Switching method for train control system, train control system and device

Abstract

The application discloses a switching method of a train operation control system, the train operation control system and equipment, and relates to the technical field of track traffic signal control. In the control end and the non-control end, one end is configured with CBTC mode on-board equipment, and the other end is configured with CTCS-0 mode on-board equipment. After detecting that a train crosses a pre-announced point, a train mode switching pre-announcing process is performed according to the non-control end having a cross-execution point movement authorization. In the case that the non-control end replies to accept the mode switching execution request, the validity of the movement authorization is taken as whether the non-control end has an automatic switching condition. If yes, the control end gives up the control right, and the mode switching is completed. If not, manual switching needs to be performed. The switching between the CBTC mode and the CTCS-0 mode is realized, the defects between the two modes are made up, the real four-network fusion coverage is realized, and the flexible deployment is improved.

Description

Technical Field

[0001] This application relates to the field of rail transit signal control technology, and in particular to a switching method, train operation control system and equipment for a train operation control system. Background Technology

[0002] The conventional four-network integration of trunk railways, intercity railways, suburban railways, and urban rail transit only considers the integration of high-speed rail, intercity railways, suburban railways, and urban rail transit, specifically the integration of CTCS2+ Automatic Train Operation (ATO) and Communication Based Train Control System (CBTC) systems, which supports the China Train Control System (CTCS). Existing conventional-speed lines within the trunk railway network—CTCS-0 level lines—are not covered by this conventional four-network integration, resulting in a lack of CTCS-0 system conversion, fragmented network resources, and a lack of flexible allocation.

[0003] Therefore, how to achieve the switching between CTCS-0 and other standards to cover the convergence of four networks is a problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this application is to provide a switching method, train operation control system and equipment for a train operation control system, in order to solve the problem of fragmented road network resources and lack of flexible allocation caused by the lack of CTCS-0 standard conversion in conventional four-network integration.

[0005] To address the aforementioned technical problems, this application provides a switching method for a train operation control system, applied at the control terminal, comprising:

[0006] When the train enters the shared area, the non-control terminal is notified to enter the system switching preparation stage so that the non-control terminal can obtain mobility authorization; wherein, one of the control terminal and the non-control terminal is equipped with CBTC system on-board equipment and the other is equipped with CTCS-0 system on-board equipment.

[0007] When a train is detected to have passed the warning point, a system switching warning is issued to the train based on the non-control terminal having the movement authorization to pass the execution point.

[0008] When the train passes the execution point, a system switching execution request is sent to the non-control terminal;

[0009] If the non-control terminal replies that it accepts the system switching execution request, the control terminal performs system switching execution processing according to the validity of the mobile authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0010] On the one hand, based on the non-control terminal having movement authorization that crosses the execution point, the train is given a system switching warning, including:

[0011] When the non-control terminal notifies the control terminal of its status information that it has the authorization to move beyond the execution point, the first prompt information is output through the human-machine interface in the peripheral device using audio and visual information, so that the train driver can confirm the system switch according to the first prompt information to complete the system switch notification process for the train; if the train driver does not confirm the system switch within a preset time, the train is braked until it stops, and after stopping, the train driver can manually switch the system.

[0012] Correspondingly, the method further includes:

[0013] When the non-control terminal notifies the control terminal via status information that it has not obtained authorization to move beyond the execution point, the second prompt information is output via the human-machine interface in the peripheral device using audio and visual information, and the train is braked until it stops, so that the train driver can manually switch to another position after the train stops.

[0014] On the other hand, the control terminal performs a system switching process based on the validity of the mobile authorization corresponding to the non-control terminal, including:

[0015] When the non-control terminal has a valid handover condition corresponding to the mobile authorization and receives a first type handover execution request feedback sent by the non-control terminal, it relinquishes control and switches the control terminal to a new non-control terminal so that the non-control terminal can be upgraded to a new control terminal.

[0016] When the non-control terminal does not have a valid handover corresponding to the mobile authorization and receives feedback on the second system handover execution request sent by the non-control terminal, or does not receive feedback on the first system handover execution request or the second system handover execution request sent by the non-control terminal within a preset period, a third prompt message is output through the human-machine interface in the peripheral device using audio and visual information; and the train is braked until it stops, so that the train driver can perform manual handover after stopping.

[0017] On the other hand, the distance between the starting point of the shared area and the forecast point is greater than or equal to a first preset distance, wherein the first preset distance is obtained from a first critical tolerance time, a second critical tolerance time, a third critical tolerance time, and a line critical speed; the first critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted equipment to register with the LTE-M network it uses; the second critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted equipment to connect with the ground equipment and complete registration; the third critical tolerance time is the tolerance time for the ground equipment to complete calculation and send a mobility grant to the CBTC-based vehicle-mounted equipment to receive the mobility grant;

[0018] The distance between the warning point and the execution point is greater than or equal to a second preset distance, wherein the second preset distance is obtained by a first configuration time and the line critical speed; the first configuration time is the configuration time for the train driver to react to the first prompt information and confirm the system switch;

[0019] The distance between the execution point and the termination point of the common area is greater than the train braking distance.

[0020] On the other hand, the requirements for setting up the shared management area include:

[0021] Axle counting and track circuitry are simultaneously installed within the shared management area; wherein, the axle counting is used for on-board equipment corresponding to the CBTC standard, and the track circuitry is used for on-board equipment corresponding to the CTCS-0 standard; the LTE-M network used by the CBTC on-board equipment covers the area of ​​the shared management area;

[0022] The starting point, the warning point, the execution point, and the termination point of the shared management area are marked in the line data of the CBTC-based vehicle-mounted equipment and the CTCS-0-based vehicle-mounted equipment, and the equipment information of the CBTC-based vehicle-mounted equipment calling and connecting to the ground equipment is pre-stored in the CBTC-based vehicle-mounted equipment to complete the setting of the shared management area.

