Integrated vehicle-mounted system compatible with CTCS system and CBTC system operation

Abstract

The invention provides an integrated vehicle-mounted system compatible with CTCS (China Train Control System) and CBTC (Communication Based Train Control). Comprising an integrated vehicle-mounted main control unit which is used for realizing a train control function of a CTCS system and a CBTC system, and controlling a CTCS vehicle-mounted module and a CBTC vehicle-mounted module to perform vehicle control right switching when a train crosses jurisdictions of different systems; the man-machine interaction unit is used for displaying a man-machine interaction interface in a system corresponding to the current train control mode according to the current train control mode; the sensor unit is used for collecting operation data of a train in real time and sending the operation data to the integrated vehicle-mounted main control unit; and the vehicle-mounted interface unit is used for realizing electrical connection between the CTCS vehicle-mounted module and the train and between the CBTC vehicle-mounted module and the train, and the vehicle-mounted interface unit is adaptive to the CTCS system interface and the CBTC system interface and supports a common interface mode and an independent interface mode. According to the invention, integrated design is realized, compatibility of CTCS and CBTC systems is realized, and the rapid switching capability and compatibility of train systems are improved.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit systems, and in particular to an integrated vehicle-mounted system that is compatible with both CTCS and CBTC standards. Background Art

[0002] Urban (suburban) railway is a passenger rail transit system operating within the urban area of ​​a metropolitan area. Its service range is usually between 50-100 kilometers. It has the characteristics of short station distance, high traffic density (travel interval is less than 3 minutes) and high design speed (100-200 kilometers / hour) to meet the operational needs of rapid and public transportation. In recent years, in order to promote the healthy development of urban rail, my country has proposed the policy goal of "four-network integration", namely the interconnection of trunk railway, intercity railway, urban rail and urban rail transit. However, the development of urban rail faces the problem of diversified technical systems. Its train operation control system (train control system) needs to be compatible with multiple signal systems to support cross-line operations.

[0003] At present, the urban rail mainly adopts two signal systems: CTCS (China Train Control System) and CBTC (Communication-based Train Control System). The application of CTCS-2+ATO system and CBTC system in urban rail has the following limitations: The CTCS-2+ATO system has a long turnaround interval (about 10 minutes), which cannot meet the 3-minute running interval requirement of the urban rail. It supports interconnection between CTCS lines, but cannot achieve interconnection between CTCS and CBTC lines.

[0004] The CBTC standard supports the interconnection between CBTC lines, but cannot realize the interconnection between CBTC and CTCS lines. However, there is no mature application case of 200 km / h running speed.

[0005] In response to the above requirements, the existing technology has proposed a train control on-board system that is compatible with CTCS and CBTC, which realizes the switching of vehicle control rights through the coordinated work of the CTCS and CBTC on-board subsystems. However, the existing technical solutions still have the following shortcomings: First, the existing train control on-board system is not an integrated design, and the CTCS equipment and CBTC equipment are still independent hardware systems, and true integration has not been achieved. Summary of the invention

[0006] In view of this, an embodiment of the present application provides an integrated vehicle-mounted system that is compatible with the CTCS standard and the CBTC standard, so as to solve the problem that the prior art has not achieved true integration and has poor multi-standard compatibility.

[0007] The embodiment of the present application provides an integrated on-board system compatible with the CTCS standard and the CBTC standard, including: an integrated on-board main control unit, including a CTCS on-board module and a CBTC on-board module, used to realize the train control functions of the CTCS standard and the CBTC standard, and control the CTCS on-board module and the CBTC on-board module to switch the control right of the train when the train crosses the jurisdiction of different standards; a human-computer interaction unit, connected to the integrated on-board main control unit, used to display the human-computer interaction interface under the standard corresponding to the current train control mode according to the current train control mode; a sensor unit, connected to the integrated on-board main control unit, used to collect the operation data of the train in real time, and send the operation data to the integrated on-board main control unit to support train control under different standards; an on-board interface unit, connected to the integrated on-board main control unit, an electrical interface and a network interface, used to realize the electrical connection between the CTCS on-board module and the CBTC on-board module and the train, the on-board interface unit is adapted to the CTCS standard interface and the CBTC standard interface, and supports the shared interface mode and the independent interface mode.

[0008] At least one of the above technical solutions adopted in the embodiments of the present application can achieve the following beneficial effects: Through the integrated on-board main control unit, including the CTCS on-board module and the CBTC on-board module, it is used to realize the train control functions of the CTCS standard and the CBTC standard, and when the train crosses the jurisdiction of different standards, the CTCS on-board module and the CBTC on-board module are controlled to switch the control right of the train; the human-computer interaction unit is connected to the integrated on-board main control unit, and is used to display the human-computer interaction interface under the standard corresponding to the current train control mode according to the current train control mode; the sensor unit is connected to the integrated on-board main control unit, and is used to collect the operation data of the train in real time, and send the operation data to the integrated on-board main control unit to support train control under different standards; the on-board interface unit is connected to the integrated on-board main control unit, the electrical interface and the network interface, and is used to realize the electrical connection between the CTCS on-board module and the CBTC on-board module and the train. The on-board interface unit is adapted to the CTCS standard interface and the CBTC standard interface, and supports the shared interface mode and the independent interface mode. This application realizes an integrated design, realizes the compatibility of the CTCS and CBTC standards, and improves the rapid switching capability and compatibility of the train standards. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0010] Figure 1It is a schematic diagram of the overall architecture of an integrated vehicle system in an actual application scenario provided by an embodiment of the present application; Figure 2 It is a schematic diagram of the overall structure of an integrated vehicle-mounted system compatible with CTCS and CBTC standards provided in an embodiment of the present application; Figure 3 It is a schematic diagram of the overall structure of an integrated vehicle-mounted system using independent hardware modules provided in an embodiment of the present application; Figure 4 It is a schematic diagram of the overall structure of an integrated vehicle-mounted system using a shared hardware module provided in an embodiment of the present application. DETAILED DESCRIPTION

[0011] 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 application. However, it should be clear to those skilled in the art that the present application may 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 prevent unnecessary details from obstructing the description of the present application.

