Operation control system and method of urban rail train

Abstract

The invention provides an operation control system and method for an urban rail train. The operation control system comprises a main operation control system and a standby operation control system. The standby operation control system comprises a central train management server, a vehicle-mounted integrated control unit, a vehicle-mounted integrated BTM, a vehicle-mounted secondary radar antenna and a trackside secondary radar base station. The central train management server is in communication connection with the vehicle-mounted integrated control unit; the vehicle-mounted integrated control unit is in communication connection with a CI in the main operation control system, a vehicle-mounted integrated BTM and a vehicle-mounted secondary radar antenna; and the vehicle-mounted integrated control unit is used for performing authorization calculation according to the position information of the front train and the rear train sent by the central train management server and the state information of the front signal machine obtained from the CI so as to realize speed protection. The problems that in the prior art, after a CBTC system breaks down, a standby train operation control system is lacked, and speed protection cannot continue to be carried out are solved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to an operation control system and method for an urban rail train. Background Art

[0002] At present, the mainstream operation control system of urban rail transit trains is the Communication Based Train Control (CBTC) system. When the CBTC system of the main train fails, the train will run at a low speed.

[0003] In the prior art, there is a lack of a backup train operation control system after a CBTC system failure, and speed protection cannot be continued. Summary of the invention

[0004] The present invention provides an urban rail train operation control system and method, which are used to solve the problem in the prior art that after a CBTC system fails, there is a lack of a backup train operation control system and speed protection cannot be continued.

[0005] In a first aspect, the present invention provides an operation control system for an urban rail train, comprising: Main operation control system and standby operation control system; The backup operation control system includes a central train management server, an on-board integrated control unit, an on-board integrated BTM, an on-board secondary radar antenna, and a trackside secondary radar base station; The central train management server is connected to the vehicle-mounted integrated control unit in communication; the vehicle-mounted integrated control unit is connected to the CI in the main operation control system, the vehicle-mounted integrated BTM, and the vehicle-mounted secondary radar antenna in communication; The on-board integrated BTM is used to receive the response information of the trackside transponder and send the response information to the on-board integrated control unit; The vehicle-mounted secondary radar antenna is used to monitor the pulse signal emitted by the trackside secondary radar base station and send the pulse signal to the vehicle-mounted integrated control unit; The on-board integrated control unit is used to determine the position information of the current train based on the response information and the pulse signal, and send the position information of the current train to the central train management server; The central train management server is used to determine the position information of the front and rear vehicles of the target train according to the position information of the trains on the entire line, and send the position information of the front and rear vehicles of the target train to the on-board integrated control unit of the target train; The on-board integrated control unit is also used to obtain the status information of the front signal from the CI, and perform authorization calculation based on the status information of the front signal and the position information of the front and rear vehicles of the current train to achieve speed protection.

[0006] In some embodiments, the central train management server is also in communication connection with the ZC in the primary operation control system, and the central train management server is also used to send the location information of the entire line trains to the ZC so that the ZC can manage the degraded mode trains.

[0007] In some embodiments, the central train management server is also connected to the ATS in the main operation control system, and the central train management server is also used to send the location information of the trains on the entire line to the ATS so that the ATS can display the position of the degraded mode train.

[0008] In some embodiments, the on-board integrated control unit is further used to determine speed information of the current train based on the pulse signal.

[0009] In some embodiments, obtaining the status information of the front signal includes: In case of switching from the primary operation control system to the backup operation control system, sending application message information to the CI; When the CI receives the application message information, the CI obtains the status information of the signal machine ahead sent by the CI.

[0010] In some embodiments, the ZC is also used to send the train sequencing information to the central train management server, so that the central train management server determines the front and rear vehicles of the target train according to the train sequencing information.

[0011] In some embodiments, the on-board integrated control unit is further used to receive platform door status information sent by the CI to achieve linkage control of the train and the platform door.

[0012] In some embodiments, the central train management server is also used to manage the location information of the trains on the entire line and manage the location information of the trackside secondary radar base stations.

