High-speed railway train control system based on hierarchical model

Abstract

The invention provides a high-speed railway train control system based on a hierarchical model. The mobile control layer is used for generating a train working diagram according to input railway operation time and train real-time position data; the safety control layer is used for checking whether a selected route in a train working diagram is dangerous or not and disassembling a safety route into an operation instruction; the object abstraction layer is used for translating the operation instruction transmitted by the safety control layer into a standard instruction which can be understood by track equipment and sending the standard instruction to the equipment abstraction layer; the equipment abstraction layer is used for converting the standard instruction transmitted by the object abstraction layer into a specific protocol instruction and transmitting the specific protocol instruction to the equipment control layer; and the equipment control layer is used for converting the specific protocol instruction into a specific physical action and transmitting the physical action to corresponding equipment for execution. According to the invention, the safety, the efficiency, the reliability and the interconnection and interoperability of high-speed railway operation can be improved, and the advancement and the technical advantages of the train control system in China are kept.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation control, and particularly to a high-speed railway train control system based on a hierarchical model. Background Art

[0002] The train operation control system is an important part of railway technical equipment and a key equipment to ensure the safe, orderly and efficient operation of trains. To adapt to the leapfrog development of the railway, ensure the safety of railway transportation in China, meet the requirements of interoperable operation, and adapt to the implementation of the speed-up strategy and high-speed construction, in 2002, China formulated and promulgated the general rules of the CTCS (China Train Control System) technical specification, which described the technical system and basic framework, and defined 5 levels such as CTCS-0 to CTCS-4. Successively, standards and specifications such as the functional requirements specification, system requirements specification, equipment specification, interface specification and test cases of the train control system were formulated, and the corresponding equipment was developed and successfully applied. As of 2022, the operating mileage of high-speed railways in China has exceeded 40,000 kilometers, and all of them use the CTCS train control system. The technical level of the high-speed railway train control system in China has reached the world advanced level. At the same time, for special scenarios such as the western regions, China is actively carrying out the research and trial application of new train control systems. For example, to meet the needs of the Qinghai-Tibet Railway, a new train control system was developed in 2022, and on-site and laboratory tests were completed. Currently, it is being tried out on the Hotan-Ruoqiang Railway; to adapt to the special line environment of the Sichuan-Tibet Railway, research work on the technical reserve of the train control system for the Sichuan-Tibet Railway is also being carried out.

[0003] Under the support of the European Union, the European Railway Organization began to develop the European Rail Traffic Management System (ERTMS) in 1989 to solve the problem of cross-line operation of trains in railway networked operation, formulated unified ETCS and GSM-R standard specifications, and divided them into three application levels: ETCS-1, ETCS-2 and ETCS-3. It aims to replace the existing train automatic protection systems (including 24 incompatible different ATP systems), improve safety, achieve interoperability, increase transport capacity, and reduce life cycle costs. At present, the ETCS-1 and ETCS-2 level train control systems have matured and can be deployed on a large scale. The European Railway Agency released the ERTMS / ETCS specification baseline Subset-026v3.6.0 in 2016, believing that this specification can be applied on a large scale. However, both the ETCS-1 and ETCS-2 level train control systems are superimposed on the existing signal system infrastructure. Although they can solve the problem of cross-line operation of trains, the system implementation is difficult and costly. In addition, ERTMS only addresses the interoperability issue between the ATP on-board equipment and the ground equipment in the signal system, and does not cover the ground subsystem of the signal system (such as interlocking equipment). Therefore, both the ERTMS user group and the EULYNX consortium believe that a general and simple CCS reference architecture should be studied and defined to support the steps from infrastructure to ERTMS facilities, increase the capacity of the existing network, improve the deployment speed, and reduce the life cycle cost of CCS.

[0004] With the continuous development of the CTCS system, its system complexity is gradually increasing. At present, China has not yet started a systematic study on the architecture modeling, optimization, and modular definition of the high-speed railway train control system.

[0005] Some existing high-speed railway architectures include:

[0006] (1) The ETCS architecture of the European railway train control system

[0007] According to the function division, the ETCS architecture defines two major subsystems: on-board and ground. As shown in the following figure.

[0008] (I) Ground subsystem

[0009] According to the application level, the ground subsystem can be composed of the following parts:

[0010] a) Balise

[0011] A balise is a transmission device that can send telegrams to the on-board subsystem.