[0012] 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.

[0013] 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.

[0014] 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.

[0015] 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.

[0016] The current application of train control in domestic rail transit is shown in Table 1.

[0017] Table 1 Application of train control in domestic rail transit

[0018] 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.

[0019] 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.

[0020] 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. The two solutions can be used separately or in combination.

[0021] In response to the above problems, the prior art provides a train control on-board system and method that is compatible with CTCS and CBTC. The system is installed on the train, including a CTCS on-board subsystem, a CBTC on-board subsystem and an ATO unit, and is respectively communicated with the CBTC on-board main control unit and the ATO (Automatic Train Operation) unit through the CTCS on-board main control unit. The required train control information is input or output to the CBTC on-board main control unit through the CTCS on-board main control unit. The ATO unit exchanges CTCS train control information with the CTCS on-board main control unit, and exchanges CBTC train control information with the CBTC on-board main control unit, and automatically drives the train according to the train control information corresponding to the train control status. The integrated on-board equipment is compatible with both CTCS and CBTC standards, and can realize cross-line operation of CTCS lines and CBTC lines such as high-speed railways, intercity railways, and urban railways, realizing the integration of four networks, with a simple system structure, low equipment cost, and low requirements for installation space.

[0022] Although the prior art has proposed a train control vehicle system compatible with CTCS and CBTC, including a CTCS subsystem, a CBTC subsystem and an ATO unit, the prior art still has the following disadvantages: First, the existing technology has not achieved a truly integrated design, and the CBTC and CTCS equipment are still independent and operate separately.

[0023] Secondly, the existing technology has a complicated handover of vehicle control rights, which requires switching vehicle control rights between the CTCS and CBTC jurisdictions, which may increase the risk of communication errors or delays during the handover process.

[0024] Finally, the interface relies on a single standard, and the current technical solution cannot achieve a unified interface, which increases the complexity of the system and makes maintenance and upgrades difficult.

[0025] Therefore, in summary, the current existing technical solutions cannot fully solve the needs of the urban rail train control system in terms of cross-system compatibility, integrated design and efficient operation. These problems urgently need new technical solutions to solve them.

[0026] In response to the needs of urban rail and the above-mentioned problems faced by the selection of train control methods for urban rail, this application proposes an integrated on-board system solution. The technical solution of this application mainly studies the integrated on-board system compatible with the CTCS standard and the CBTC standard, and proposes an integrated on-board equipment solution. A set of equipment can be used to support the operation of both CBTC and CTCS standards, provide the driver operator with a human-machine interface under the corresponding standard under different standards, and interact with the ground according to the standard requirements under the standard. At the same time, it can support automatic and manual switching under the two standards, and the switching process is smooth and interference-free. The basic problem to be solved by this application is to support two standards on an integrated device and support switching between the two standards. Its interface with the vehicle can use a set of common interfaces for the two standards, or it can support different interfaces for the two standards. At the same time, the solution of this application can be applied to lines of one of the CBTC standards or the CTCS standards, and can also cross-line operation between the CBTC standard and the CTCS standard.

[0027] Before describing the contents of the technical solution of the present application in detail below, first, the overall architecture of the integrated vehicle-mounted system involved in the technical solution of the present application in actual scenarios is explained with reference to the accompanying drawings. Figure 1 is a schematic diagram of the overall architecture of an integrated vehicle system in an actual application scenario provided by an embodiment of the present application, such as Figure 1 As shown, the integrated vehicle system may include the following: 1. Hardware structure of core components 1) Integrated security host The system's core computing and control unit integrates on-board modules of both CTCS and CBTC standards, which are used to receive sensor data, process train control information, communicate with the ground system, and achieve smooth switching of train standards when the train runs across standards.

[0028] 2) DMI (Driver Machine Interface) The system is equipped with two driver interface devices (DMI) to provide a human-machine interface between operators and the train control system. DMI can dynamically switch to display the interface of CTCS or CBTC format, and provide the driver with real-time train operation status information, while accepting the driver's operating instructions.

[0029] 3) Velocity sensor and acceleration sensor The system is equipped with 3 speed sensors and 3 acceleration sensors. The speed sensor is used to monitor the train speed in real time, and the acceleration sensor is used to monitor the acceleration and deceleration status of the train. The data from these sensors provide accurate speed and distance measurement for the train control system.

[0030] 4) BTM (Balise Transmission Module) and BTM antenna The system includes 2 BTM hosts and 2 BTM antennas, which are used to communicate with ground transponders and receive ground train control information. The BTM antenna is designed for multi-standard sharing, which improves resource utilization and communication reliability.