[0013] In a second aspect, the present invention further provides an operation control method for the urban rail train according to the first aspect, the method comprising: In case of ATP failure or ATP degradation to RM mode, the MMI of the main operation control system prompts switching to the backup operation control system; After determining to switch to the backup operation control system, the vehicle-mounted integrated control unit of the backup operation control system obtains the status information of the front signal from the CI; An authorization calculation is performed based on the status information of the front signal and the position information of the front and rear vehicles of the current train to achieve speed protection.

[0014] In some embodiments, the method further comprises: When the ATP is upgraded to the CTC mode, the MMI prompts to switch to the primary operation control system; After determining to switch to the main operation control system, the MMI feeds back switching information to the vehicle-mounted integrated control unit, and the vehicle-mounted integrated control unit stops the control command and disconnects the communication connection with the CI.

[0015] The present invention provides an operation control system and method for urban rail trains. First, the position information of the train is determined by an on-board integrated control unit. Then, based on the position information of the front and rear vehicles obtained from the central train management server and the status information of the front signal obtained from the CI, the train is authorized to calculate, so as to realize the speed protection of the train under the backup operation control system. The problem in the prior art that after the failure of the main operation control system, the speed protection train cannot be downgraded and the train is prone to delays and affect passengers' travel is overcome. A backup operation control system is provided so that it can be switched in time after the failure of the main operation control system, reducing the impact range of the on-board failure and avoiding the occurrence of operation accidents. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0017] Figure 1 It is a communication schematic diagram of the operation control system of the urban rail train provided by the present invention.

[0018] Figure 2 It is a schematic diagram of the architecture of the backup operation control system provided by the present invention.

[0019] Figure 3 It is a schematic diagram of the interactive flow of the standby operation control system provided by the present invention.

[0020] Figure 4 It is a flow chart of an operation control method of an urban rail train applied to an operation control system of an urban rail train provided by the present invention. DETAILED DESCRIPTION

[0021] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings 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 are within the scope of protection of the present invention.

[0022] The following combination Figure 1-Figure 4 Embodiments of the present invention are described.

[0023] Figure 1 Schematic diagram of the communication of the operation control system of the urban rail train provided by the present invention. Figure 1 As shown, the operation control system of the urban rail train provided by the present invention includes: a main operation control system and a backup operation control system.

[0024] As an optional embodiment, the main operation control system in the present invention can be any control system in the existing field of rail transit technology. The present invention does not limit the specific type of the main operation control system. For example, the main operation control system can be a CBTC system.

[0025] As an optional embodiment, as described in the background technology, at present, there is a lack of backup system after the CBTC system fails, and the train runs at a low speed and is degraded, which will cause train delays and affect passengers' travel. Therefore, the backup operation control system in the present invention is to take over the CBTC to control the train operation after the main operation control system fails, quickly enter the backup mode after the train fails, shorten the train parking detention time, reduce the train drop rate, thereby reducing the impact range of the on-board fault, and achieve the goal that the on-board equipment failure and degradation will not affect the operation of adjacent trains.

[0026] The backup operation control system includes a central train management server, an on-board integrated control unit, an on-board integrated BTM, an on-board secondary radar antenna and a trackside secondary radar base station.

[0027] As an optional embodiment, in order to build a backup operation control system suitable for existing rail trains as simply and quickly as possible, the backup operation control system in the present invention is improved on the existing main operation control system. Taking the CBTC system as an example, the present invention is obtained by adding backup system related equipment under the existing CBTC architecture. Figure 2The figure shows the schematic diagram of the architecture of the backup operation control system provided by the present invention. The backup system related equipment added to the existing CBTC architecture by the present invention includes: a central train management server, an on-board integrated control unit, an on-board integrated BTM (i.e., an on-board integrated response transmission module), an on-board secondary radar antenna, and a trackside secondary radar base station. It should be noted that the on-board integrated control unit in the present invention is an on-board integrated control unit containing an inertial navigation system.

[0028] As an optional embodiment, the central train management server can use any high-performance and large-capacity memory server to process real-time data. For example, a 2x2x2 safety computer with SIL4 safety certification can be selected.

[0029] The central train management server is connected to the vehicle integrated control unit in communication. The vehicle integrated control unit is connected to the CI in the main operation control system, the vehicle integrated BTM, and the vehicle secondary radar antenna.