[0023] To address the aforementioned technical problems, this application also provides a switching method for a train operation control system, applied to a non-control end, comprising:

[0024] When the train enters the shared area, it receives a request from the control terminal to enter the system switching preparation stage and obtains movement authorization; wherein, of the control terminal and the non-control terminal, one end is equipped with CBTC system on-board equipment and the other end is equipped with CTCS-0 system on-board equipment.

[0025] When the control terminal detects that the train has passed the warning point, the control terminal performs a system switching warning for the train based on the non-control terminal's authorization to move past the execution point.

[0026] When the train passes the execution point, if the system switching execution request sent by the control terminal is received and the control terminal replies to accept the system switching execution request, the control terminal can perform system switching execution processing on the control terminal according to the validity of the movement authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0027] On the one hand, when the control terminal is in CTCS-0 format and the non-control terminal is in CBTC format, the process of obtaining the mobile authorization includes:

[0028] Retrieve pre-stored information;

[0029] Access the wireless network based on the pre-stored information;

[0030] Call the ground equipment in the corresponding area that is not a control terminal type;

[0031] Interact with the ground equipment to obtain the mobility authorization.

[0032] On the other hand, when the control terminal is in CBTC format and the non-control terminal is in CTCS-0 format, the process of obtaining the mobile authorization includes:

[0033] Acquire the first information obtained from the track circuit by the peripheral device;

[0034] Calculate the movement authorization based on the first information.

[0035] To solve the above-mentioned technical problems, this application also provides a train operation control system, including a control terminal and a non-control terminal; wherein, of the control terminal and the non-control terminal, one terminal is equipped with CBTC standard on-board equipment and the other terminal is equipped with CTCS-0 standard on-board equipment;

[0036] The control terminal is used to notify the non-control terminal to enter the system switching preparation stage when the train enters the shared area, so that the non-control terminal can obtain movement authorization; when the train is detected to have passed the warning point, the control terminal performs system switching warning processing on the train according to the non-control terminal having movement authorization to pass the execution point; when the train passes the execution point, the control terminal sends a system switching execution request to the non-control terminal.

[0037] The non-control terminal is used to receive the system switching execution request sent by the control terminal and reply to the control terminal that it accepts the system switching execution request;

[0038] The control terminal is used to perform a system switching execution process on the control terminal according to the validity of the mobile authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0039] To address the aforementioned technical problems, this application also provides an electronic device, comprising:

[0040] Memory, used to store computer programs;

[0041] A processor is used to execute the computer program to implement the steps of the switching method of the train operation control system as described above.

[0042] This application provides a switching method for a train operation control system. First, when a train enters a shared area, the control terminal notifies the non-control terminal to enter the system switching preparation stage. Considering that conventional speed lines only have track circuits and usually do not have transponders, transponders are not needed during the entire switching process, saving costs. By obtaining movement authorization through the non-control terminal, legal passage is ensured at the moment control is officially taken over, allowing the train to pass the switching boundary at a continuous speed curve without braking while waiting for data, thus guaranteeing the line's capacity and operational efficiency. One end of the control terminal and the non-control terminal are equipped with CBTC system on-board equipment, and the other end is equipped with CTCS-0 system on-board equipment to enable switching between CBTC and CTCS-0 systems. Second, once a train is detected to have crossed a warning point, system switching warning processing is performed on the train based on the movement authorization obtained by the non-control terminal for crossing the execution point. When the train passes the execution point, a system switching execution request is sent to the non-control terminal. Considering that the execution point is a pre-calculated geographical coordinate and represents the theoretical boundary between the two systems, only when the train passes the execution point does it mean it has completely left the original operating system and entered the new one. Sending the system switching execution request at the execution point ensures strict synchronization between physical location and control logic. Finally, if the non-control terminal accepts the system switching execution request, the control terminal performs system switching processing based on the validity of the non-control terminal's movement authorization. In practice, the validity of the movement authorization is used to determine whether the non-control terminal automatically meets the switching conditions. If it does, the current control terminal relinquishes control, completing the system switching. If not, manual switching is required. Regardless of the switching method, the final result is the switching between CBTC and CTCS-0 systems. Combined with the system switching functions between CBTC and CTCS2+ATO, and between CTCS-0 and CTCS-2, this will compensate for the lack of conversion between CTCS-0 and CBTC systems, achieving true four-network convergence coverage and improving flexible deployment.

[0043] In addition, this application also provides a switching method, a train operation control system, and electronic equipment for use in a train operation control system applied to a non-control terminal, which have the same beneficial effects as the switching method for use in a train operation control system applied to a control terminal described above. Attached Figure Description

[0044] To more clearly illustrate the embodiments of this application, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0045] Figure 1 A flowchart illustrating a switching method for a train operation control system applied to the control terminal, as provided in an embodiment of this application;

[0046] Figure 2 A schematic diagram of a train activation terminal provided in an embodiment of this application;

[0047] Figure 3 This is a schematic diagram of the structure of a train operation control system provided in an embodiment of this application;

[0048] Figure 4 A schematic diagram of a shared area corresponding to the switch from CTCS-0 to CBTC standard provided in this application embodiment;

[0049] Figure 5 A schematic diagram of a shared area corresponding to the switch from CBTC to CTCS-0 standard provided in this application embodiment;

[0050] Figure 6 This application provides a schematic diagram illustrating the handover preparation process for switching from CTCS-0 to CBTC.