[0012] Balises are based on the existing European balise specifications. These documents are included in the framework of the ERTMS / ETCS Level 1 specification.

[0013] The transponder provides an uplink, i.e., the possibility of sending information from the trackside to the on-board subsystem.

[0014] The transponder can provide fixed information or, when connected to a line-side electronic unit, variable information.

[0015] b) Line Electronic Unit (LEU): The line-side electronic device is an electronic device that generates the variable information of the transponder based on the information received from the external trackside system.

[0016] c) Radio communication network (GSM-R): The GSM-R radio communication network is used for two-way information exchange between the on-board subsystem and the RBC or the radio encryption unit.

[0017] d) Radio Block Center (RBC)

[0018] The RBC is a computer-based system that details the information to be sent to the train based on the information received from the external trackside system and the information exchanged with the on-board subsystem. The main purpose of this information is to provide the movement authority, and the interoperability requirements of the RBC are mainly related to the data exchange between the RBC and the on-board subsystem.

[0019] e) Euroloop

[0020] The Euroloop subsystem operates on Level 1 lines and provides in advance the signal information of the next main signal in the train running direction. The Euroloop subsystem consists of on-board functions and one or more trackside components.

[0021] (II) On-board Subsystem

[0022] According to the application level, the on-board subsystem can consist of the following parts:

[0023] a) ERTMS / ETCS on-board equipment: The ERTMS / ETCS on-board equipment is a computer-based system that supervises the operation of the train based on the information exchanged with the ground system.

[0024] b) On-board part of the GSM-R radio communication system: The GSM-R on-board radio communication system is used for two-way information exchange between the on-board subsystem and the RBC

[0025] or the radio encryption unit.

[0026] (2) Existing CTCS-3 Level Train Control System Architecture in China

[0027] (I) The ground equipment of the CTCS-3 level train control system should include the following parts:

[0028] a) Radio Block Center (RBC);

[0029] b) Passive transponder.

[0030] (2) The on-vehicle equipment of the CTCS-3 level train control system shall include the following parts:

[0031] a) Safety computer;

[0032] b) Balise Transmission Module (BTM);

[0033] c) Wireless transmission module;

[0034] d) Driver Machine Interface (DMI);

[0035] e) Train interface unit;

[0036] f) Speed measurement and distance measurement unit;

[0037] g) Recorder (judicial / data recorder).

[0038] The disadvantages of the signal (train control) system in the above-mentioned prior art include: Due to the constraints and influences of technological development, the structure of the signal (train control) system in the prior art is complex, the architecture is not optimized enough, and the devices cannot be fully interconnected. This not only affects the transportation efficiency of the railway network, but also causes problems such as high full-life cycle costs for the construction and maintenance of railway signals. Affected by the development of existing railway signal technologies and system R & D concepts, etc., the architectures of CTCS-2 level and CTCS-3 level train control systems have not reached the optimal state; at the same time, the CTCS-0 / 1 level and the future-oriented CTCS-4 level train control systems have not formed technical specifications. This reflects that the standardization and normalization scope of China's high-speed rail train control system is not comprehensive enough, there are defects in the standardization and modularization of the system architecture and standard system, the train control system architecture cannot achieve true modularization, and the compatibility with low-level systems and existing train control systems is not strong enough. At the same time, in the process of researching new train control systems, it is found that the existing system architecture has limitations for new technology upgrades, and new technologies such as advanced automation technologies, sensing technologies, and artificial intelligence cannot be introduced into the existing architecture, and only the system architecture needs to be redesigned, resulting in a large increase in costs and repeated workloads. Summary of the Invention

[0039] Embodiments of the present invention provide a high-speed railway train control system based on a hierarchical model to effectively improve the performance of the high-speed railway train control system.

[0040] To achieve the above object, the present invention adopts the following technical solutions.

[0041] (Corresponding to the claims)

[0042] As can be seen from the technical solutions provided by the embodiments of the present invention described above, the embodiments of the present invention provide a standardized reference architecture for train control systems applicable to China's high-speed railways. Through the application of standardization and advanced technologies, the safety, efficiency, reliability, and interoperability of high-speed railway operations are further improved, the technological innovation of high-speed railways is promoted, the sustainable iterative development of train control systems is ensured, and the advanced nature and technological advantages of China's train control systems are maintained.