[0030] As an optional embodiment, Figure 1 As shown, the on-board integrated control unit, as the core of the backup operation control system, needs to establish communication connections with the central train management server, the on-board integrated BTM, and the on-board secondary radar antenna. The present invention does not further limit the communication connection method. For example, the on-board integrated control unit and the CI in the main operation control system, the on-board integrated BTM, and the on-board secondary radar antenna all adopt a wireless connection method. In addition, the present invention does not further limit the specific installation positions of the integrated BTM and the secondary radar antenna. Generally speaking, the secondary radar antenna is usually installed on the side of the train body opposite to the secondary radar base station to facilitate better transmission of radar signals. There is usually one on-board integrated BTM at the head and tail of the train.

[0031] As an optional embodiment, the control unit in the present invention only needs to be able to realize functions such as train positioning, train speed measurement, speed protection and platform door linkage. The present invention does not further limit the structure of the control unit. For example, a 2-out-of-2 safety computer that has obtained SIL4 safety certification can be selected as the on-board integrated control unit to realize the above-mentioned functions.

[0032] The on-board integrated BTM is used to receive the response information from the trackside transponder and send the response information to the on-board integrated control unit.

[0033] As an optional embodiment, trackside transponders are usually installed along the railway to transmit positioning, speed limits and other operational data to the train. The on-board integrated transponder transmission module (BTM) is mainly responsible for receiving the response information of the trackside transponder and sending this information to the on-board integrated control unit. In the backup operation control system in the present application, the core function of the trackside transponder is to realize train positioning. In the prior art, the train position information is obtained based on the response information of the trackside transponder. In other words, how to complete train positioning based on the response information is a prior art and will not be repeated here.

[0034] The vehicle-mounted secondary radar antenna is used to monitor the pulse signal emitted by the trackside secondary radar base station and send the pulse signal to the vehicle-mounted integrated control unit.

[0035] As an optional embodiment, when a train enters the coverage range of a secondary radar base station, the base station will periodically emit a pulse signal of a specific frequency. The on-board secondary radar antenna is responsible for receiving these pulse signals and sending the pulse signals to the on-board integrated control unit, which parses the information contained therein, such as obtaining the current position of the train.

[0036] The on-board integrated control unit is used to determine the location information of the current train based on the response information and the pulse signal, and send the location information of the current train to the central train management server.

[0037] As an optional embodiment, the on-board integrated control unit will obtain the first train positioning information after receiving the response information, and the on-board integrated control unit will obtain the second train positioning information based on the pulse signal. The principle of radar ranging will not be repeated here. The operation control system in the prior art all uses a single response information to locate the train. The present invention combines the response information and the pulse signal to achieve fusion positioning. Compared with the existing positioning method, the present invention can obtain more accurate positioning information, further improving the punctuality rate of the train.

[0038] For example, radar pulse positioning is continuous positioning, that is, the train is positioned at all times, and the transponder is equivalent to a tag on the track, with a tag every 300 meters or so. When the train passes the transponder, the on-board integrated control unit compares the train position obtained based on the transponder with the train position obtained based on the secondary radar. When the difference between the two exceeds the threshold (for example, the threshold is set to 3m), the on-board integrated control unit will calibrate the train position and start to obtain the train position based on the transponder.

[0039] The central train management server is used to determine the position information of the front and rear vehicles of the target train according to the position information of the trains on the entire line, and send the position information of the front and rear vehicles of the target train to the on-board integrated control unit of the target train.

[0040] In an exemplary embodiment, the ZC is also used to send the train sequencing information to the central train management server, so that the central train management server determines the front and rear vehicles of the target train according to the train sequencing information.

[0041] As an optional embodiment, Figure 3 Each train will upload the train location information to the central train management server through the on-board integrated control unit. Figure 3 It can be seen that the central management server will also obtain train sequencing information from ZC. Based on the train sequencing information and the position information of all trains on the line, the position information of the front and rear vehicles of the target train can be determined, and the position information of the front and rear vehicles of the target train can be sent to the on-board integrated control unit of the target train, so that the target train can better protect its speed and avoid collision with the front and rear vehicles. Since there are multiple tracks, obtaining train sequencing information from ZC is to more accurately determine the track where the target train is located, so as to avoid sending the wrong front and rear vehicle information to the on-board integrated control unit of the target train.

