A multi-mode train operation mode switching system and switching method

Abstract

The present invention relates to a multi-standard train operation mode switching system and switching method. The switching system includes a multi-standard onboard controller and a main control circuit. The multi-standard onboard controller includes multiple independent onboard controllers, and the independent onboard controllers are connected to a switching relay circuit. When switching, the mode of the multi-standard onboard controller is judged. If it is in a manual selection mode, the target onboard controller is driven according to the manual selection. If it is in an automatic negotiation mode, the target onboard controller is switched when the switching relay circuit of the target onboard controller meets the set switching conditions. Compared with the prior art, the present invention has the advantages of unifying the manual and automatic switching of different train operation modes through the main control circuit and the switching relay circuit, reducing the complexity of the multi-standard onboard switching implementation, and using a relay circuit to implement the mode switching function logic. The system structure is simple, the mode switching operation action duration is stable, and the response delay is small.

Description

Technical Field

[0001] The present invention relates to the control of cross-line running trains, and in particular to a multi-mode 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 lines of different standards, it is necessary to perform a multi-standard on-board controller standard switching operation. 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 with large differences in implementation principles and the inability to reuse implementation mechanisms. At the same time, the use of communication methods also has problems such as the inability to unify communication methods due to the large differences in on-board architectures of different standards, uncontrollable communication delays, and reduced standard switching success rates.

[0004] After searching, application publication number CN114475715A discloses a switching method and system for train control onboard equipment compatible with multiple standards. By utilizing shared external devices, I / O interfaces, relay interfaces, train control isolation switches, and independent external devices for two different onboard equipment systems, manual and automatic switching is designed to achieve both stop and non-stop switching modes. However, this prior art only provides a switching method for two sets of onboard equipment and cannot achieve multi-standard switching for 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-mode train operation mode switching system and switching method in order to overcome the defect of the above-mentioned prior art that it 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 mode switching system is provided, comprising a multi-standard onboard controller and a master 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 operates under the control of the master onboard controller; the master control circuit is connected to the 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 an optimal 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 position, the multi-standard vehicle-mounted controller is in automatic negotiation mode; when the standard selection switch is in the forced gear position, the multi-standard vehicle-mounted controller is in manual selection mode.

[0011] As an optimal 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-mounted controller to which the master control state relay belongs is the master vehicle-mounted controller.

[0012] As a preferred technical solution, the switching relay circuit includes multiple 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 application relay; when the master application relay is energized, the independent vehicle-mounted controller connected to the master 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 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 for a multi-standard train operating system is provided, wherein the master onboard controllers before and after the switching are the source onboard controller and the target onboard controller, respectively. The switching method specifically includes the following steps:

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

[0018] Step S2, the main control circuit drives the target vehicle controller as the master 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 vehicle-mounted controller satisfies the set vehicle-mounted controller switching condition. If yes, the target vehicle-mounted controller is switched to the main vehicle-mounted controller; otherwise, the source vehicle-mounted controller is kept as the main vehicle-mounted 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 respectively, a system switching area is set at the junction of the source line and the target line, and step S3 is executed after the train completely enters the system switching area.

[0022] As a preferred technical solution, the trackside equipment of 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 emergency braking 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 operating level relay to be energized according to the current train operating level, and disconnects the master control application relay;

[0027] Step S302: the target system onboard controller drives the corresponding operating level relay to be energized according to the current train operating level;

[0028] Step S303: When the target vehicle-mounted controller obtains valid authorization from the wayside equipment and operates normally, it drives the main controller to apply for relay closure;

[0029] Step S304: The target standard vehicle controller determines whether the additional switching condition is met. If so, the additional switching condition relay is driven to be energized.