[0051] Figure 7 This application provides a schematic diagram illustrating the handover preparation process for switching from CBTC to CTCS-0.

[0052] Figure 8 This application provides a schematic diagram illustrating a handover preview between CTCS-0 and CBTC standards, as part of an embodiment of the present application.

[0053] Figure 9 This application provides a schematic diagram illustrating a handover preview between CBTC and CTCS-0 standards, as part of an embodiment of the present application.

[0054] Figure 10 This application provides a schematic diagram illustrating the switching execution process from CTCS-0 to CBTC.

[0055] Figure 11 This application provides a schematic diagram illustrating the switching process from CBTC to CTCS-0.

[0056] Figure 12A flowchart illustrating a switching method for a train operation control system applied to a non-control terminal, as provided in an embodiment of this application;

[0057] Figure 13 A schematic diagram of a shared area corresponding to the switch from CBTC to CTCS-2 standard provided in this application embodiment;

[0058] Figure 14 A schematic diagram of a shared area corresponding to the switch from CTCS-2 to CBTC standard provided in this application embodiment;

[0059] Figure 15 A structural diagram of a switching device for a train operation control system applied at the control end, provided in an embodiment of this application;

[0060] Figure 16 A structural diagram of a switching device for a train operation control system applied to a non-control terminal, provided in an embodiment of this application;

[0061] Figure 17 This is a structural diagram of an electronic device provided in an embodiment of this application. Detailed Implementation

[0062] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of this application.

[0063] The core of this application is to provide a switching method, train operation control system and equipment for a train operation control system, in order to solve the problem of fragmented road network resources and lack of flexible allocation caused by the lack of CTCS-0 standard conversion in conventional four-network integration.

[0064] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0065] To support the convergence of four signaling systems, current solutions fall into two categories: terrestrial compatibility and onboard compatibility. Terrestrial compatibility involves simultaneously deploying two signaling systems on the ground, allowing trains to operate without needing to consider changes in signaling standards. Onboard compatibility supports both systems, enabling the switching of onboard control methods to achieve convergence during cross-system operation. Due to the substantial investment required for terrestrial compatibility solutions, which are impractical, current research recommends onboard compatibility solutions.

[0066] Existing signal fusion schemes and switching methods only consider the integration of high-speed rail, intercity rail, suburban rail, and urban rail transit, meaning they only support the integration of CTCS2+ATO and CBTC standards, without considering existing conventional speed lines—CTCS-0 level lines—in trunk railways. In reality, there are over 100,000 km of conventional speed lines, and the stations along these existing lines are often closer to residential areas than those along high-speed rail lines, making them potentially connected to urban rail or suburban rail transit, or even directly serving as suburban or urban rail transit lines. To address the switching issue between CTCS-0 and other standards on conventional speed lines, this application provides a switching method for a train operation control system.

[0067] Figure 1 A flowchart illustrating a switching method for a train operation control system applied to the control terminal, as provided in this application embodiment, is shown below. Figure 1 As shown, it is applied to the control terminal and includes:

[0068] S11: When the train enters the shared area, notify the non-control terminal to enter the system switching preparation stage so that the non-control terminal can obtain the movement authorization;

[0069] Among them, the control end and the non-control end are equipped with CBTC standard vehicle-mounted equipment on one end and CTCS-0 standard vehicle-mounted equipment on the other end;

[0070] S12: When a train is detected to have passed the warning point, the train is given a system switching warning based on the non-control terminal having the movement authorization to pass the execution point.

[0071] S13: When the train passes the execution point, a system switching execution request is sent to the non-control terminal;

[0072] S14: If the non-control terminal responds with an acceptance request for the system switching execution, the control terminal performs system switching execution processing based on the validity of the mobile authorization corresponding to the non-control terminal, so as to transfer control from the control terminal to the non-control terminal.

[0073] Specifically, this application mainly focuses on the switching between CBTC and CTCS-0 systems. For the switching between CTCS-2 and CTCS-0 systems, considering that the C2 (short for CTCS-2) onboard equipment and the Train Monitoring System (LKJ) use existing interfaces for conversion (i.e., all C2 onboard equipment has an interface with the LKJ), high-speed rail lines using the CTCS-2 system use the LKJ as a backup), the level conversion is achieved through interaction between the CTCS-2 level onboard train control equipment and the LKJ equipment, enabling cross-line operation.

[0074] In step S11, the train is waiting to enter the shared management area. The shared management area is a joint management area where two types of control areas are set up, namely the CBTC system and the CTCS-0 system. That is, the transition area where the equipment of the two systems are covered and work together to achieve safe, smooth and seamless switching.

[0075] During train operation, only one master control onboard device, i.e., one control terminal, exists at any given time. Train operation is controlled by the control terminal, and non-control terminals do not output any train control commands. The control terminal device is determined by the area where the train is located. In CTCS-2 standard areas (including CTCS-2 / 3 standard areas and CTCS2+ATO standard areas), the CTCS2+ATO onboard device controls the train operation (abbreviated as C2+ATO); in existing conventional speed line areas (CTCS-0 standard areas), the LKJ device controls the train operation; and in CBTC standard areas, the CBTC onboard device controls the train operation. Control terminal switching is completed through interactive negotiation between the various onboard devices according to prescribed procedures to transfer vehicle control. The on-board equipment corresponding to the standard is divided into host and peripheral equipment. The CBTC on-board host includes the CBTC 2x2 safety processing unit and the CBTC ATO unit; the CTCS-2 on-board host includes the CTCS-2 level 2x2 safety processing unit and the C2 ATO unit; the CTCS-0 on-board host is the LKJ host; the peripheral equipment includes speed and distance measurement units, track circuit readers (TCR), balise transmission modules (BTM), vehicle-to-ground communication units, human-machine interfaces (DMI), etc., which are managed and connected to the relay unit through gateways or interfaces and are shared by all hosts at both ends.