[0031] 5) TCR (Track Circuit Reader) antenna and TAU (Train Access Unit) equipment The system includes 2 TCRs and 1 TAU device, equipped with two redundant antennas to ensure high communication reliability.

[0032] 6) Switches and end-to-end through-lines The system is equipped with two switches and a set of head-to-tail through-wires to support high-speed communication between onboard devices at both ends of the train. The onboard hosts at both ends achieve data exchange and collaborative control through the head-to-tail through-wires to ensure the consistency of the overall operation of the train.

[0033] 2. Collaboration Mechanism for Realizing System Functions 1) Host and multi-standard compatibility function The integrated safety host integrates CTCS and CBTC functional modules. The two systems share hardware resources, including DMI, BTM, speed sensor and acceleration sensor. The host can automatically switch the operating system according to the current jurisdiction of the train, and realize the smooth transfer of control rights when running across systems.

[0034] 2) Redundant design and high reliability The system's communication and positioning functions adopt a redundant design, including two sets of BTM antennas, two sets of TCR antennas and redundant configuration of TAU equipment. This design can continue to operate through spare components when equipment fails, thereby improving system reliability.

[0035] 3) Human-computer interaction function DMI displays the train control information of the current operating mode in real time and can switch seamlessly between CTCS and CBTC modes. The driver can view the train status through DMI and input control commands, and the system responds to the commands according to the requirements of different modes.

[0036] 4) End-to-end communication function Each train is equipped with an independent onboard system at both ends. Through the head-to-tail through-line or vehicle network, the onboard equipment at both ends can communicate in real time, achieve data synchronization and work together, thus ensuring the overall safety of the train operation.

[0037] 3. Connection relationship between components 1) Multi-standard connection of integrated host The integrated host is connected to the speed sensor, acceleration sensor, BTM module and TAU equipment to obtain train operation data and ground communication information in real time. The host processes this data and generates corresponding train control instructions according to the control requirements of different standards.

[0038] 2) In-vehicle communication and external connection The host communicates internally with modules such as DMI, BTM, and TCR antenna, while maintaining external communication with the ground system through TAU equipment to ensure smooth information exchange during train operation.

[0039] 3) End-to-end collaboration Through the head-to-tail through-line, the hosts at both ends of the train can share operating data. For example, when the train is in the CTCS jurisdiction, the CTCS module of the front host is responsible for controlling the operation and transmitting the status information to the back host to ensure the consistency of the entire train.

[0040] 4) Shared resources under dual standards The integrated vehicle system significantly improves the system's integration and flexibility through resource sharing design.

[0041] DMI, BTM, speed sensor and acceleration sensor can be used in both CTCS and CBTC modes.

[0042] 5) Dynamic switching The system can automatically adjust resource allocation when the train runs across different systems. For example, when the train enters the CTCS area from the CBTC area, the DMI interface automatically switches to the CTCS display mode, and the integrated host activates the CTCS function module to take over the vehicle control rights.

[0043] In summary, if Figure 1 As shown, the integrated vehicle system provided by this application solves the problem of interconnection between the CTCS and CBTC systems of the urban rail through a highly integrated hardware architecture and a multi-system compatible design. The system takes into account reliability, flexibility and adaptability through shared resources, redundant design and collaborative work of the end-to-end through-lines. It can meet the high-density and rapid operation requirements of the urban rail, and is suitable for complex operation scenarios of different line systems.

[0044] The structure of the integrated vehicle-mounted system compatible with the CTCS standard and the CBTC standard provided in the embodiment of the present application is introduced below in conjunction with the drawings and specific embodiments. Figure 2 is a schematic diagram of the overall structure of an integrated vehicle-mounted system compatible with CTCS and CBTC standards provided in an embodiment of the present application, such as Figure 2 As shown, the integrated vehicle-mounted system compatible with the CTCS standard and the CBTC standard may include the following contents: The integrated on-board main control unit 201 includes a CTCS on-board module and a CBTC on-board module, which are used to realize the train control functions of the CTCS system and the CBTC system, and control the CTCS on-board module and the CBTC on-board module to switch the control right when the train crosses the jurisdiction of different systems; The human-machine interaction unit 202 is connected to the integrated vehicle-mounted main control unit and is used to display the human-machine interaction interface under the standard corresponding to the current train control mode according to the current train control mode; The sensor unit 203 is connected to the integrated onboard main control unit and is used to collect the running data of the train in real time and send the running data to the integrated onboard main control unit to support train control under different systems; The on-board interface unit 204 is connected to the integrated on-board main control unit, electrical interface and network interface, and is used to realize the electrical connection between the CTCS on-board module and the CBTC on-board module and the train. The on-board interface unit is adapted to the CTCS standard interface and the CBTC standard interface, and supports the shared interface mode and the independent interface mode.

[0045] In some embodiments, the train control function for implementing the CTCS standard and the CBTC standard includes: The CTCS on-board module is used to exchange train control information with the ground CTCS system according to the CTCS standard, generate and output train control instructions based on the CTCS standard, and control the train operation within the CTCS jurisdiction; The CBTC on-board module is used to exchange train control information with the ground CBTC system according to the CBTC standard, generate and output train control instructions based on the CBTC standard, and control the train operation within the CBTC jurisdiction.

[0046] Specifically, the CTCS on-board module is used to control the operation of trains within the jurisdiction of the CTCS. Its implementation includes the following: The CTCS on-board module exchanges information with the ground CTCS system through the communication interface, including receiving train operation permission, speed limit information, stop command and other train control information sent by the ground, and uploading the train operation status (such as the status of on-board equipment, etc.) to the ground system.