[0043] Additional aspects and advantages of the present invention will be given in part in the following description, and these will become apparent from the following description or be understood through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0045] Figure 1 It is a processing flowchart of a high-speed railway train control system based on a hierarchical model provided by an embodiment of the present invention;

[0046] Figure 2 It is a schematic diagram of the correspondence between the functions of each layer and each layer provided by an embodiment of the present invention;

[0047] Figure 3 It is a usage process diagram of a high-speed railway train control system based on a hierarchical model provided by an embodiment of the present invention;

[0048] Figure 4 It is a schematic diagram of a key control loop in a high-speed railway train control system based on a hierarchical model proposed by an embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0049] The embodiments of the present invention will be described in detail below. Examples of the embodiments are shown in the accompanying drawings, where the same or similar reference numerals represent the same or similar elements or elements with the same or similar functions throughout. The embodiments described below by referring to the accompanying drawings are exemplary and are only used to explain the present invention and should not be construed as limiting the present invention.

[0050] Those skilled in the art can understand that, unless specifically stated otherwise, the singular forms "a", "an", "the" and "said" used herein may also include the plural forms. It should be further understood that the term "comprising" used in the specification of the present invention means the presence of the described features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and / or their groups. It should be understood that when we say that an element is "connected" or "coupled" to another element, it can be directly connected or coupled to other elements, or there may also be intermediate elements. In addition, the "connection" or "coupling" used herein may include wireless connection or coupling. The phrase "and / or" used herein includes any unit and all combinations of one or more of the associated listed items.

[0051] Those skilled in the art can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as the general understanding of those of ordinary skill in the art to which the present invention belongs. It should also be understood that terms such as those defined in a general dictionary should be understood to have a meaning consistent with the meaning in the context of the prior art, and will not be interpreted with an idealized or overly formal meaning unless defined as here.

[0052] For the convenience of understanding the embodiments of the present invention, the following will further explain and illustrate with several specific embodiments in conjunction with the accompanying drawings, and each embodiment does not constitute a limitation on the embodiments of the present invention.

[0053] The structure of a high-speed railway train control system based on a hierarchical model provided by an embodiment of the present invention is as Figure 1 shown, including: a mobile control layer, a safety control layer, an object abstraction layer, a device abstraction layer, and a device control layer.

[0054] The functions of each layer and the corresponding relationships of each layer are as Figure 2 shown. The main functions of each layer are as follows:

[0055] (1) Mobile control layer: When the conditions of the current operating state are met, it is used to implement the operation plan by sending a control request to a single object. For example, changing the switch position or updating the train movement authority. The mobile control layer generates a train operation diagram based on the input data such as railway operation time and real-time train position. The train operation diagram includes the train movement authority / movement authorization of the train number, specifically including information such as the train's driving route, departure time, running speed, track occupancy, and switch position status.

[0056] (2) Safety control layer: It is used to check whether the requests from the upper layer or users affect the safety status of transportation production. If the safety status is affected, control commands are output. At the same time, it also checks the events and global status of all objects and implements emergency responses in case of unsafe situations. After receiving the train operation diagram transmitted by the mobile control layer, the safety control layer checks whether there are dangers on the selected route in the train operation diagram, such as the weight limit of the bridge and whether other trains occupy the track section. The safe route is disassembled into operation instructions, and the operation instructions are transmitted to the object abstraction layer. The above operation instructions include: safety permission (allowing to pass a certain turnout at a certain station), emergency braking instruction (stopping is required when a track circuit fault is detected), turnout / signal control instruction (switching a certain turnout at a certain station to the normal position).

[0057] (3) Object abstraction layer: It is used to combine devices into an abstract object representation and coordinate the execution part of the devices to execute object control commands. Translate the operation instructions transmitted by the safety control layer into standard instructions that the track devices can understand, ignoring the device models, and send the standard instructions to the device abstraction layer. The above standard instructions can include sending a locking command to the switch machine corresponding to the turnout and lighting the green light of the corresponding signal machine.

[0058] (4) Device abstraction layer: It is used to provide abstract device functions and information, as well as abstract device channels / access addresses. Convert the standard instructions transmitted by the object abstraction layer into specific protocol instructions compatible with different manufacturers' devices (such as sending bus messages), and transmit the specific protocol instructions to the device control layer.