[0076] In this embodiment, a CBTC-standard vehicle-mounted device is configured on one end, and a (CTCS2+ATO)+CTCS-0-standard vehicle-mounted device (LKJ) is configured on the other end. While conventional methods allow for conversion between the CTCS-2 and CBTC standards, this application addresses the lack of a conversion mechanism between the CTCS-0 and CBTC standards.

[0077] Figure 2 This is a schematic diagram of the activation terminal of a train provided in an embodiment of this application, as shown below. Figure 2As shown, the activation end of the train is determined by the operating direction. The end aligned with the positive direction of operation is the activation end. The main control equipment may not be located at the activation end. The driver operates the train from the activation end, using the DMI (Distributed Management Interface) of the activation end. The onboard equipment uses information from peripherals such as BTM (Bus Time Management), TCR (Train Control Record), and speed transmission from the activation end. Regarding the activation end in this application, it corresponds to the train entering the shared management area at the starting point, warning point, execution point, and termination point, all of which are achieved through the train's activation end.

[0078] The train operation control system can be configured according to the actual conditions of the line. If there is a need to switch between three systems at the same time, CBTC on-board equipment is configured on one end, and LKJ and C2+ATO on-board equipment are configured on the other end. If there is only a need to switch between the CTCS-0 level area and the CBTC area, CBTC on-board equipment is configured on one end, and the on-board equipment on the other end can be configured with only LKJ host, omitting the C2+ATO host. If there is only a need to switch between the CTCS-2 level area and the CBTC area, CBTC on-board equipment is configured on one end, and the on-board equipment on the other end can be configured with only C2+ATO host, omitting the LKJ host.

[0079] In the control and non-control terminals, one end is equipped with CBTC-standard vehicle-mounted equipment, and the other end is equipped with (CTCS2+ATO) and CTCS-0-standard vehicle-mounted equipment. Figure 3 This is a schematic diagram of the structure of a train operation control system provided in an embodiment of this application, as shown below. Figure 3As shown, a dual-end single-set equipment configuration scheme is adopted, with CBTC on-board equipment configured at one end and CTCS on-board equipment (including CTCS2+ATO on-board equipment and LKJ equipment) configured at the other end. Furthermore, for other scenarios, such as configuring a complete set of equipment (CTCS2+ATO on-board equipment, CBTC on-board equipment, and LKJ equipment) at each end of the train, or completely integrating the three on-board equipment (CBTC, CTCS-2, and LKJ) into a single device with this integrated device configured at both ends, the switching method of this application can also be applied to these two scenarios. However, other factors need to be considered. For the former scenario, the equipment occupies a large space and has a high cost. In the latter scenario, the research and development and verification costs are high, and the risk of mutual interference between the three system standards increases. Specifically, the railway-specific Global System for Mobile Communications–Railway (GSM-R) antenna and the Long Term Evolution for Metro (LTE-M) antenna acquire the train's real-time location, speed, and ground signal information, and maintain communication with the ground control center to obtain mobility authorization. The gateway is responsible for converting data from the wireless communication system (Mobile Terminal (MT) and Train Access Unit (TAU)) into a format recognizable by the internal network and distributing it to the switches. Two switches form the core of the local area network for ends A and B. All data (control commands, status information, speed measurement data) converges and forwards here, ensuring high-speed data exchange between modules. Taking end A as an example, the host is responsible for executing the CBTC algorithm, calculating the train's movement authorization, controlling the train's speed and braking, and ensuring safe train operation. The recording unit is responsible for recording all key data of train operation (speed, position, commands, etc.) in real time for fault analysis and accident retrospective. The DMI is the screen for driver-system interaction. It displays the speed curve, target distance, and other information calculated by the host to the driver and receives input commands from the driver. The interface management and relay layer is an intermediate layer responsible for managing the physical interfaces of the underlying sensors and performing preliminary signal processing and forwarding. The internal bus connects the interface layer and the core layer. The speed and distance measurement unit accurately calculates the train's real-time speed and distance traveled by collecting data from speed sensors and radar. This is the most fundamental and crucial data in train control. The communication unit includes a TCR (Track Circuit Reader), which receives signals from ground track circuits via its antenna to obtain information about the occupancy of the block section ahead, and a BTM (Borrery Transmitter Module), which reads information from ground transponders (beacons) via its antenna for precise train positioning. Additionally, the train interface unit connects to the train's own hardwired circuitry (such as traction, braking, and door circuits) to execute control commands or collect train status data.

[0080] During the handover preparation phase, when the track circuit indicates that the shared area is clear, the train's movement authorization extends into the shared area. Clearance of the shared area is detected by the track circuit or axle counter, which uses its own operating mechanism to detect whether any wheels are occupied. Once the train enters the shared area, the control unit notifies the non-control units to enter the system handover preparation phase, allowing the non-control units to obtain movement authorization. This phase involves background control logic calculations but does not output control commands.

