Multi-system train operation system switching system and switching method

Abstract

The invention relates to a multi-system train operation system switching system and switching method. The switching system comprises a multi-standard vehicle-mounted controller and a main control circuit, the multi-standard vehicle-mounted controller comprises a plurality of independent-standard vehicle-mounted controllers, and the independent-standard vehicle-mounted controllers are connected with a switching relay circuit; during switching, the mode of the multi-mode vehicle-mounted controller is judged, if the multi-mode vehicle-mounted controller is in the manual selection mode, the target-mode vehicle-mounted controller is driven according to manual selection, and if the multi-mode vehicle-mounted controller is in the automatic negotiation mode, the target-mode vehicle-mounted controller is switched when a switching relay circuit of the target-mode vehicle-mounted controller meets a set switching condition. Compared with the prior art, the system has the advantages that manual and automatic switching of different train operation systems is unified through the main control circuit and the switching relay circuit, the complexity of realizing multi-system vehicle-mounted switching is reduced, the system switching function logic is realized by adopting a relay circuit mode, and the system is simple in structure and convenient to operate. And the system switching operation action duration is stable, and the response delay is relatively small.

Description

Technical Field

[0001] The invention relates to cross-line running train control, and in particular to a multi-standard train running mode switching system and a switching method. Background Art

[0002] Trains equipped with multi-standard on-board controllers have the ability to operate across different lines such as trunk railways, intercity railways, urban (suburban) railways and urban rail transit. When the train runs on a specific line, the on-board controller of the corresponding line standard becomes the master on-board controller and controls the train operation, realizing train safety protection and train automatic driving functions.

[0003] When a train crosses different standard lines, it is necessary to perform a standard switching operation of multi-standard on-board controllers. Common standard switching methods include manual switching and automatic switching. Manual standard switching requires stopping the train. After the driver manually selects the target master control mode, the selected standard on-board controller is upgraded to the master on-board controller. This method is usually implemented by a relay circuit. Automatic standard switching supports non-stop switching. On-board controllers of different standards negotiate the master on-board controller based on cross-line operation task information. This method is usually implemented through communication between the source master on-board controller and the target master on-board controller. There are two switching implementation methods, but the implementation principles are quite different and the implementation mechanism cannot be reused. At the same time, the communication method also has problems such as the inability to unify the communication method due to the large differences in the on-board architectures of different standards, and the uncontrollable communication delay reduces the success rate of standard switching.

[0004] After searching, the application publication number CN114475715A discloses a switching method and system for train control on-board equipment compatible with multiple standards, which uses shared external equipment, IO interface, relay interface, train control isolation switch and independent external equipment of two sets of on-board equipment of different standards to design manual and automatic switching to achieve two switching modes of parking and non-parking. However, this prior art only provides a switching method when there are two sets of on-board equipment, and cannot achieve multi-standard switching of a single set of equipment.

[0005] In summary, how to design a multi-standard train operation mode switching system and switching method applicable to a single set of equipment is a technical problem that needs to be solved. Summary of the invention

[0006] The purpose of the present invention is to provide a multi-standard train operation mode switching system and switching method in order to overcome the defect that the above-mentioned prior art is only applicable to two sets of on-board equipment.

[0007] The purpose of the present invention can be achieved by the following technical solutions:

[0008] According to one aspect of the present invention, a multi-standard train operation system switching system is provided, comprising a multi-standard onboard controller and a main control circuit, wherein the multi-standard onboard controller is in a manual selection mode or an automatic negotiation mode; the multi-standard onboard controller comprises a plurality of independent onboard controllers, at most one of which is a master onboard controller of the multi-standard onboard controller, and the train runs under the control of the master onboard controller; the main control circuit is connected to a plurality of independent onboard controllers; each of the independent onboard controllers is connected to a set of switching relay circuits;

[0009] When the multi-standard vehicle-mounted controller is in manual selection mode, the manually selected independent-standard vehicle-mounted controller is the main vehicle-mounted controller; when the multi-standard vehicle-mounted controller is in automatic negotiation mode, after the switching relay circuit operates according to the standard switching conditions, the main control circuit drives the independent-standard vehicle-mounted controller that meets the standard requirements to become the main vehicle-mounted controller.