[0042] The on-board integrated control unit is also used to obtain the status information of the signal ahead from the CI, and perform authorization calculation based on the status information of the signal ahead and the position information of the front and rear vehicles of the current train to achieve speed protection.

[0043] As an optional embodiment, the present invention does not further limit the manner in which the on-board integrated control unit obtains the status information of the front signal from the CI. The signal is used to display information such as the train driving permission status and speed limit. The status information of the signal is usually indicated by different colors or graphics to provide the train driver or the automatic driving system with driving conditions and path status.

[0044] As an optional embodiment, CI (interlocking) is the signal control center of rail transit, responsible for managing the status of signal machines, switch positions and other information to ensure the safety of the train's travel path. CI will transmit the status information of the signal machine ahead (such as passage, speed limit, stop) to the on-board integrated control unit.

[0045] As an optional embodiment, the authorization calculation is that the on-board integrated control unit determines the authorized distance (i.e., the maximum distance allowed to travel) and safe speed of the train based on the status information of the signal and the position information of the front and rear vehicles of the current train. For example, if the signal ahead shows a yellow light or speed limit, the on-board integrated control unit will calculate a gradually decelerating target speed and set the corresponding authorized distance so that the train can smoothly decelerate to a safe speed when it reaches the signal. By linking with CI, the on-board integrated control unit can understand the signal status in real time, ensure that the train always travels within a safe speed range, and avoid accidents caused by unclear signals or speeding. At the same time, the on-board integrated control unit performs authorization calculations, which reduces the degree of dependence on VOBC, so that the train can still achieve speed protection in the event of a failure.

[0046] In an exemplary embodiment, the central train management server is also in communication connection with the ZC in the primary operation control system, and the central train management server is also used to send the location information of all trains on the line to the ZC so that the ZC can manage the degraded mode trains.

[0047] As an optional embodiment, Figure 3 As shown in the figure, the central train management server sends the location information of all trains on the line to the ZC (regional control center) for unified management. Degraded mode train refers to the backup operating mode that the train switches to when there is a partial failure in the system or the operating conditions are restricted. Degraded mode ensures that the train can still operate safely and under control when the main system (such as signal, communication, and control system) fails partially. In order to reduce risks, the train will reduce its speed in degraded mode. Since only some vehicles on a line may have failures and need to be degraded, in this case, in order not to affect the operation of other normal trains, the ZC will manage the degraded mode trains according to the location information of all trains on the line to avoid accidents.

[0048] In an exemplary embodiment, the central train management server is also connected to the ATS in the main operation control system, and the central train management server is also used to send the location information of all trains on the line to the ATS so that the ATS can display the position of the degraded mode train.

[0049] As an optional embodiment, the central train management server establishes a communication connection with the ATS (Automatic Train Monitoring System) in the main operation control system. The central train management server sends the position information of all trains on the line to the ATS in real time so that the ATS can monitor and display the train position in the degraded mode. Through this collaborative work, the ATS can display and manage the position of the train in the degraded mode in real time, provide intuitive operation status information to the dispatcher, and ensure the safety and orderliness of the train operation.

[0050] In an exemplary embodiment, the on-board integrated control unit is further configured to determine speed information of the current train based on the pulse signal.

[0051] As an optional embodiment, as mentioned above, the vehicle-mounted integrated control unit in the present invention is a control unit containing an inertial navigation system. In the present invention, the speed of the target train is indirectly calculated by continuously measuring the distance between the target train and the radar base station, and the speed data obtained by the inertial navigation system is combined to calculate the final train speed. Compared with the speed data measured by a single speed sensor in the prior art, the present invention can obtain a more accurate train speed, so as to better perform speed protection in combination with the status information of the signal machine.

[0052] In an exemplary embodiment, obtaining status information of a front signal includes: When switching from the main operation control system to the backup operation control system, an application message is sent to the CI.

[0053] When CI receives the application message information, it obtains the status information of the front signal sent by CI.

[0054] As an optional embodiment, before switching from the main operation control system to the backup operation control system, the integrated control unit does not participate in the control and does not output relevant braking commands to the vehicle. Only when the driver confirms to enter the backup operation control system, the on-board integrated control unit starts to send application message information to CI. Since CI is responsible for managing the status of the signal, CI will send the status information of the signal to the on-board integrated control unit according to the application message information. Furthermore, the on-board integrated control unit performs authorization calculation based on the status information of the signal.