[0081] In step S12, when the train to be detected crosses the warning point, the non-control terminal performs a system switching warning process based on the movement authorization it has obtained to cross the execution point. The distance between the warning point and the starting point is determined by the train's active terminal. When the control terminal detects that the train has crossed the shared area warning point configured in the line data, the non-control terminal needs to inform the control terminal based on its acquired movement authorization status information, i.e., whether the non-control terminal has obtained movement authorization to cross the execution point, and perform a system switching warning process for the train. It should be noted that if authorized, the train driver will be prompted to confirm via a button. If unauthorized, braking will be applied until the train stops, and the train driver will manually switch the system after stopping.

[0082] In step S13, the distance between the predicted point and the execution point is determined by the train's activation terminal. If the train driver has already confirmed the system switching prediction, when the train passes the execution point configured in the line data, the control terminal sends a system switching execution request to the non-control terminal to facilitate the subsequent formal switching execution.

[0083] In step S14, if the non-control terminal responds with acceptance of the system switching execution request, the control terminal performs system switching execution processing based on the validity of the mobility authorization corresponding to the non-control terminal. Here, the non-control terminal receives the system switching execution request from step S13. If the mobility authorization is valid, a confirmation request needs to be replied to, and control is transferred at this time. If the mobility authorization is invalid, the system switching execution request is rejected. If the control terminal receives the rejection request or does not receive any response within a preset time, it notifies the train driver and brakes the train to a stop for manual stop handover.

[0084] This application provides a switching method for a train operation control system. First, when a train enters a shared area, the control terminal notifies the non-control terminal to enter the system switching preparation stage. Considering that conventional speed lines only have track circuits and usually do not have transponders, transponders are not needed during the entire switching process, saving costs. By obtaining movement authorization through the non-control terminal, legal passage is ensured at the moment control is officially taken over, allowing the train to pass the switching boundary at a continuous speed curve without braking while waiting for data, thus guaranteeing the line's capacity and operational efficiency. One end of the control terminal and the non-control terminal are equipped with CBTC system on-board equipment, and the other end is equipped with CTCS-0 system on-board equipment to enable switching between CBTC and CTCS-0 systems. Second, once a train is detected to have crossed a warning point, system switching warning processing is performed on the train based on the movement authorization obtained by the non-control terminal for crossing the execution point. When the train passes the execution point, a system switching execution request is sent to the non-control terminal. Considering that the execution point is a pre-calculated geographical coordinate and represents the theoretical boundary between the two systems, only when the train passes the execution point does it mean it has completely left the original operating system and entered the new one. Sending the system switching execution request at the execution point ensures strict synchronization between physical location and control logic. Finally, if the non-control terminal accepts the system switching execution request, the control terminal performs system switching processing based on the validity of the non-control terminal's movement authorization. In practice, the validity of the movement authorization is used to determine whether the non-control terminal automatically meets the switching conditions. If it does, the current control terminal relinquishes control, completing the system switching. If not, manual switching is required. Regardless of the switching method, the final result is the switching between CBTC and CTCS-0 systems. Combined with the system switching functions between CBTC and CTCS2+ATO, and between CTCS-0 and CTCS-2, this will compensate for the lack of conversion between CTCS-0 and CBTC systems, achieving true four-network convergence coverage and improving flexible deployment. In some embodiments, the requirements for setting up a shared area include:

[0085] Axle counting and track circuits are installed simultaneously within the shared management area; the axle counting is used for the on-board equipment corresponding to the CBTC standard, and the track circuit is used for the on-board equipment corresponding to the CTCS-0 standard; the LTE-M network used by the CBTC on-board equipment covers the area of ​​the shared management area.

[0086] The starting point, warning point, execution point, and termination point of the shared management area are marked in the line data of both CBTC and CTCS-0 vehicle-mounted equipment. In addition, the CBTC vehicle-mounted equipment stores the equipment information of the CBTC vehicle-mounted equipment calling and connecting to the ground equipment in advance to complete the setting of the shared management area.

[0087] Specifically, both axle counting and track circuitry are installed within the shared management area. Axle counting is used for CBTC-compliant onboard equipment, while track circuitry is used for CTCS-0-compliant onboard equipment. The Long-Term Evolution-Metro (LTE-M) wireless network used by the CBTC-compliant onboard equipment should provide full coverage of the entire shared management area. Since trains must complete handovers within the shared management area during operation, if the handover distance is too long, resulting in an excessively long shared management area coverage, the area can be shortened by reducing the static speed limit of the line. The shared management area should avoid phase-separation zones.

[0088] Since both LKJ and CBTC onboard equipment have stored route data, the start point, end point, handover announcement point, and handover execution point of the shared area must be marked in the route data. The CBTC onboard equipment route data should pre-store information on CBTC onboard call connections to ground equipment (Zone controller (ZC), Computer interlocking (CI), Automatic train supervision (ATS)).

[0089] Figure 4 A schematic diagram of a shared area corresponding to the switch from CTCS-0 to CBTC standard provided in this application embodiment is shown below. Figure 4 As shown, when the train is in the CTCS-0 area, the corresponding control terminal is in CTCS-0 mode, and the non-control terminal is in CBTC mode. Figure 5 A schematic diagram of a shared area corresponding to the switch from CBTC to CTCS-0 standard provided in this application embodiment is shown below. Figure 5 As shown, when the train is in the CBTC area, the corresponding control terminal is in CBTC format, and the non-control terminal is in CTCS-0 format.