[0030] In step S305, the main control circuit determines whether the energized states of the operating level relay, the master control application relay, and the additional switching condition relay meet the standard switching conditions. If so, the master control state relay of the source standard vehicle-mounted controller is driven to be disconnected, and the master control state relay of the target standard vehicle-mounted controller is driven to be energized; otherwise, the source standard vehicle-mounted controller is kept as the master vehicle-mounted 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. If the manual information is confirmation, 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 manual and automatic switching of different train operating modes through a main control circuit and a switching relay circuit, reducing the complexity of implementing the multi-mode on-board switching function. The relay circuit method is used to implement the mode switching function logic. The system structure is simple, 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 method, 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 uses a mode selection switch to select manual switching and automatic switching, which is concise and clear, and facilitates subsequent operations for different switching modes; the switching relay circuit implements various functions of mode switching, among which the master control state relay is used to enable an independent mode on-board controller to become 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 an independent mode on-board controller to apply to become the master on-board controller; and 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 it is only necessary to realize that the trackside equipment in the mode switching area communicates with the source mode on-board controller or the target mode on-board controller, thereby avoiding waste of resources and having a low error rate. BRIEF DESCRIPTION OF THE DRAWINGS

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

[0039] Figure 2 This is a schematic diagram of the switching circuit used by the standard selection switch of the present invention;

[0040] Figure 3 This is a schematic diagram of the mutual exclusion circuit used by the master control state relay of the present invention;

[0041] Figure 4 This is a circuit diagram of the operating level relay of the present invention;

[0042] Figure 5 This is a schematic diagram of the length setting of the system switching area of ​​the present invention;

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

[0044] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts 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 onboard controller and a main control circuit. The multi-standard onboard controller includes multiple different independent onboard controllers, each of which is connected to a set of switching relay circuits, and the main control circuit is connected to the switching relay circuits.

[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-mounted controller is equipped with a standard selection switch. The standard selection switch includes forced gears and automatic gears for each standard of the multi-standard vehicle-mounted controller. When the standard selection switch is in the forced gear, the multi-standard vehicle-mounted 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-mounted controller is in automatic negotiation mode, which is used for each standard vehicle-mounted controller to automatically negotiate the main control mode. Different gears of the standard selection switch are mutually exclusive, and only one gear is in the selected state 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 there is a gap between the automatic gear switch and the source standard master control state relay or the target standard master control state relay. Figure 4 The run level relay switching circuit is 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 operating level relay is energized to indicate that the corresponding standard vehicle controller is in this operating level. The operating level relay is disconnected to indicate that the corresponding standard vehicle controller is not in this operating level. The operating level relay status is driven and output by each independent standard vehicle controller according to the actual operating level. In the multi-standard vehicle controller, general operating levels are divided and defined for each independent standard vehicle controller, which usually include 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, and 2-DJ1 is the target standard level 1 operating level relay switch; 1-DJ2 is the source standard level 2 operating level relay switch, and 2-DJ2 is the target standard level 2 operating level relay switch; 1-DJ3 is the source standard level 3 operating level relay switch, and 2-DJ3 is the target standard level 3 operating level relay switch.

[0051] The master control application relay is energized, indicating that the current vehicle controller has applied to become the master vehicle controller. The master control application relay is disconnected, indicating that the current vehicle controller no longer applies to become the master vehicle controller. The master control application relay status is driven and output by each independent vehicle controller according to the train cross-line operation status. Figure 3 As shown in the figure, SQ1 is the source system master control request relay, ZK1 is the source system master control status relay, SQ2 is the target system master control request relay, and ZK2 is the target system master control status relay. When the switch of the target system master control request relay is closed, the coil of the target system master control status relay is energized, the switch in the target system circuit is closed, and the coil remains energized in a self-locking state. The switch in the source system circuit is opened, forming an interlock, so that only one master control status relay is energized at a time.

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

[0053] When the master control status relay is closed, 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. If the master vehicle controller outputs this type of emergency braking command, the system cannot automatically relieve it and requires manual relief after driver confirmation; if 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 the master control state relays of each standard are 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 controls the train operation. The emergency braking, door enabling and other commands of the master on-board controller are output to the train; if 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 operating mode 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 position, the multi-standard onboard controller is in the manual selection mode; when the mode selection switch is in the automatic position, the multi-standard onboard controller is in the automatic negotiation mode.

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

[0059] When the multi-standard on-board controller standard selection switch is in the automatic gear position, the different independent standard on-board controllers automatically negotiate the main control mode. 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 drives the corresponding master control application relay to be disconnected, and the source system on-board controller no longer applies to become the master 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, 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 receives 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 on-board controller; the target system on-board controller determines whether the additional switching conditions are met. If so, it drives the additional switching condition relay to be energized; the main control circuit drives the source system on-board controller master control status relay to be disconnected, and the target system on-board controller master control status relay to be energized, 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 automatic switching is allowed according to the needs. When switching the standard, 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, the switching is allowed.