[0059] (5) Device control layer: It is used for device control function operations and device management. Convert the specific protocol instructions transmitted by the device abstraction layer into specific physical actions, and transmit the physical actions to the corresponding devices for execution. The above physical actions can include the switch machine moving the turnout and the signal machine lighting the green light. Execute the device feedback status. If there are problems during the execution process, feedback immediately. For example, if the turnout gets stuck, report the fault layer by layer immediately.

[0060] The usage process of a high-speed railway train control system based on a hierarchical model proposed in an embodiment of the present invention is as Figure 3 shown, including the following processing procedures:

[0061] Operation plan execution and control process:

[0062] The mobile control layer generates an operation plan through the ATO (Automatic Train Operation) plan execution module and performs quasi-real-time optimization.

[0063] The safety control layer verifies the safety of the operation plan through the safety protection logic module. The safety control layer is responsible for timely sending request commands to the safety logic at an appropriate time to execute the operation plan.

[0064] The object abstraction layer converts the operation plan into device instructions through the object aggregation module and transmits the device instructions to the device abstraction layer.

[0065] The device abstraction layer performs protocol conversion on the device instructions through the ATO actuator / train permit actuator and transmits the device instructions after protocol conversion to the device control layer.

[0066] The device control layer converts the specific protocol instructions transmitted from the device abstraction layer into specific physical actions, performs automatic driving through the ATO on-vehicle function, and the train monitoring module gives real-time feedback. The device control layer feeds back the execution status of the operation plan to the plan system according to the progress. The execution status describes the executed part and the allocated part in the plan (for example, when the movement authority has been set).

[0067] Quasi-real-time optimization is carried out in the operation plan to control the movement within the given operation performance range. It includes all traditional (non-safety) functions of the interlocking and train control systems.

[0068] Safety protection and management process

[0069] 1. The safety control layer formulates protection rules through the safety protection logic, and the safety management module monitors the global status in real time;

[0070] 2. The object abstraction layer integrates the device status data through the object aggregation module;

[0071] 3. The device abstraction layer collects positioning information through the moving object actuator;

[0072] 4. The device control layer provides the original data through the train positioning / object controller.

[0073] Object aggregation management process

[0074] 1. The object abstraction layer configures the same-source policy through the aggregation rule engine and dynamically integrates the multiple data uploaded by the device abstraction layer;

[0075] 2. The device abstraction layer provides train positioning through the moving object actuator, and the fixed object actuator uploads the status of trackside equipment;

[0076] 3. The safety control layer makes safety decisions by receiving the unified object representation.

[0077] User interaction control process

[0078] 1. The mobile control layer receives the plan change request issued by the operation console;

[0079] 2. The safety control layer performs permission verification through the ID management module;

[0080] 3. The object abstraction layer dynamically registers operation interface elements;

[0081] 4. The device abstraction layer synchronizes input and output across multiple terminals.

[0082] System configuration management process

[0083] 1. The security control layer configures danger mode recognition rules;

[0084] 2. The device abstraction layer registers devices through the device and configuration management module;

[0085] 3. The object abstraction layer establishes device-object mapping relationships;

[0086] 4. The device control layer loads device parameters through the engineering data preparation module.

[0087] Plan execution and control

[0088] Safety protection logic

[0089] Based on the evaluated risks (rule-based), decide whether to approve or reject train operation plan requests. The requests can require changing the status of track devices, creating / modifying / deleting movement authorities, or setting / canceling "hazardous areas". For decision-making, the safety logic stores the status of trackside devices, train operation permits, the positions of movable objects (such as trains), the current hazardous areas, and the station yard map (data of line topology).

[0090] Safety management

[0091] Safety management continuously monitors the status of the system, so that it can identify patterns marked as dangerous situations, which will trigger system safety reactions (such as measures like emergency stop of moving objects, speed reduction, extension of train operation permits, etc.) to prevent or minimize hazards. Hazard mode recognition, hazard modes, and emergency responses are configurable.

[0092] Operator console

[0093] Separate functional logic from user processes, providing process-specific operation fronts for different types of user roles, which can even change in certain events. User interface elements are registered statically and dynamically to the operator console, and user process management calls different sets of user interface elements according to the process situation.

[0094] User interface elements optimize the functions of input and output efficiency as much as possible, provide collaborative front-end functions, and synchronize input and output across multiple devices, and can handle both safe and unsafe user interface elements.