[0090] The communication connection here is between the CBTC host and the LKJ host via the onboard signal intranet (Ethernet). They periodically send their own status as heartbeat signals. If no message is received from the other party for a consecutive preset (configurable) period, the connection is considered broken (this may be due to a communication network disconnection or a possible malfunction on the other party). The status sent by the control end includes at least the current train operating system, class, mode, speed, location, connection status with onboard peripherals, connection status with ground equipment, and the current valid movement authority (MA). The status sent by the non-control end includes at least its current class, mode, connection status with onboard peripherals, connection status with ground equipment, and the currently received / calculated movement authority status.

[0091] When a valid message is received again from the other party, the connection is considered restored. If the control unit determines that the connection has been lost, it must notify the driver via audible and visual signals and continuously send heartbeat signals. At this time, system switching should not be considered. If the train has not yet entered the shared control area, normal train control continues. If the train has entered the shared control area and is about to initiate system switching, or has started switching but has not yet completed, an alarm is issued to the driver via audible and visual signals, and the brakes are applied to ensure the train stops within the shared control area. When a non-control unit determines that its connection with the other party has been lost, it takes no action or output, continuously sends heartbeat signals, and waits for the connection to be restored.

[0092] The shared management zone setting method provided in this embodiment utilizes the existing stored data (electronic map) of the onboard equipment to software-encode and digitize the switching logic. The system only needs to read the internal map data through the odometer and positioning algorithm to know the train's position relative to the shared management zone. This greatly reduces the number of ground transponders required, lowers hardware installation costs and long-term maintenance difficulties, and significantly reduces disturbance to ground facilities, especially during the renovation of existing lines. Clearly marked start and end points allow the onboard equipment to clearly define the boundaries of the shared management zone, thereby enabling parallel verification of the two systems in advance within the area (such as speed verification and mode confirmation), ensuring perfect synchronization of the two systems upon reaching the execution point, achieving true seamless connection.

[0093] In some embodiments, the distance between the starting point of the shared area and the forecast point is greater than or equal to a first preset distance, wherein the first preset distance is obtained by a first critical tolerance time, a second critical tolerance time, a third critical tolerance time, and a line critical speed; the first critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted device to register with the LTE-M network it uses; the second critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted device to connect with the ground equipment and complete registration; the third critical tolerance time is the tolerance time for the ground equipment to complete calculation and send a mobility grant to the CBTC-based vehicle-mounted device to receive the mobility grant.

[0094] The distance between the warning point and the execution point is greater than or equal to the second preset distance, wherein the second preset distance is obtained by the first configuration time and the line critical speed; the first configuration time is the configuration time for the train driver to react to the first prompt information and confirm the system switch;

[0095] The distance between the execution point and the termination point of the shared area is greater than the train braking distance.

[0096] Specifically, the distance between the starting point and the forecast point in the shared area should be sufficient for the train to travel that distance in time, enough for the non-controlling onboard equipment to complete registration and obtain the first mobility authorization. Assuming the maximum speed limit of the line is v, the maximum tolerable time for registering with the LTE-M network (first critical tolerance time) is t1, the longest tolerable time for connecting with the ground equipment and completing registration (second critical tolerance time) is t2, and the longest tolerable time for the ground equipment to complete the calculation and send the MA to the onboard equipment to receive the MA is t3 (third critical tolerance time, considering the retransmission time caused by 3 communication losses), its expression is as follows: s1≥v(t1+t2+t3).

[0097] The distance between the warning point and the execution point should satisfy the condition that the time it takes for the train to travel this distance is greater than the configuration time for the train driver to react and press the confirmation button. Its expression is as follows: s2≥v×t4, where S2 is the distance between the warning point and the execution point, the second preset distance is v×t4, and t4 is the first configuration time.

[0098] The distance s3 between the execution point and the end point of the shared area is greater than the train braking distance (the distance the train travels when it stops at the maximum speed limit on the line using service braking).

[0099] This embodiment provides strict constraints on the three key distances: from the forecast point to the start of the shared management area, from the forecast point to the execution point, and from the execution point to the end of the shared management area. This not only defines the geographical scope but also forces the matching of the train's braking performance, communication delay, and positioning error through distance constraints, thereby ensuring the absolute safety and smoothness of cross-system switching.

[0100] In some embodiments, when the control terminal is in CTCS-0 format and the non-control terminal is in CBTC format, the process of obtaining mobile authorization includes:

[0101] Retrieve pre-stored information;

[0102] Access the wireless network based on pre-stored information;

[0103] Call the ground equipment in the corresponding area that is not a control terminal type;

[0104] Interact with ground equipment to obtain mobility authorization.

[0105] Specifically, when the control terminal uses the CTCS-0 standard and the non-control terminal uses the CBTC standard, Figure 6 This application provides a schematic diagram illustrating the handover preparation process for switching from CTCS-0 to CBTC standard, as shown in the embodiments of this application. Figure 6As shown, when the track circuit indicates that the shared area is free, the train's movement authorization extends into the shared area. Once the train enters the shared area, the LKJ onboard equipment notifies the CBTC onboard equipment to enter the handover preparation phase. The CBTC onboard equipment accesses the wireless network based on pre-stored information and begins calling various ground devices (ZC, ATS, CI) in the CBTC area to establish connections. The CBTC onboard equipment interacts with the ZC to obtain movement authorization, but only performs control logic calculations in the background without outputting control commands.

[0106] The non-control terminal acquisition of mobility authorization provided in this embodiment uses LKJ to trigger CBTC to call ground equipment in advance, thus preemptively processing the time-consuming communication connection establishment process within the shared area. When the train arrives at the handover execution point, the CBTC onboard equipment has already established a stable communication link with the ground and obtained mobility authorization. This means that once a handover is needed, CBTC can take over control of train rights in milliseconds, avoiding the train being forced to slow down or stop at the handover point due to waiting for a communication connection or lack of mobility authorization, thus ensuring operational efficiency.