[0062] If required, manual driver confirmation can be required before automatic switching. The source and target vehicle controllers receive the driver's manual confirmation information from the driver train interface unit (DMI) or other devices, and drive the corresponding additional switching condition relays to energize. If the automatic switching in the application scenario does not require manual driver confirmation, the source and target vehicle controllers will always drive the corresponding additional switching condition relays to energize. Additional switching conditions can also be flexibly configured and defined based on the specific application scenario. For example, switching can only be performed after the source vehicle controller drives the corresponding master control request relay to disconnect and the target vehicle controller drives the corresponding master control request relay to energize.

[0063] When the switching operation level conditions 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 status 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 main 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 operating speed of the train in the system switching area, D EB (V psr ) indicates that the system switching area is within the maximum allowable operating speed V psr The stopping distance of the train when emergency braking is triggered, L Train Represents the length of the longest train that can operate within 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 wayside equipment and obtain authorization commands from the target system wayside equipment. T2 is the delay for the source and target system onboard controllers to drive the operation level relay, master control application relay, and additional switching condition relay, as well as the delay for the master control circuit to drive the master control status relay. T3 is the delay for the source and target system onboard controllers to acquire the status of the corresponding master control status relay.

[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 equipment during operation.

[0067] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A multi-system train operation system switching system, characterized in that: The multi-standard onboard controller and the main control circuit are configured to be in manual selection mode or automatic negotiation mode. The multi-standard onboard controller includes 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 operates under the control of the master onboard controller. The main control circuit is connected to the plurality of independent onboard controllers; each independent onboard controller 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-system train operation system 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 position, the multi-standard vehicle-mounted controller is in automatic negotiation mode; when the standard selection switch is in the forced gear position, the multi-standard vehicle-mounted controller is in manual selection mode.

3. The multi-system train operation system switching system according to claim 1, characterized in that: 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-mounted controller to which the master control state relay belongs becomes the master vehicle-mounted controller.

4. The multi-system train operation system 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. The multi-system train operation system 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-system train operation system 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-system train operation system 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 vehicle-mounted controller connected to the additional switching condition relay meets the standard switching condition.

8. A switching method using the multi-system train operating system 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 manual selection mode, execute step S2; if it is in automatic negotiation mode, execute step S3; Step S2, the main control circuit drives the target vehicle controller as the master 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 vehicle-mounted controller satisfies the set vehicle-mounted controller switching condition. If yes, the target vehicle-mounted controller is switched to the main vehicle-mounted controller; otherwise, the source vehicle-mounted controller is kept as the main vehicle-mounted 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 respectively. 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 trackside equipment of 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. The switching method according to claim 10 , wherein: 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, wherein: The system switching area information is stored in the route map of the independent system onboard 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. Step S3 specifically includes the following steps: Step S301: The source-type onboard controller drives the corresponding operating level relay to be energized according to the current train operating level, and disconnects the master control application relay; Step S302: the target system onboard controller drives the corresponding operating level relay to be energized according to the current train operating level; Step S303: When the target vehicle-mounted controller obtains valid authorization from the wayside equipment and operates normally, it drives the main controller to apply for relay closure; Step S304: The target standard vehicle controller determines whether the additional switching condition is met. If so, the additional switching condition relay is driven to be energized. In step S305, the main control circuit determines whether the energized states of the operating level relay, the master control application relay, and the additional switching condition relay meet the standard switching conditions. If so, the master control state relay of the source standard vehicle-mounted controller is driven to be disconnected, and the master control state relay of the target standard vehicle-mounted controller is driven to be energized; otherwise, the source standard vehicle-mounted controller is kept as the master vehicle-mounted controller.

14. The switching method according to claim 13, wherein: 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. If the manual information is confirmation, the additional switching condition relay is driven to be energized. The switching method according to claim 13 , wherein: 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. The switching method according to claim 13 , wherein: 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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