[0047] The interactive information is parsed and processed using the CTCS standard protocol.

[0048] Based on the received CTCS train control information and the real-time data provided by the on-board sensors (speed sensor, acceleration sensor), the CTCS on-board module generates control instructions for the train.

[0049] Within the jurisdiction of CTCS, the instructions generated by this module directly control the acceleration, deceleration, start and stop of the train.

[0050] Furthermore, the CBTC on-board module is used for the operation control of the train within the jurisdiction of the CBTC, and its implementation includes the following: The CBTC on-board module exchanges information with the ground CBTC system, including receiving train operation authority, movement authorization (MA), speed limit information, etc. provided by the ground system, and uploading the real-time operation status of the train, such as position, speed and train control equipment status.

[0051] The CBTC module maintains continuous communication with the ground system using an interconnection-based wireless protocol (such as a wireless communication protocol).

[0052] The CBTC on-board module generates operating instructions for train control, such as dynamically adjusting the acceleration and braking of the train, based on the train control information under the CBTC standard and the on-board sensor data (speed and acceleration information).

[0053] Within the CBTC jurisdiction, module instructions are used directly to control the train's operating behavior while ensuring a safe distance between the train and the train ahead.

[0054] When the train enters the CBTC jurisdiction, the CBTC module receives the train's operating status information from the CTCS module and takes over the train's control rights according to the requirements within the CBTC jurisdiction.

[0055] In some embodiments, when a train crosses jurisdictions of different systems, controlling the CTCS on-board module and the CBTC on-board module to switch the control right of the train includes: The integrated on-board main control unit is used to switch the control of the train from the CTCS on-board module to the CBTC on-board module when the train enters the CBTC jurisdiction from the CTCS jurisdiction, and to switch the control of the train from the CBTC on-board module to the CTCS on-board module when the train enters the CTCS jurisdiction from the CBTC jurisdiction.

[0056] It should be noted that the train mode switching is performed in the co-management area. The co-management area is where ground equipment of two modes is deployed at the same time to support the operation of trains of different modes in this area.

[0057] Specifically, when a train enters the CBTC area from the CTCS area, the following control rights switching operations are performed: The CTCS module transmits the current train operation status (including speed, position, direction, etc.) to the CBTC module; the CBTC module receives the train control right and starts to control the train operation according to the instructions of the ground CBTC system.

[0058] When a train enters the CTCS area from the CBTC area, the following control rights switching operations are performed: The CBTC module transmits the operating status to the CTCS module; the CTCS module takes over the train control authority and controls the train according to the instructions of the ground CTCS system.

[0059] During cross-mode switching, the CTCS and CBTC modules exchange information in real time through an integrated main control unit to ensure the continuity and safety of train operation.

[0060] The information exchange content includes key data such as the train’s current speed, target speed, movement authorization range, location and running direction.

[0061] For example, in the operation of urban rail, when a train enters the CBTC jurisdiction (such as urban rail transit or urban rail) from the CTCS jurisdiction (such as trunk railway or intercity railway), the control right switching process is as follows: The train is controlled by the CTCS on-board module within the CTCS jurisdiction and operates based on the speed limit information and signal permissions provided by the ground CTCS system.

[0062] After entering the CBTC jurisdiction, the CBTC module takes over the control of the train and dynamically adjusts the train operation status based on the mobile authorization of the ground CBTC system.

[0063] This embodiment realizes the smooth operation control of trains in different standard jurisdictions through the coordinated work of the CTCS on-board module and the CBTC on-board module, and realizes the seamless switching of train control rights in cross-standard operation.

[0064] In some embodiments, the human-computer interaction unit is further configured to: When the system is switched, the display content of the corresponding system is automatically switched according to the current system status, and in response to the control instructions input by the operator, real-time train control information is provided to the operator through the human-computer interaction interface.

[0065] Specifically, the human-machine interaction unit is connected to the integrated on-board main control unit, and the main control unit dynamically detects the current operating mode (CTCS or CBTC) according to the jurisdiction where the train is located.

[0066] The human-computer interaction unit receives the current format status information in real time and adjusts the display content based on it.

[0067] When the train crosses the joint management area, the human-computer interaction unit automatically switches the display content: In CTCS mode, information based on the CTCS mode is displayed, such as current speed, target speed, signal permission, speed limit information, etc.

[0068] In CBTC mode, information based on the CBTC mode is displayed, such as speed limit, current speed, current level, etc.

[0069] During the system switching process, the human-computer interaction unit provides visual prompts, such as highlighting the information "System switching" or "Switch to XX system" to ensure that the operator is aware of the current system status in a timely manner.

[0070] The switching process is smooth and interference-free, ensuring that operators can continuously obtain the train operation status.

[0071] The human-computer interaction unit can automatically adapt input instructions according to the current standard to ensure that the execution of instructions complies with the standard specifications.

[0072] In some examples, when a train enters a CBTC area from a CTCS area, the main control unit receives the switching information in the co-management area and switches the mode at the switching point according to the switching information. The human-machine interaction unit automatically switches from the CTCS display interface to the CBTC display interface; the display content switches from the CTCS signal permission information to the CBTC mode information; the operator confirms the current mode status through the interface and continues to monitor the train operation status.