[0095] Object aggregation

[0096] Combine the information received from one or more devices into a unified object representation provided to the safety logic. This unified object representation includes the status of movable objects (such as trains), such as position and extent (length), as well as the status of trackside equipment; at the same time, send the information from the safety protection logic to one or more devices, and this information includes movement authority, status requests for trackside equipment, and warning messages for trackside personnel and drivers. The object aggregation rules should be configurable and have independent homology.

[0097] ATO actuator

[0098] Used to implement communication with all registered ATO vehicles and provide a standardized interface.

[0099] Movement authority actuator

[0100] Train wireless communication module, send the movement authority to the corresponding train, receive the train position report from the train, and forward it to object aggregation.

[0101] Movable object actuator

[0102] Used to manage different types of mobile devices, device positioning and alarm information.

[0103] Fixed object actuator

[0104] Used to communicate with all relevant object controllers. Convert the abstract commands of object aggregation into specific commands of the device; at the same time, it converts the specific status of the device execution into an abstract status.

[0105] ATO on-vehicle function

[0106] Used to implement the automatic driving function and optimize the train speed to make it run according to the plan.

[0107] Train monitoring

[0108] Have the functions of the existing CTCS system, such as the cab signal provides the restricted speed, and have the train operation protection functions, including shunting, degradation, etc.

[0109] Train positioning

[0110] Adopt mobile positioning technology to safely and reliably provide the position and speed information of the train. This component can use different positioning technologies, from the current "balise + running distance" to other sensor inputs, such as satellite positioning or inertial positioning unit.

[0111] Object controller

[0112] The object controller monitors and controls one or more trackside equipment. For each type of trackside equipment (switch, signal, train detection system, level crossing, general IO), there is a corresponding type.

[0113] Engineering / Data Preparation

[0114] Used to provide configuration data for trains and ground equipment.

[0115] Equipment and Configuration Management

[0116] Used to register, set up, and operate equipment, including updating configuration data and software versions.

[0117] ID and Access Management

[0118] ID and Access Management authenticates and authorizes users and technical systems and grants or denies access to the system. Therefore, it needs to store credentials to authenticate entities.

[0119] In the key control loops of a high-speed railway train control system based on a hierarchical model proposed in an embodiment of the present invention, as Figure 4 shown, it includes the following processing procedures;

[0120] (1) L1: Ground Equipment Safety Control

[0121] Interactions:

[0122] Safety logic specifies the state: The trackside equipment is in a determined occupied / idle state;

[0123] Real equipment controller: Has a valid and compliant state.

[0124] Downward information flow: Occupancy demand allocation status.

[0125] Upward information flow: Valid occupied / idle state.

[0126] (2) L2: On-board Equipment Safety Control

[0127] Interactions:

[0128] Safety logic specifies the state: Grants a specific movement authority to the train;

[0129] Real equipment controller: Valid train position, which must conform to the specified state.

[0130] Downward information flow: Movement authority (permission to change position).

[0131] Upward information flow: Valid position during train operation.

[0132] (3) L5-L7: Subsystem Internal Control

[0133] Local control loops, not directly within the scope of the general architecture of the train control system.

[0134] (4) L10-L11: Driving plan and ATO function

[0135] interaction:

[0136] Establish an operational plan (and frequently update / optimize it);

[0137] It is possible to execute the plan faithfully and update the driving plan based on the information obtained from the execution status.

[0138] In summary, the standardized, normalized, and modularized high-speed railway train control system reference system architecture proposed in the embodiment of the present invention, through the design method based on the layered model and the application of advanced technology, can break the existing superimposed system architecture of the train control system, so that the train control system architecture has universality and is no longer restricted by operation scenarios, levels, and different platforms, thereby further improving the safety, efficiency, reliability, and interconnectivity of high-speed railway operation, promoting technological innovation of high-speed railways, ensuring the sustainable iterative development of the train control system, and maintaining the advancement and technological advantages of my country's train control system. The present invention can further expand the scope of standardization and normalization of the train control system, so that the standardization and modularization of the system architecture and standard system are further improved.

[0139] Those skilled in the art can understand that the accompanying drawings are only schematic diagrams of an embodiment, and the modules or processes in the accompanying drawings are not necessarily required to implement the present invention.

