 6 provided by the embodiment of the present invention. As Figure 6 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 operable 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 each module / unit in the above-mentioned device embodiments are implemented.

[0250] The electronic device 6 can be an electronic device such as a desktop computer, a notebook, a palm computer, and a cloud server. The electronic device 6 may include, but is not limited to, a processor 601 and a memory 602. Those skilled in the art can understand that Figure 6 merely examples of the electronic device 6, which do not constitute a limitation on the electronic device 6, may include more or fewer components than shown in the figure, or different components.

[0251] The processor 601 can be a central processing unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0252] The memory 602 can be an internal storage unit of the electronic device 6, for example, the hard disk or memory of the electronic device 6. The memory 602 can 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 can also include both the internal storage unit and the 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.

[0253] Those skilled in the art can clearly understand that, for the convenience and simplicity of description, only the above division of each functional unit and module is used as an example. In actual applications, the above functions can be allocated to different functional units and modules according to needs, that is, the internal structure of the device is divided into different functional units or modules to complete all or part of the functions described above. Each functional unit and module in the embodiments can be integrated into one processing unit, or each unit can exist physically alone, or two or more units can be integrated into one unit. The above integrated units can be implemented in the form of hardware or in the form of software functional units.

[0254] When 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, to implement all or part of the processes in the above-described embodiment methods of the present invention, it can also be completed by instructing 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 a processor, the steps of the above-described various method embodiments can be implemented. The computer program can include computer program code, and the computer program code can be in the form of source code, object code, executable file, or some intermediate form, etc. The computer-readable storage medium can include: any entity or device capable of carrying the computer program code, recording medium, USB flash drive, mobile hard disk, magnetic disk, optical disc, computer memory, read-only memory (ROM), random access memory (RAM), electrical carrier signal, telecommunication signal, and software distribution medium, etc.

[0255] The above embodiments are only used to illustrate the technical solutions of the present invention and are not intended to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that: they can still modify the technical solutions described in the foregoing embodiments, or perform equivalent replacements for some of the technical features; and these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the various embodiments of the present invention, and should all be included within the protection scope of the present invention.

Claims

1. A method for automatically switching the system mode 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; updating the train operation control curve according to the speed limit information after switching and the movement authorization information of the target system; Wherein, 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 status, the signal output of the modules of different standards is processed; 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.

2. The method according to claim 1, 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.

3. 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.

4. 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.

5. 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.

6. 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; An updating module 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; The receiving module is used to receive the vehicle control right signal generated by different system modules according to the system switching information, wherein the vehicle control right signal is used to indicate whether each system 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 system with the vehicle control right and the target system to be switched; according to the current vehicle control right state, the signal output of the different system modules is processed; The receiving module is also used to determine the standard corresponding to the standard module that sends the vehicle control right signal as the current standard when only one standard module sends the vehicle control right signal; when multiple standard modules all send the vehicle control right signal, determine 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, maintain the output of the current standard and switch the external electrical interface state to a safe state; when all standard modules do not send the vehicle control right signal, output a safety side signal and the system enters a protection mode.

7. 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 5 are implemented.

8. 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 5 are implemented.

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