[0010] As a preferred technical solution, the multi-standard vehicle-mounted controller also includes a standard selection switch, and the standard selection switch includes mutually exclusive automatic gear and forced gear; when the standard selection switch is in the automatic gear, the multi-standard vehicle-mounted controller is in automatic negotiation mode; when the standard selection switch is in the forced gear, the multi-standard vehicle-mounted controller is in manual selection mode.

[0011] As a preferred technical solution, the switching relay circuit includes a master control state relay, and the master control circuit drives the master control state relay; when the master control state relay is energized, the independent vehicle controller to which the master control state relay belongs is the master vehicle controller.

[0012] As a preferred technical solution, the switching relay circuit includes a plurality of operating level relays representing different operating levels; when the operating level relay is energized, the train runs at the operating level represented by the operating level relay.

[0013] As a preferred technical solution, the multi-standard vehicle-mounted controller divides and defines the operation levels of the independent-standard vehicle-mounted controller.

[0014] As a preferred technical solution, the switching relay circuit includes a master control application relay; when the master control application relay is energized, the independent vehicle-mounted controller connected to the master control application relay applies to become the master vehicle-mounted controller.

[0015] As a preferred technical solution, the switching relay circuit includes an additional switching condition relay; when the additional switching condition relay is energized, the independent standard vehicle-mounted controller connected to the additional switching condition relay meets the standard switching condition.

[0016] According to another aspect of the present invention, a switching method using a multi-standard train operation standard switching system is provided, wherein the main control vehicle controller before and after the switching is a source standard vehicle controller and a target standard vehicle controller, respectively, and the switching method specifically comprises the following steps:

[0017] Step S1, determine the mode of the multi-standard vehicle controller, if it is in the manual selection mode, execute step S2; if it is in the automatic negotiation mode, execute step S3;

[0018] Step S2, the main control circuit drives the target vehicle controller as the main vehicle controller according to the manually selected standard, and jumps to step S4;

[0019] Step S3, the main control circuit determines whether the switching relay circuit of the target standard vehicle controller meets the set standard switching condition. If yes, the target standard vehicle controller is switched to the main control vehicle controller; otherwise, the source standard vehicle controller is kept as the main control vehicle controller;

[0020] Step S4: the main onboard controller controls the train operation.

[0021] As a preferred technical solution, the lines before and after the system switching are defined as the source line and the target line, and a system switching area is set at the junction of the source line and the target line. Step S3 is executed after the train completely enters the system switching area.

[0022] As a preferred technical solution, the equipment beside the source line or the target line sends an authorization command to the source standard on-board controller or the target standard on-board controller of the train running in the standard switching area.

[0023] As a preferred technical solution, the length of the standard switching area is greater than L, L = [T × V psr +D EB (V psr )+L Train ], where T is the time for the main control circuit to determine whether the switching relay circuit of the target vehicle controller meets the set standard switching conditions, V psr D is the maximum allowed train speed in the system switching area. EB (V psr ) is the maximum permissible operating speed V in the system switching area psr The stopping distance of the train when the emergency brake is triggered, L Train The length of the longest train that can run in the system switching area.

[0024] As a preferred technical solution, the system switching area information is stored in a route map of an independent system onboard controller, or in a trackside device.