[0073] This embodiment realizes information continuity and operational convenience when the train is running across different systems through the automatic interface switching of the human-machine interaction unit, the response to the operator's instructions, and the provision of real-time train control information. This function greatly improves the intelligence level of the train control system, provides operators with an intuitive and efficient operating experience, and ensures the safety and stability of train operation.

[0074] In some embodiments, the sensor unit includes a velocity sensor and an acceleration sensor, and the sensor unit is used to: The speed and acceleration information of the train is collected in real time, and transmitted to the CTCS on-board module and the CBTC on-board module through the integrated on-board main control unit to support train control under the CTCS and CBTC standards.

[0075] Specifically, the sensor unit includes multiple speed sensors and acceleration sensors, which are used to collect train operation information in real time and transmit the collected data to the integrated on-board main control unit, supporting train control under CTCS and CBTC standards. The following is a detailed description of the specific functions of the sensor unit and its implementation: First, the composition of the sensor unit In some examples, the system can be configured with three speed sensors to monitor the running speed of the train in real time, ensuring data redundancy and reliability. Each speed sensor works independently, and the output data of multiple sensors can be cross-checked to improve monitoring accuracy.

[0076] In some examples, the system can also be equipped with three acceleration sensors to monitor the acceleration and deceleration status of the train. The acceleration sensors collect dynamic acceleration information of the train in different operation stages (such as starting, running, and braking) in real time, providing comprehensive operation status data for the train control system.

[0077] Secondly, data collection and processing The speed sensor and acceleration sensor collect the speed and acceleration information of the train at fixed time intervals. For example, the collected data includes: the current train speed (such as 120 km / h); the current acceleration or deceleration (such as +0.5m / s² or -0.8m / s²), etc.

[0078] The collected speed and acceleration information is transmitted in real time through the communication interface connecting the sensor to the integrated vehicle main control unit. The main control unit receives and processes the data provided by the sensor and evaluates the operating status.

[0079] Furthermore, the collected data is used to support control under the CTCS and CBTC standards.

[0080] For example, in some examples, the main control unit transmits sensor data to the CTCS on-board module, and speed data is used to match information between the train and the ground CTCS system, such as the verification of signal permission and speed limit commands; acceleration data is used to calculate the train braking curve and optimize parking control.

[0081] The CTCS on-board module generates operating instructions such as acceleration, deceleration or stopping based on sensor data and sends them to the train execution system.

[0082] In other examples, the main control unit transmits sensor data to the CBTC on-board module. Speed ​​data is used to update the dynamic movement authorization (MA) to ensure that the train operation meets the real-time control requirements of the CBTC system; acceleration data is used to monitor the relative dynamics between the train and the train in front to ensure a safe distance between trains.

[0083] The CBTC on-board module optimizes the train's acceleration and deceleration curves based on sensor data to achieve precise control.

[0084] In some examples, the main control unit compares and verifies the output data of multiple velocity sensors and acceleration sensors. If a sensor is abnormal (such as excessive data deviation or signal loss), the main control unit will automatically remove the deviation value and the faulty device data and use the data provided by other sensors instead. The multi-sensor redundant design improves the reliability of the system in complex operating environments.

[0085] Through real-time data collection and processing of speed sensors and acceleration sensors, the sensor unit of this embodiment provides accurate and reliable operation status information for the train control system. This information is used to optimize train operation control in the CTCS and CBTC systems, respectively, to ensure safety and efficiency in cross-system operation.

[0086] In some embodiments, the common interface mode is used to: The electrical connection interfaces of the CTCS on-board module and the CBTC on-board module are unified into a set of shared interfaces through the on-board interface unit. The shared interface is adapted to the train electrical system so that the CTCS on-board module and the CBTC on-board module can communicate and control the train through the shared interface.

[0087] Specifically, the onboard interface unit is equipped with a set of shared interfaces, which adopts a standardized electrical connection design and can adapt to both the CTCS onboard module and the CBTC onboard module. The shared interface communicates with the train's electrical system through a multi-standard compatible signal protocol, including a power supply interface, a signal transmission interface, and a control signal interface.

[0088] The shared interface can dynamically identify the current working mode (CTCS or CBTC) and automatically switch the communication protocol and signal processing according to the requirements of the mode. For example, in CTCS mode, the interface transmits CTCS train control information, including electrical interface commands, network interface commands, etc.; in CBTC mode, the interface transmits CBTC information.

[0089] The on-board interface unit connects the output signals of the CTCS on-board module and the CBTC on-board module to the train's electrical and network systems through a shared interface.

[0090] The shared interface manages input and output signals in a unified manner, avoiding signal conflicts caused by different standards. For example, when the CTCS module is working, the shared interface transmits the train control instructions it generates and communicates with the train's electrical system and execution unit; when the CBTC module is working, the shared interface connects the CBTC instructions to the train's communication channel.

[0091] In some examples, when a train crosses a shared management area, the on-board interface unit dynamically adjusts the working mode of the shared interface: the shared interface automatically switches from the CTCS signal transmission mode to the CBTC signal transmission mode; the switching process does not affect the connection status between the interface and the train electrical system, ensuring the continuity of communication and control.

[0092] Through the shared interface mode, this embodiment effectively simplifies the connection structure between the CTCS on-board module and the CBTC on-board module and the train electrical system. The shared interface realizes dynamic adaptation and seamless switching of multiple standards, significantly improves the compatibility and reliability of the system, and reduces the hardware installation and maintenance costs, providing an efficient technical solution for the multi-standard operation needs of the urban rail.