[0107] In some embodiments, when the control terminal is in CBTC format and the non-control terminal is in CTCS-0 format, the process of obtaining mobile authorization includes:

[0108] Acquire the first information obtained from the track circuit by the peripheral device;

[0109] Calculate the movement authorization based on the first piece of information.

[0110] Specifically, when the control terminal uses the CBTC standard and the non-control terminal uses the CTCS-0 standard, Figure 7 This application provides a schematic diagram illustrating the handover preparation for switching from CBTC to CTCS-0 standard, as shown in the embodiments of this application. Figure 7 As shown, when the train's movement authorization extends into the shared area, the train operates within the shared area under the control of the CBTC onboard equipment. The CBTC equipment notifies the LKJ equipment to enter the handover preparation phase; the LKJ calculates the movement authorization based on the information obtained from the track circuit by the TCR, but only performs control logic calculations in the background without outputting control commands.

[0111] In this embodiment, during the non-controller acquisition of mobility authorization, the LKJ continuously calculates the MA (Movement Control) in the background, meaning it is always in a state of readiness to take over. If the CBTC system needs to relinquish control due to a malfunction, or if the train is about to leave the CBTC coverage area, the LKJ does not need to be reinitialized; it can instantly elevate the pre-calculated MA and braking curve to the foreground control commands. This seamless handover completely eliminates speed loss and safety risks during the handover process.

[0112] In some embodiments, the train is given a system switching warning based on a non-control terminal having a movement authorization that crosses the execution point, including:

[0113] When the non-control terminal notifies the control terminal of its own movement authorization beyond the execution point through status information, the first prompt information is output through the human-machine interface in the peripheral device with sound and light information, so that the train driver can confirm the system switch according to the first prompt information to complete the system switch notification processing for the train; if the train driver does not confirm the system switch within the preset time, the train is braked until it stops, and after stopping, the train driver can manually switch.

[0114] Correspondingly, the method also includes:

[0115] If the non-control terminal notifies the control terminal via status information that it has not obtained authorization to move beyond the execution point, the second prompt information is output via the human-machine interface in the peripheral device using audio and visual information, and the train is braked until it stops, so that the train driver can manually switch to other operations after the train stops.

[0116] Specifically, when the control terminal uses the CTCS-0 standard and the non-control terminal uses the CBTC standard, Figure 8 This application provides a schematic diagram illustrating a handover preview between CTCS-0 and CBTC standards, as shown in the embodiments of this application. Figure 8 As shown, the LKJ control terminal detects that the train has passed the shared area warning point configured in the line data. It then determines whether the CBTC non-control terminal has obtained movement authorization. If the CBTC onboard equipment has already notified the LKJ control terminal via status information that it has obtained the MA (Movement Authorization) for passing the execution point, the LKJ control terminal outputs a first prompt message via DMI (Digital Machine Interface) with audible and visual information to remind the driver that a switch is imminent. The driver confirms the prompt via the DMI button. If the driver does not confirm within a preset time, the train begins braking until it stops. After stopping, the driver can manually switch the mode. If the CBTC onboard equipment has not yet obtained movement authorization (i.e., has not obtained movement authorization for passing the execution point), the LKJ control terminal outputs a second prompt message via DMI with audible and visual information, only to remind the driver. At this time, the train brakes until it stops. After stopping, the driver can manually switch the mode.

[0117] When the control terminal uses the CBTC standard and the non-control terminal uses the CTCS-0 standard. Figure 9 This application provides a handover preview diagram for switching from CBTC to CTCS-0 standard, as shown in the embodiments of this application. Figure 9As shown, the CBTC onboard equipment detects that the train has passed the warning point. If the LKJ onboard equipment has previously notified the CBTC onboard equipment that it has the movement authorization to pass the execution point, the CBTC onboard equipment outputs a first prompt message via DMI using audible and visual information, alerting the driver that a switch is imminent. The driver confirms the prompt via the button on the DMI within the configured time. If the driver does not confirm within the preset time, the train begins braking until it stops. After stopping, the driver can manually switch the system. If the LKJ onboard equipment does not yet have the movement authorization to pass the execution point, the CBTC onboard equipment outputs a second prompt message via DMI using audible and visual information, only alerting the driver. The train then brakes to a stop. After stopping, the driver can manually switch the system.

[0118] This embodiment provides corresponding system switching warning processes for both control terminals using the CTCS-0 standard and non-control terminals using the CBTC standard, and vice versa. The warning process essentially provides a preparatory signal to the non-control terminal, utilizing the predicted distance of the train's movement under control to enable the non-control terminal to complete a communication handshake with the ground in the background. Through this warning, the non-control terminal can report its position and request a MA (Management Access Control) from the ground control center (ZC) in advance. When the train reaches the switching execution point, the non-control terminal already holds a valid MA. This means that the moment control is transferred from the control terminal to the non-control terminal, the train immediately enters the continuous speed curve protection zone of the non-control terminal, eliminating the control mode vacuum period and avoiding emergency braking triggered by waiting for authorization.

[0119] In some embodiments, the control terminal performs a system switching process based on the validity of the mobile authorization corresponding to the non-control terminal, including:

[0120] When the non-control terminal has a valid handover condition corresponding to the mobile authorization and receives the feedback of the first type handover execution request sent by the non-control terminal, it relinquishes control and switches the control terminal to the new non-control terminal so that the non-control terminal can be upgraded to the new control terminal.