[0025] As a preferred technical solution, the switching relay circuit includes a master control state relay, an operation level relay, a master control application relay and an additional switching condition relay, and the step S3 specifically includes the following steps:

[0026] Step S301, the source-type onboard controller drives the corresponding running level relay to be attracted according to the current train running level, and disconnects the main control application relay;

[0027] Step S302, the target standard onboard controller drives the corresponding operation level relay to be attracted according to the current train operation level;

[0028] Step S303, when the target vehicle-mounted controller obtains valid authorization from the trackside equipment and operates normally, the driving master controller applies for the relay to be pulled in;

[0029] Step S304, the target standard vehicle controller determines whether the additional switching condition is met, and if so, drives the additional switching condition relay to be energized;

[0030] Step S305, the main control circuit determines whether the energizing status of the operating level relay, the main control application relay and the additional switching condition relay meets the standard switching conditions. If so, the main control status relay of the source standard vehicle controller is driven to be disconnected, and the main control status relay of the target standard vehicle controller is driven to be energized; otherwise, the source standard vehicle controller is kept as the main control vehicle controller.

[0031] As a preferred technical solution, in step S304, the additional switching condition includes manual confirmation, and the manual confirmation process is: the source standard on-board controller and the target standard on-board controller collect manual information from the driver train interface unit, and if the manual information is confirmed, the additional switching condition relay is driven to be energized.

[0032] As a preferred technical solution, in step S305, the mode switching condition includes that the same operating level relays of the source mode vehicle controller and the target mode vehicle controller are both in the energized state.

[0033] As a preferred technical solution, in step S305, the main control circuit drives at most one main control state relay to be in the energized state at the same time.

[0034] Compared with the prior art, the present invention has the following beneficial effects:

[0035] 1) The present invention unifies the manual switching and automatic switching of different train operation modes through the main control circuit and the switching relay circuit, reduces the complexity of realizing the multi-mode on-board switching function, realizes the mode switching function logic by using the relay circuit method, has a simple system structure, and the mode switching operation action duration is stable and the response delay is small, thereby improving the availability and performance of the mode switching function; each independent mode on-board controller in the multi-mode on-board controller has a unified switching mode, which is suitable for mode switching of different independent mode on-board controllers and has a wide range of applications;

[0036] 2) The present invention selects manual switching and automatic switching through the mode selection switch, which is concise and clear, and is convenient for subsequent operations for different switching modes; the switching relay circuit realizes various functions of mode switching, among which the master control state relay is used to realize that the independent mode on-board controller becomes the master on-board controller; the operation level relay is used to determine the level of train operation; the master control application relay is used for the independent mode on-board controller to apply to become the master on-board controller; the additional switching condition relay is used to set additional conditions for mode switching;

[0037] 3) The present invention sets up a mode switching area, which is reasonably planned according to the actual train operation conditions and the mode switching time, so that the train is safer when performing automatic mode switching; and only the trackside equipment in the mode switching area needs to communicate with the source mode on-board controller or the target mode on-board controller, thus avoiding waste of resources and reducing the error rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 This is a flow chart of the method for switching the operation mode of a multi-mode train according to the present invention;

[0039] Figure 2 The switching circuit principle diagram used by the standard selection switch of the present invention;

[0040] Figure 3 The schematic diagram of the mutually exclusive circuit used by the master control state relay of the present invention;

[0041] Figure 4 The schematic diagram of the circuit used by the operating level relay of the present invention;

[0042] Figure 5 A schematic diagram of setting the length of the standard switching area of ​​the present invention;

[0043] Figure 6 This is a circuit schematic diagram of the connection between the main vehicle-mounted controller of the present invention and the relay output interface of the train. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0045] Example 1

[0046] The present invention provides a multi-standard train operation mode switching system, including a multi-standard on-board controller and a main control circuit. The multi-standard on-board controller includes a plurality of different independent on-board controllers, each independent on-board controller is connected to a set of switching relay circuits, and the main control circuit is connected to the switching relay circuit.

[0047] At the same time, among all the independent onboard controllers constituting the multi-standard onboard controller, 0 or 1 is the master onboard controller of the multi-standard onboard controller, the master onboard controller realizes the train operation control, and the master onboard controller corresponds to the master control type.