[0093] In some embodiments, the standalone interface mode is used to: The on-board interface unit provides independent electrical connection interfaces for the CTCS on-board module and the CBTC on-board module respectively, so that the CTCS on-board module and the train electrical system can communicate and connect according to the CTCS standard interface, and the CBTC on-board module and the train electrical system can communicate and connect according to the CBTC standard interface.

[0094] Specifically, the onboard interface unit is equipped with two independent electrical connection interfaces. The CTCS interface is dedicated to connecting the CTCS onboard module and communicating with the train's electrical system in accordance with the CTCS standard; the CBTC interface is dedicated to connecting the CBTC onboard module and communicating with the train's electrical system in accordance with the CBTC standard.

[0095] The signal protocols, communication logic and physical connections of the CTCS interface and CBTC interface all comply with the standard specifications of the corresponding systems. For example, the CTCS interface supports standard signals such as speed limit information, stop commands and train status feedback; the CBTC interface supports the transmission of signals such as dynamic movement authorization (MA), train location information and train operation authority.

[0096] Signal isolation design is adopted between the CTCS interface and the CBTC interface to ensure that there is no signal conflict when the two modules operate independently.

[0097] In the CTCS jurisdiction area, the CTCS on-board module receives train control information sent by the ground CTCS system through the CTCS interface, including: driving permission information, speed limit information, stop or start commands.

[0098] In the CBTC jurisdiction, the CBTC on-board module receives movement authorization (MA), speed limit information and train dispatching instructions from the ground CBTC system through the CBTC interface.

[0099] The CBTC on-board module exchanges information with the train's control system through the CBTC interface, generating precise dynamic control instructions (such as speed adjustment, acceleration and braking) to ensure that the train runs at safe intervals according to the CBTC standard.

[0100] In some examples, when the train crosses a condominium area, the independent interface mode of the on-board interface unit ensures smooth switching between the two modes.

[0101] For example, when entering the CBTC jurisdiction area from the CTCS jurisdiction area, the CTCS interface stops communicating with the train electrical system, the CBTC interface starts working, and the CBTC on-board module takes over the control of the train; For another example, when entering the CTCS jurisdiction from the CBTC jurisdiction, the CBTC interface stops communicating with the train electrical system, the CTCS interface is reactivated, and the CTCS on-board module takes over the vehicle control.

[0102] During the standard switching process, the signals of the CTCS interface and the CBTC interface are independent of each other, and the switching operation will not affect the interface status of the other standard, thereby avoiding signal interference or data loss.

[0103] If an abnormality occurs in an interface (such as the CTCS interface), the vehicle interface unit will send an alarm message to the main control unit and maintain communication through the backup interface.

[0104] This embodiment provides electrical connection interfaces that meet the standards of their respective standards for the CTCS onboard module and the CBTC onboard module through independent interface mode. This design ensures the communication stability and control accuracy of modules of different standards when they are running independently. At the same time, through the dynamic switching mechanism and redundant configuration, it achieves high reliability and safety of trains when running across standards, which is suitable for the scenario requirements of multi-standard complex operation of urban rail.

[0105] In some embodiments, the system further comprises an electronic transponder transmission unit, an antenna unit, and a communication unit; Among them, the electronic transponder transmission unit is connected to the integrated on-board main control unit to receive train control information from the trackside equipment; the antenna unit includes a redundantly designed communication antenna for transmitting train control information; the communication unit is used for wireless communication between the train and the ground system.

[0106] Specifically, the electronic transponder transmission unit is connected to the integrated vehicle-mounted main control unit through a communication interface, and is used to exchange information with the trackside equipment (such as the transponder). The electronic transponder transmission unit has a receiving function, for example, receiving the train control information provided by the trackside equipment, including key data such as signal permission, speed limit information, and stop instructions.

[0107] Furthermore, the electronic transponder transmission unit parses the received train control information and transmits it to the integrated on-board main control unit for processing by the CTCS on-board module or the CBTC on-board module.

[0108] In some examples, the antenna unit includes multiple sets of communication antennas (such as GPRS antennas, GPS antennas) to support train control information transmission; the antenna unit is configured with two sets of redundant communication antennas. When the main antenna fails, the backup communication can immediately take over to ensure the continuity of communication.

[0109] Furthermore, the communication unit is connected to the antenna unit to establish a wireless communication link between the train and the ground system; it supports multiple wireless communication protocols (such as GPRS, LTE or Wi-Fi) to adapt to different operating scenarios and ground equipment requirements.

[0110] Furthermore, the electronic transponder transmission unit receives train control information from the trackside equipment and transmits it to the integrated on-board main control unit through the antenna unit; the main control unit distributes the train control information to the CTCS or CBTC module for processing according to the current standard.

[0111] When the train runs across different standards, the communication equipment can dynamically adjust the information exchange according to the current standard. In CTCS mode, the communication unit exchanges train location and plan information with the ground; in CBTC mode, the communication unit exchanges mobile authorization and dynamic control information with the ground CBTC system through a wireless link.

[0112] In this embodiment, the communication device ensures real-time information interaction between the train and the ground system through the coordinated work of the electronic transponder transmission unit, the antenna unit and the communication unit. The electronic transponder transmission unit realizes the reception of trackside information, the antenna unit provides high-redundancy communication support, and the communication unit realizes dynamic data transmission and control through a multi-standard wireless link, meeting the train control system's requirements for high reliability and real-time performance.