[0055] In an exemplary embodiment, the on-board integrated control unit is also used to receive platform door status information sent by the CI to achieve linkage control of the train and the platform door.

[0056] As an optional embodiment, the on-board integrated control unit adds a hard-wired interface with the vehicle's door opening and closing buttons, and transmits the door opening and closing commands to the ground interlock through the radar network to realize the platform door linkage function. Specifically, when the train is about to arrive at the platform, the on-board integrated control unit sends the train position and entry status information to the CI. CI determines whether the platform door is allowed to open based on the train's position, entry speed and other conditions, and feeds back the platform door status information to the on-board integrated control unit. After CI confirms that the train has arrived at the designated parking area and has stopped safely, it sends the platform door opening signal to the platform door system, and at the same time sends the platform door status information to the on-board control unit. The on-board integrated control unit receives the platform door status information transmitted by CI, confirms that the platform door has been opened, and prepares to open the vehicle door and platform door synchronously, thereby realizing the linkage control of the train and the platform door.

[0057] In an exemplary embodiment, the central train management server is also used to manage the location information of trains on the entire line and the location information of trackside secondary radar base stations.

[0058] As an optional embodiment, since the on-board integrated control unit of each vehicle will upload the location information to the central management server, the central management server needs to uniformly manage the location information uploaded by the on-board integrated control unit of each vehicle and send it to the ATS at the same time. In addition, in order to determine the location information of adjacent trains, the central train management server also needs to manage the location information of the trackside secondary radar base station to better determine the location information of the front and rear trains.

[0059] The backup operation control system provided by the present invention fills the gap in the backup operation control system in the prior art. After the main operation control system fails, it can take over the main operation control system to continue normal operation and perform speed protection, thereby reducing the impact range of vehicle-borne failures, avoiding delays that may be caused by slowing down driving, and avoiding operation accidents.

[0060] The following describes an operation control method for an urban rail train applied to an operation control system of an urban rail train provided by the present invention. The operation control method for an urban rail train described below and the operation control system embodiments of each urban rail train described above can be referenced to each other, and repeated parts will not be repeated.

[0061] Figure 4 is a flow chart of an operation control method of an urban rail train applied to an operation control system of an urban rail train provided by the present invention, such as Figure 4 As shown, the method includes the following steps S401 to S403.

[0062] Step S401: When the ATP fails or the ATP is degraded to the RM mode, the MMI of the main operation control system prompts to switch to the standby operation control system.

[0063] Step S402: After determining to switch to the backup operation control system, the vehicle-mounted integrated control unit of the backup operation control system obtains the status information of the traffic light ahead from the CI.

[0064] Step S403: Perform authorization calculation based on the status information of the front signal and the position information of the front and rear vehicles of the current train to achieve speed protection.

[0065] As an optional embodiment, in the case of ATP failure or ATP downgraded to RM mode, ATP will communicate with the MMI terminal, and the MMI will prompt the driver to switch to the backup operation control system. After the driver confirms, the backup operation control system is entered. After entering the backup operation control system, the on-board integrated control unit obtains the status information of the front signal from the CI, calculates the authorization in combination with the position information of the front and rear vehicles, and then realizes the safety protection function.

[0066] In some embodiments, the method further includes the following steps S11-S12.

[0067] Step S11: When the ATP mode is upgraded to the CTC mode, the MMI prompts to switch to the main operation control system.

[0068] Step S12: After determining to switch to the main operation control system, the MMI feeds back the switching information to the vehicle-mounted integrated control unit, and the vehicle-mounted integrated control unit stops the control command and disconnects the communication connection with the CI.

[0069] As an optional embodiment, the backup operation control system mainly realizes speed protection. After the fault is eliminated, the backup operation control system needs to switch back to the main operation control system in time. After ATP completes the repositioning and re-upgrades to CTC mode, it applies to the driver through MMI to switch to the main operation control system. After the driver confirms, ATP starts to control the train and the train resumes CTC mode.