[0048] The multi-standard vehicle controller is equipped with a standard selection switch. The standard selection switch includes mandatory gears and automatic gears for each standard of the multi-standard vehicle controller. When the standard selection switch is in the mandatory gear, the multi-standard vehicle controller is in manual selection mode, which is used to manually select the main control mode; when the standard selection switch is in the automatic gear, the multi-standard vehicle controller is in automatic negotiation mode, which is used for each standard vehicle controller to automatically negotiate the main control mode. Different gears of the standard selection switch are mutually exclusive, and only one gear is selected at the same time. The standard before switching is the source standard, and the standard after switching is the target standard. For example, Figure 2 As shown, SD1 is the manual switch of the source standard vehicle controller, ZK1 is the source standard master control state relay, SD2 is the manual selection switch of the target standard vehicle controller, ZK2 is the target standard master control state relay, ZD is the automatic gear switch, and the automatic gear switch and the source standard master control state relay or the target standard master control state relay are connected. Figure 4 The run level relay switching circuit shown.

[0049] The switching relay circuit includes an operating level relay, a master control application relay, an additional switching condition relay and a master control status relay.

[0050] There are multiple operating level relays, and the number is the same as the number of authorized operating levels of different lines. The energized operating level relay indicates that the corresponding standard on-board controller is in this operating level. The disconnected operating level relay indicates that the corresponding standard on-board controller is not in this operating level. The operating level relay status is driven and output by each independent standard on-board controller according to the actual operating level. In a multi-standard on-board controller, a general operating level is divided and defined for each independent standard on-board controller, which usually includes 3 operating levels. Level 1 is manual driving under ATP protection, Level 2 is automatic driving (ATO), and Level 3 is fully automatic (FAM) operation. The operating level can also be flexibly configured and defined according to the specific application scenario. For example Figure 4 As shown, 1-DJ1 is the source standard level 1 operating level relay switch, 2-DJ1 is the target standard level 1 operating level relay switch; 1-DJ2 is the source standard level 2 operating level relay switch, 2-DJ2 is the target standard level 2 operating level relay switch; 1-DJ3 is the source standard level 3 operating level relay switch, 2-DJ3 is the target standard level 3 operating level relay switch.

[0051] The master control application relay is energized, indicating that the current standard on-board controller applies to become the master on-board controller. The master control application relay is disconnected, indicating that the current standard on-board controller no longer applies to become the master on-board controller. The master control application relay status is driven and output by each independent standard on-board controller according to the cross-line operation status of the train. Figure 3 As shown in the figure, SQ1 is the source standard master control application relay, ZK1 is the source standard master control status relay, SQ2 is the target standard master control application relay, and ZK2 is the target standard master control status relay. When the switch of the target standard master control application relay is closed, the coil of the target standard master control status relay is energized, the switch in the target standard circuit is closed, the coil is continuously energized and self-locked, and the switch in the source standard circuit is disconnected, forming an interlock, so that only one master control status relay is energized at the same time.

[0052] The additional switching condition relay is energized, indicating that the current standard vehicle controller meets the external conditions for standard switching. The additional switching condition relay is disconnected, indicating that the current standard vehicle controller does not meet the external conditions for standard switching. The state of the additional switching condition relay is driven and output by each independent standard vehicle controller according to other external additional switching conditions.

[0053] When the master control status relay is energized, it indicates that the corresponding mode is the master control mode. When the master control status relay is disconnected, it indicates that the corresponding mode is the non-master control mode.

[0054] The master vehicle controller and the non-master vehicle controller respectively execute different control strategies, especially for related safety outputs, such as the emergency braking command relief strategy triggered by the limit point. When the master vehicle controller outputs this type of emergency braking command, the system cannot automatically relieve it and the driver needs to confirm and manually relieve it. When the non-master vehicle controller outputs this type of emergency braking command, the non-master vehicle controller can automatically relieve it when the emergency braking triggering conditions are no longer met.