[0113] In some embodiments, the system also includes a head-to-tail through line, with an integrated on-board system configured at each end of the train, and the head-to-tail through line is used for data communication and information synchronization between the integrated on-board systems.

[0114] Specifically, an integrated on-board system is configured at the head and tail ends of the train, including a main control unit, a sensor unit, a communication device and other modules.

[0115] The end-to-end through-line is a high-speed communication line that connects the integrated on-board systems at both ends of the train to form a complete data communication link.

[0116] The head-to-tail through-line is connected to the main control units at the head end and the tail end through a standardized communication interface, supporting high-speed, bidirectional data transmission.

[0117] The through-line has an anti-interference design and can maintain stable communications under high-speed operation and complex environments (such as tunnels or bad weather).

[0118] Furthermore, the end-to-end through-line supports real-time data transmission between the integrated onboard systems at both ends of the train, including: dynamic operating status such as train speed, acceleration, position, etc.; vehicle control information, system switching status and train control instructions. Data transmission adopts encryption to ensure the security and integrity of communication.

[0119] The head-to-tail through-line connects the head-end and tail-end main control units together to achieve information sharing and operational coordination.

[0120] For example, in CTCS mode, the head-end main control unit processes the train control information of the ground system, and in CBTC mode, the tail-end main control unit transmits real-time position data to the head-end.

[0121] Furthermore, the end-to-end through-line synchronizes the operating status of the integrated on-board systems at both ends of the train in real time, including: current operating speed, target speed; system status (CTCS or CBTC); emergency stop instructions and other key information.

[0122] When a train crosses a shared management area, the head-end and tail-end master control units synchronize the system switching status through the head-to-tail through-line. For example, after the head-end master control unit detects the system switching trigger condition, it sends a switching instruction to the tail-end master control unit; the master control units at both ends complete the switching according to the synchronization information to ensure the continuity of the train operation.

[0123] In some embodiments, the CTCS on-board module and the CBTC on-board module are combined in the form of independent hardware modules or shared hardware modules. When using a shared hardware module, the functions of the CTCS on-board module and the CBTC on-board module are implemented through different software modules on the same hardware platform, and functions of different standards are implemented through software switching.

[0124] Specifically, the CTCS vehicle-mounted module and the CBTC vehicle-mounted module in the integrated vehicle-mounted device can be combined in the form of independent hardware modules or shared hardware modules. The following will describe these two combinations in detail with reference to the accompanying drawings and embodiments. Figure 3 is a schematic diagram of the overall structure of an integrated vehicle-mounted system using independent hardware modules provided in an embodiment of the present application, Figure 4 It is a schematic diagram of the overall structure of an integrated vehicle-mounted system using a shared hardware module provided in an embodiment of the present application.

[0125] like Figure 3 As shown, the CTCS on-board module and the CBTC on-board module exist in the form of independent hardware modules, and each module has an independent processing unit and communication interface.

[0126] The CTCS on-board module is specifically used to process train control functions under the CTCS standard, and to exchange signal permission, speed limit information, location information, etc. with the ground CTCS system; The CBTC on-board module is specifically used to handle train control functions under the CBTC standard, and interact with the ground CBTC system for movement authorization (MA), dynamic control instructions, location information, etc.

[0127] The two hardware modules are connected to the integrated on-board main control unit, which dynamically selects the working module according to the jurisdiction of the train.

[0128] For example, in the CTCS jurisdiction, the main control unit activates the CTCS on-board module, the CBTC on-board module is in working state, but does not control the vehicle; in the CBTC jurisdiction, the main control unit activates the CBTC on-board module, the CTCS on-board module is in working state, but does not control the vehicle.

[0129] The on-board interface unit can provide an independent interface to connect the hardware interfaces of the CTCS on-board module and the CBTC on-board module respectively; when switching across standards, the main control unit switches the communication and control rights of the two modules through hardware control logic to ensure the continuity of train operation.

[0130] like Figure 4 As shown, the functions of the CTCS on-board module and the CBTC on-board module are implemented through different software modules on the same hardware platform. The shared hardware platform includes a computing unit, a storage unit, and a communication unit; the software module switches functions according to the current operating mode.

[0131] When the train enters different jurisdictions, the main control unit implements dynamic switching of module functions through software logic. For example, in CTCS mode, the CTCS software module is activated to implement CTCS train control functions such as speed limit information analysis and stop command execution; in CBTC mode, the CBTC software module is activated to implement CBTC train control functions such as mobile authorization analysis and dynamic speed adjustment.

[0132] It should be noted that automatic switching based on ground switching information is supported only in the condominium area, and the driver needs to select on the DMI at other times.

[0133] In some examples, the common interface mode unifies the electrical connection interfaces of CTCS and CBTC functions into a set of shared interfaces. The common interface supports multi-standard communication protocols, dynamically adapts the output signals of the two modules, optimizes the connection with the vehicle electrical system, and simplifies hardware layout and installation.

[0134] The independent interface mode provides independent electrical interfaces for the CTCS onboard module and the CBTC onboard module. The CTCS interface communicates with the train electrical system in accordance with the CTCS standard, and the CBTC interface communicates with the train electrical system in accordance with the CBTC standard. This method retains the compatibility of the original standard and is suitable for the transformation of existing line equipment.

[0135] It should be noted that the above two methods are the main forms of the integrated vehicle-mounted solution of this application, but this application does not exclude other forms of integrated solutions. Forms similar to the above methods or evolved using similar ideas are all protected by this application.