[0070] The executor of each step in the above method is an on-vehicle integrated control unit, which can be implemented by software and / or hardware. The control unit can be integrated in an electronic device, which can be a terminal device (such as a smart phone, a personal computer, etc.), a server (such as a local server or a cloud server, or a server cluster, etc.), a processor, a chip, etc.

[0071] Through the description of the above implementation modes, those skilled in the art can clearly understand that each implementation mode can be implemented by means of software plus a necessary general hardware platform, or of course by hardware. Based on such an understanding, the above technical solution can essentially or in other words be embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of each embodiment or some parts of the embodiment.

[0072] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention 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. However, 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 invention.

Claims

1. An operation control system for an urban rail train, characterized in that: include: Main operation control system and standby operation control system; The backup operation control system includes a central train management server, an on-board integrated control unit, an on-board integrated BTM, an on-board secondary radar antenna, and a trackside secondary radar base station; The central train management server is connected to the vehicle-mounted integrated control unit in communication; the vehicle-mounted integrated control unit is connected to the CI in the main operation control system, the vehicle-mounted integrated BTM, and the vehicle-mounted secondary radar antenna in communication; The on-board integrated BTM is used to receive the response information of the trackside transponder and send the response information to the on-board integrated control unit; The vehicle-mounted secondary radar antenna is used to monitor the pulse signal emitted by the trackside secondary radar base station and send the pulse signal to the vehicle-mounted integrated control unit; The on-board integrated control unit is used to determine the position information of the current train based on the response information and the pulse signal, and send the position information of the current train to the central train management server; The central train management server is used to determine the position information of the front and rear vehicles of the target train according to the position information of the trains on the entire line, and send the position information of the front and rear vehicles of the target train to the on-board integrated control unit of the target train; The on-board integrated control unit is also used to obtain the status information of the front signal from the CI, and perform authorization calculation based on the status information of the front signal and the position information of the front and rear vehicles of the current train to achieve speed protection.

2. The operation control system of the urban rail train according to claim 1, characterized in that: The central train management server is also in communication connection with the ZC in the primary operation control system, and the central train management server is also used to send the position information of the entire line trains to the ZC so that the ZC can manage the degraded mode trains.

3. The operation control system of the urban rail train according to claim 2, characterized in that: The central train management server is also in communication connection with the ATS in the primary operation control system, and the central train management server is also used to send the position information of the entire line trains to the ATS, so that the ATS can display the position of the degraded mode train.

4. The operation control system of the urban rail train according to claim 1, characterized in that: The on-board integrated control unit is also used to determine the speed information of the current train based on the pulse signal.

5. The operation control system of the urban rail train according to claim 1, characterized in that: The obtaining of the status information of the front signal includes: In case of switching from the primary operation control system to the backup operation control system, sending application message information to the CI; When the CI receives the application message information, the CI obtains the status information of the signal machine ahead sent by the CI.

6. The operation control system of the urban rail train according to claim 2, characterized in that: The ZC is also used to send the train sequencing information to the central train management server, so that the central train management server determines the front and rear vehicles of the target train according to the train sequencing information.

7. The operation control system of the urban rail train according to claim 1, characterized in that: The on-board integrated control unit is also used to receive the platform door status information sent by the CI to achieve linkage control of the train and the platform door.

8. The operation control system of the urban rail train according to claim 1, characterized in that: The central train management server is also used to manage the location information of the trains on the entire line and the location information of the trackside secondary radar base stations.

9. An urban rail train operation control method, applied to the urban rail train operation control system according to any one of claims 1 to 8, characterized in that: The method comprises: In case of ATP failure or ATP degradation to RM mode, the MMI of the main operation control system prompts switching to the backup operation control system; After determining to switch to the backup operation control system, the vehicle-mounted integrated control unit of the backup operation control system obtains the status information of the front signal from the CI; An authorization calculation is performed based on the status information of the front signal and the position information of the front and rear vehicles of the current train to achieve speed protection.

10. The operation control method of urban rail train according to claim 9, characterized in that: The method further comprises: When the ATP is upgraded to the CTC mode, the MMI prompts to switch to the primary operation control system; After determining to switch to the main operation control system, the MMI feeds back switching information to the vehicle-mounted integrated control unit, and the vehicle-mounted integrated control unit stops the control command and disconnects the communication connection with the CI.

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