[0055] The master control state logic is implemented through the master control circuit, and each standard master control state relay is driven and output by the master control circuit. Each independent standard on-board controller collects the input of the corresponding master control state relay to know whether the current standard is the master control type. The master control circuit ensures that at the same time, 0 or 1 of the master control state relays of all independent standard on-board controllers are in the energized state. When the master control state relay is energized, the relay output interface between the master on-board controller and the train is connected, and the master on-board controller realizes the control of the train operation. The emergency braking, door enabling and other commands of the master on-board controller are output to the train; such as Figure 6 As shown, ZK1 is the source standard master control state relay, ZK2 is the target standard master control state relay, ZD is the emergency brake relay, CM is the door control relay, output1 is the source standard master control state relay output circuit, output2 is the target standard master control state relay output circuit, and S represents other signals.

[0056] Example 2

[0057] like Figure 1 As shown, the present invention provides a method for switching the operation modes of a multi-standard train, specifically including a method for switching between a manual selection mode and an automatic negotiation mode. When the mode selection switch is in the forced gear position, the multi-standard onboard controller is in the manual selection mode; when the mode selection switch is in the automatic gear position, the multi-standard onboard controller is in the automatic negotiation mode.

[0058] When the standard selection switch of the multi-standard vehicle controller is in the forced gear position of a certain standard, the main control circuit directly drives the corresponding standard master control state relay to be energized, and the selected standard becomes the main control type without considering other conditions.

[0059] When the standard selection switch of the multi-standard on-board controller is in the automatic gear position, the main control mode is automatically negotiated by different independent standard on-board controllers. It is necessary to set up a standard switching area at the boundary of different standard lines. The standard corresponding to the source line is the source standard, and the standard corresponding to the target line is the target standard. The standard switching area is a co-management area for the source standard trackside equipment and the target standard trackside equipment. The source standard or target standard trackside equipment sends an authorization command to the source standard on-board controller or the target standard on-board controller of the train running in the standard switching area.

[0060] After the train completely enters the system switching area; the source system on-board controller drives the corresponding operating level relay to be energized according to the current train operating level, and the source system on-board controller drives the corresponding master control application relay to be disconnected, and the source system on-board controller no longer applies to become the master control on-board controller; the target system on-board controller drives the corresponding operating level relay to be energized according to the current train operating level, the target system on-board controller establishes a link with the target system trackside equipment and waits for the target system trackside equipment to send an authorization command. When the target system on-board controller obtains the authorization command from the target system trackside equipment, it determines whether it can operate normally in the system switching area. If it can operate normally, it drives the corresponding master control application relay to be energized, and the target system on-board controller applies to become the master control on-board controller; the target system on-board controller determines whether the additional switching conditions are met. If yes, it drives the additional switching condition relay to be energized; the main control circuit drives the source system on-board controller to disconnect the master control state relay, and the target system on-board controller to energize the master control state relay, completing the smooth switching from the source system to the target system.

[0061] The source standard vehicle controller and the target standard controller can be set to be at the same operating level before the standard is automatically switched. When the standard is switched, the main control circuit needs to detect whether the same operating level relays of the source standard vehicle controller and the target standard vehicle controller are both in the energized state. If so, switching is allowed.

[0062] The driver's manual confirmation can be set before automatic switching according to the needs. The source standard on-board controller and the target standard on-board controller obtain the driver's manual confirmation information from the driver train interface unit (DMI) or other devices, and drive the corresponding additional switching condition relay to be energized. If the automatic switching in the application scenario does not require manual confirmation by the driver, the source standard on-board controller and the target standard on-board controller always drive the corresponding additional switching condition relay to be energized. The additional switching conditions can also be flexibly configured and defined according to the specific application scenario. For example, the source standard on-board controller drives the corresponding master control application relay to be disconnected, and the target standard on-board controller drives the corresponding master control application relay to be energized before switching can be performed.