[0136] In this embodiment, the CTCS on-board module and the CBTC on-board module can be implemented as independent hardware modules or shared hardware modules. The independent hardware module design emphasizes modularity and independence, while the shared hardware module design improves the system's integration and resource utilization. At the same time, the vehicle interface unit supports both shared interface and independent interface modes to adapt to different installation and modification requirements. These technical solutions provide a flexible implementation path for integrated on-board equipment to meet the complex needs of multi-standard operation of urban rail.

[0137] According to the technical solution provided in the embodiment of the present application, the technical solution of the present application has the following advantages: The technical solution of the present application enables the integrated device to support two standards and support switching between the two standards. Its interface with the vehicle can use a common interface for the two standards, or support different interfaces for the two standards. The device has higher functional integration, fewer hardware failure points, and can provide system reliability. At the same time, the integrated device has fewer requirements for installation and applicable environment, is more flexible to use, and is convenient for engineering implementation.

[0138] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These 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 application, and should all be included in the protection scope of the present application.

Claims

1. An integrated vehicle-mounted system compatible with CTCS and CBTC standards, characterized in that: include: The integrated on-board main control unit includes a CTCS on-board module and a CBTC on-board module, which is used to realize the train control functions of the CTCS standard and the CBTC standard, and control the CTCS on-board module and the CBTC on-board module to switch the control right when the train crosses the jurisdiction of different standards; A human-computer interaction unit, connected to the integrated vehicle-mounted main control unit, for displaying a human-computer interaction interface in a format corresponding to the current train control mode according to the current train control mode; A sensor unit, connected to the integrated on-board main control unit, for collecting the running data of the train in real time and sending the running data to the integrated on-board main control unit to support train control under different systems; The on-board interface unit is connected to the integrated on-board main control unit, the electrical interface and the network interface, and is used to realize the electrical connection between the CTCS on-board module and the CBTC on-board module and the train. The on-board interface unit is adapted to the CTCS standard interface and the CBTC standard interface, and supports the shared interface mode and the independent interface mode.

2. The system according to claim 1, characterized in that The train control function for realizing the CTCS standard and the CBTC standard includes: The CTCS on-board module is used to exchange train control information with the ground CTCS system according to the train control information of the CTCS standard, generate and output train control instructions based on the CTCS standard, and control the train operation within the jurisdiction of the CTCS; The CBTC on-board module is used to exchange train control information with the ground CBTC system according to the train control information of the CBTC standard, generate and output train control instructions based on the CBTC standard, and control the train operation within the CBTC jurisdiction.

3. The system according to claim 1, characterized in that When the train crosses jurisdictions of different systems, controlling the CTCS on-board module and the CBTC on-board module to switch the control right of the train includes: The integrated on-board main control unit is used to switch the control right of the train from the CTCS on-board module to the CBTC on-board module when the train enters the CBTC jurisdiction area from the CTCS jurisdiction area, and to switch the control right of the train from the CBTC on-board module to the CTCS on-board module when the train enters the CTCS jurisdiction area from the CBTC jurisdiction area.

4. The system according to claim 1, characterized in that The human-computer interaction unit is also used for: When the system is switched, the display content of the corresponding system is automatically switched according to the current system status, and in response to the control instructions input by the operator, real-time train control information is provided to the operator through the human-computer interaction interface.

5. The system according to claim 1, characterized in that The sensor unit includes a velocity sensor and an acceleration sensor, and the sensor unit is used for: The speed information and acceleration information of the train are collected in real time, and the speed information and acceleration information are transmitted to the CTCS on-board module and the CBTC on-board module through the integrated on-board main control unit to support train control under the CTCS standard and the CBTC standard.

6. The system according to claim 1, characterized in that The common interface mode is used for: The electrical connection interfaces of the CTCS on-board module and the CBTC on-board module are unified into a set of shared interfaces through the on-board interface unit. The shared interface is adapted to the train electrical system so that the CTCS on-board module and the CBTC on-board module can communicate and control the train through the shared interface.

7. The system according to claim 1, characterized in that The independent interface mode is used to: The on-board interface unit provides independent electrical connection interfaces for the CTCS on-board module and the CBTC on-board module respectively, so that the CTCS on-board module and the train electrical system are communicatively connected according to the CTCS standard interface, and the CBTC on-board module and the train electrical system are communicatively connected according to the CBTC standard interface.

8. The system according to claim 1, characterized in that The system also includes an electronic transponder transmission unit, an antenna unit, and a communication unit; Among them, the electronic transponder transmission unit is connected to the integrated on-board main control unit, and is used to receive train control information from trackside equipment; the antenna unit includes a redundantly designed communication antenna, which is used for transmitting train control information; and the communication unit is used for wireless communication between the train and the ground system.

9. The system according to claim 1, characterized in that The system also includes a head-to-tail through-line, with an integrated on-board system configured at each of the head and tail ends of the train, and the head-to-tail through-line is used for data communication and information synchronization between the integrated on-board systems.

10. The system according to any one of claims 1 to 9, characterized in that The CTCS on-board module and the CBTC on-board module are combined in the form of independent hardware modules or shared hardware modules. When the shared hardware module is adopted, the functions of the CTCS on-board module and the CBTC on-board module are realized by different software modules on the same hardware platform, and the functions of different standards are realized by software switching.

Images