[0140] It can be known from the description of the above implementation methods that those skilled in the art can clearly understand that the present invention can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art can be embodied in the form of a software product, which can be stored in a storage medium such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention or certain parts of the embodiments.

[0141] Each embodiment in this specification is described in a progressive manner. For the same or similar parts among the embodiments, reference can be made to each other, and the key point of each embodiment is to illustrate the differences from other embodiments. In particular, for the device or system embodiments, since they are basically similar to the method embodiments, they are described relatively simply, and reference can be made to the corresponding parts of the method embodiments for the relevant content. The device and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed to multiple network units. Some or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. A person of ordinary skill in the art can understand and implement it without creative efforts.

[0142] As described above, the above are only the preferred specific embodiments of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by those skilled in the art within the technical scope disclosed by the present invention should be covered by the protection scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. A high-speed railway train control system based on a hierarchical model, characterized in that Including: A mobile control layer, a security control layer, an object abstraction layer, a device abstraction layer, and a device control layer; The mobile control layer: is used to generate a train operation diagram according to the input railway operation schedule and real-time train position data. The train operation diagram includes the train's driving route, departure time, running speed, track occupancy, and switch position status information, and transmits the train operation diagram to the security control layer; The security control layer: is used to check whether there are any dangers on the selected route in the train operation diagram, disassemble the safe route into operation instructions, and transmit the operation instructions to the object abstraction layer; The object abstraction layer: is used to translate the operation instructions transmitted by the security control layer into standard instructions that the track equipment can understand, and send the standard instructions to the device abstraction layer; The device abstraction layer: is used to convert the standard instructions transmitted by the object abstraction layer into specific protocol instructions compatible with different manufacturers' devices, and transmit the specific protocol instructions to the device control layer; The device control layer: is used to convert the specific protocol instructions transmitted by the device abstraction layer into specific physical actions, and transmit the physical actions to the corresponding devices for execution.

2. The system according to claim 1, characterized in that, The operation instructions include: a safety permission instruction, an emergency braking instruction, and a switch / signal control instruction. The standard instructions include sending a locking command to the switch machine corresponding to the switch and lighting the green light of the corresponding signal.

3. The system according to claim 1, characterized in that, The physical actions include the switch machine moving the switch and the signal lighting the green light. If there are any problems during the execution of the device, the problems will be feedback.

4. The system according to claim 1 or 2 or 3, characterized in that The mobile control layer generates an operation plan through the ATO plan execution module in the train automatic operation mode; The security control layer verifies the safety of the operation plan through the safety protection logic module, and sends a request command to the safety logic to execute the operation plan; The object abstraction layer converts the operation plan into device instructions through the object aggregation module, and transmits the device instructions to the device abstraction layer; The device abstraction layer performs protocol conversion on the device instructions through the ATO actuator / train operation permit actuator, and transmits the protocol-converted device instructions to the device control layer; The device control layer converts the specific protocol instructions transmitted by the device abstraction layer into specific physical actions, executes the physical actions through the ATO on-board function, and feeds back the execution status of the operation plan to the mobile control layer.

5. The system according to claim 1 or 2 or 3, characterized in that The security control layer formulates protection rules through the safety protection logic and monitors the global status in real time through the safety management module; The object abstraction layer integrates device status data through the object aggregation module; The device abstraction layer collects positioning information through the mobile object actuator; The device control layer provides raw data through the train positioning / object controller.

6. The system according to claim 1 or 2 or 3, characterized in that The object abstraction layer configures the same-origin policy through the aggregation rule engine and dynamically integrates the multi-source data uploaded by the device abstraction layer; The device abstraction layer provides train positioning through the mobile object actuator, and the fixed object actuator uploads the status of trackside devices; The safety control layer makes safety decisions by receiving the unified object representation.

7. The system according to claim 1 or 2 or 3, characterized in that The mobile control layer receives a plan change request issued by the operation console; The safety control layer performs permission verification through the ID management module; The object abstraction layer dynamically registers operation interface elements; The device abstraction layer synchronizes multi-terminal input and output.

8. The system according to claim 1 or 2 or 3, characterized in that The safety control layer configures dangerous mode recognition rules; The device abstraction layer registers devices through the device and configuration management module; The object abstraction layer establishes a device-object mapping relationship; The device control layer loads device parameters through the engineering data preparation module.

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