[0063] When the conditions for switching the operating level are not met, the additional switching conditions are not met, the source-standard vehicle-mounted controller does not drive the corresponding master control application relay to disconnect, or the target-standard vehicle-mounted controller does not drive the corresponding master control application relay to close, the master control circuit maintains the existing state of the master control status relays of all independent-standard vehicle-mounted controllers unchanged.

[0064] The main control circuit drives the operation level relay, the main control application relay, the additional switching condition relay and the main control status relay to operate; the source standard vehicle controller and the target standard vehicle controller collect the status of the corresponding master control status relay.

[0065] like Figure 5As shown in the figure, the length of the system switching area must meet the requirements for smooth system switching of cross-line trains. The length of the system switching area must be greater than L = [T × V psr +D EB (V psr )+L Train ], where T is the time for the main control circuit to determine whether the switching relay circuit of the target vehicle controller meets the set standard switching conditions, V psr Indicates the maximum allowed running speed of the train in the system switching area, D EB (V psr ) indicates that the maximum permissible operating speed V psr The stopping distance of the train when the emergency brake is triggered, L Train Indicates the length of the longest train that can run in the system switching area. T = T1 + T2 + T3, where T1 is the delay for the target system onboard controller to establish a link with the target system trackside equipment and obtain the target system trackside equipment authorization command, T2 is the delay for the source system onboard controller and the target system onboard controller to drive the operation level relay, the main control application relay and the additional switching condition relay, and the delay for the main control circuit to drive the main control state relay, and T3 is the delay for the source system onboard controller and the target system onboard controller to collect the corresponding master control state relay status.

[0066] For a single independent on-board controller that stores a route map, the system switching area information is described in the stored route map; for a single independent on-board controller that does not store a route map, the system switching area information should be obtained from the trackside device during operation.

[0067] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A multi-standard train operation standard switching system, characterized in that: It includes a multi-standard on-board controller and a main control circuit, wherein the multi-standard on-board controller is in a manual selection mode or an automatic negotiation mode; the multi-standard on-board controller includes a plurality of independent on-board controllers, at most one of which is a master on-board controller of the multi-standard on-board controller, and the train runs under the control of the master on-board controller; the main control circuit is connected to a plurality of independent on-board controllers; each of the independent on-board controllers is connected to a set of switching relay circuits; When the multi-standard vehicle-mounted controller is in manual selection mode, the manually selected independent-standard vehicle-mounted controller is the main vehicle-mounted controller; when the multi-standard vehicle-mounted controller is in automatic negotiation mode, after the switching relay circuit operates according to the standard switching conditions, the main control circuit drives the independent-standard vehicle-mounted controller that meets the standard requirements to become the main vehicle-mounted controller.

2. A multi-standard train operation standard switching system according to claim 1, characterized in that: The multi-standard vehicle-mounted controller also includes a standard selection switch, which includes mutually exclusive automatic gear and forced gear; when the standard selection switch is in the automatic gear, the multi-standard vehicle-mounted controller is in automatic negotiation mode; when the standard selection switch is in the forced gear, the multi-standard vehicle-mounted controller is in manual selection mode.

3. A multi-standard train operation standard switching system according to claim 1, characterized in that: The switching relay circuit includes a main control state relay, and the main control circuit drives the main control state relay; when the main control state relay is energized, the independent standard vehicle-mounted controller to which the main control state relay belongs is the main control vehicle-mounted controller.

4. A multi-standard train operation standard switching system according to claim 1, characterized in that: The switching relay circuit includes a plurality of operating level relays representing different operating levels; when the operating level relay is energized, the train runs at the operating level represented by the operating level relay.

5. A multi-standard train operation standard switching system according to claim 4, characterized in that: The multi-standard vehicle-mounted controller divides and defines the operation levels of the independent-standard vehicle-mounted controller.

6. The multi-standard train operation standard switching system according to claim 1, characterized in that: The switching relay circuit includes a master control application relay; when the master control application relay is energized, the independent vehicle-mounted controller connected to the master control application relay applies to become the master vehicle-mounted controller.

7. The multi-standard train operation standard switching system according to claim 1, characterized in that: The switching relay circuit includes an additional switching condition relay; when the additional switching condition relay is energized, the independent standard vehicle-mounted controller connected to the additional switching condition relay meets the standard switching condition.

8. A switching method using the multi-standard train operation standard switching system according to any one of claims 1 to 7, characterized in that: The master vehicle controllers before and after the switching are the source vehicle controller and the target vehicle controller respectively. The switching method specifically includes the following steps: Step S1, determine the mode of the multi-standard vehicle controller, if it is in the manual selection mode, execute step S2; if it is in the automatic negotiation mode, execute step S3; Step S2, the main control circuit drives the target vehicle controller as the main vehicle controller according to the manually selected standard, and jumps to step S4; Step S3, the main control circuit determines whether the switching relay circuit of the target standard vehicle controller meets the set standard switching condition. If yes, the target standard vehicle controller is switched to the main control vehicle controller; otherwise, the source standard vehicle controller is kept as the main control vehicle controller; Step S4: the main onboard controller controls the train operation.

9. The switching method according to claim 8, characterized in that: The lines before and after the system switching are defined as the source line and the target line, and a system switching area is set at the junction of the source line and the target line. Step S3 is executed after the train completely enters the system switching area.

10. The switching method according to claim 9, characterized in that: The equipment beside the source line or the target line sends an authorization command to the source standard on-board controller or the target standard on-board controller of the train running in the standard switching area.

11. The switching method according to claim 10, characterized in that: The length of the standard switching area is greater than L, L = [T × V psr +D EB (V psr )+L Train ], where T is the time for the main control circuit to determine whether the switching relay circuit of the target vehicle controller meets the set standard switching conditions, V psr D is the maximum allowed train speed in the system switching area. EB (V psr ) is the maximum permissible operating speed V in the system switching area psr The stopping distance of the train when emergency braking is triggered, L Train The length of the longest train that can run in the system switching area.

12. The switching method according to claim 9, characterized in that: The system switching area information is stored in the route map of the independent system on-board controller, or in the trackside equipment.

13. The switching method according to claim 8, characterized in that: The switching relay circuit includes a master control state relay, an operation level relay, a master control application relay and an additional switching condition relay. The step S3 specifically includes the following steps: Step S301, the source-type onboard controller drives the corresponding running level relay to be attracted according to the current train running level, and disconnects the main control application relay; Step S302, the target standard onboard controller drives the corresponding operation level relay to be attracted according to the current train operation level; Step S303, when the target vehicle-mounted controller obtains valid authorization from the trackside equipment and operates normally, the driving master controller applies for the relay to be pulled in; Step S304, the target standard vehicle controller determines whether the additional switching condition is met, and if so, drives the additional switching condition relay to be energized; Step S305, the main control circuit determines whether the energizing status of the operating level relay, the main control application relay and the additional switching condition relay meets the standard switching conditions. If so, the main control status relay of the source standard vehicle controller is driven to be disconnected, and the main control status relay of the target standard vehicle controller is driven to be energized; otherwise, the source standard vehicle controller is kept as the main control vehicle controller.

14. The switching method according to claim 13, characterized in that: In the step S304, the additional switching condition includes manual confirmation, and the manual confirmation process is: the source standard on-board controller and the target standard on-board controller collect manual information from the driver train interface unit. If the manual information is confirmed, the additional switching condition relay is driven to be energized.

15. The switching method according to claim 13, characterized in that: In the step S305, the mode switching condition includes that the same operation level relays of the source mode vehicle controller and the target mode vehicle controller are both in the energized state.

16. The switching method according to claim 13, characterized in that: In step S305, the main control circuit drives at most one main control state relay to be in the energized state at the same time.

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