[0121] If the non-control terminal does not have a valid handover corresponding to the mobile authorization and receives feedback on the second system handover execution request sent by the non-control terminal, or if it does not receive feedback on the first system handover execution request or the second system handover execution request sent by the non-control terminal within a preset period, the third prompt information is output through the human-machine interface in the peripheral device using audio and visual information; and the train is braked until it stops, so that the train driver can perform manual handover after it stops.

[0122] Specifically, when the control terminal uses the CTCS-0 standard and the non-control terminal uses the CBTC standard, Figure 10 This application provides a schematic diagram illustrating the switching execution process from CTCS-0 to CBTC standard, as shown in the embodiments of this application. Figure 10 As shown, if the driver has already confirmed the system switching announcement, when the train crosses the execution point configured in the line data, the LKJ onboard equipment (control terminal) sends a switching execution request to the CBTC onboard equipment. After receiving the switching execution request, if the CBTC onboard equipment meets the switching conditions (MA is still valid and there are no other faults), it replies with a switching confirmation. The LKJ onboard equipment relinquishes control and becomes a non-master control device, no longer controlling the train. The CBTC onboard equipment upgrades to a master control device and controls the train's operation. If the CBTC onboard equipment does not meet the switching conditions at this time, it rejects the switching request. If the LKJ onboard equipment receives the rejection request or fails to receive a response to the switching request within a consecutive preset period, it notifies the driver and controls the train to brake and stop, and then performs a manual stop switching.

[0123] When the control terminal uses the CBTC standard and the non-control terminal uses the CTCS-0 standard. Figure 11 This application provides a schematic diagram illustrating the switching execution process from CBTC to CTCS-0 standard, as shown in the embodiments of this application. Figure 11 As shown, if the driver has already confirmed the system switch, when the train passes the execution point configured in the line data, the CBTC onboard equipment sends a switch execution request to the LKJ onboard equipment. After receiving the switch execution request, if the LKJ onboard equipment meets the switch conditions (MA is still valid and there are no other faults), it replies with a switch confirmation. The CBTC onboard equipment transfers control to the LKJ onboard equipment, switching to a non-master control device and no longer controlling the train. The LKJ onboard equipment is upgraded to a master control device and controls the train operation. If the LKJ onboard equipment does not meet the switch conditions, it rejects the switch request. If the CBTC onboard equipment receives the rejection request or fails to receive a response to the switch request within a consecutive preset period, it notifies the driver and controls the train to brake and stop, and then manual stop switching can be performed.

[0124] This embodiment provides corresponding system switching execution processes for both the control end using the CTCS-0 system and the non-control end using the CBTC system, and for both the control end using the CBTC system and the non-control end using the CTCS-0 system. This ensures a seamless handover of control and a safety net, preventing dangerous situations where the train is unattended or mismanaged during the switching process.

[0125] Furthermore, this application also provides a switching method for a train operation control system applied to a non-control terminal. Figure 12 A flowchart illustrating a switching method for a train operation control system applied to a non-control terminal, as provided in this application embodiment, is shown below. Figure 12 As shown, it includes:

[0126] S21: When the train enters the shared area, it receives a request from the control terminal to enter the system switching preparation stage and obtains movement authorization.

[0127] Among them, the control end and the non-control end are equipped with CBTC standard vehicle-mounted equipment on one end and CTCS-0 standard vehicle-mounted equipment on the other end;

[0128] S22: When the control terminal detects that the train has passed the warning point, the control terminal shall perform a system switching warning for the train based on the non-control terminal having the movement authorization to pass the execution point;

[0129] S23: When the train passes the execution point, receive the system switching execution request sent by the control terminal and reply to accept the system switching execution request, so that the control terminal can perform system switching execution processing on the control terminal according to the validity of the movement authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0130] For a description of the switching method for a train operation control system applied to a non-control terminal provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the switching method for a train operation control system applied to a control terminal.

[0131] Furthermore, this application also provides a train operation control system, including a control terminal and a non-control terminal; wherein, in the control terminal and the non-control terminal, one end is equipped with CBTC standard on-board equipment and the other end is equipped with CTCS-0 standard on-board equipment;

[0132] The control terminal is used to notify the non-control terminal to enter the system switching preparation stage when the train enters the shared area, so that the non-control terminal can obtain the movement authorization; when the train is detected to have passed the warning point, the control terminal performs system switching warning processing on the train based on the non-control terminal's movement authorization to pass the execution point; when the train passes the execution point, the control terminal sends a system switching execution request to the non-control terminal.

[0133] The non-control terminal is used to receive the system switching execution request sent by the control terminal and reply to the control terminal that it accepts the system switching execution request;

[0134] The control terminal is used to perform system switching processing on the control terminal based on the validity of the mobile authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0135] For an introduction to the train operation control system provided in this application, please refer to the above method embodiments. This application will not repeat the details here, but it has the same beneficial effects as the switching method of the above train operation control system.

[0136] In some embodiments, for the switching between CTCS-2 and CBTC systems, since the backup mode for CTCS-3 is CTCS-2, trains equipped with CTCS-2 can also operate normally in CTCS-3 areas. Furthermore, CTCS2+ATO is also compatible with CTCS-2. Therefore, this article will use "CTCS-2 area" to refer to the four system areas: C2, C3, C2+ATO, and C3+ATO. Unless otherwise specified, these four areas will not be distinguished.

[0137] Firstly, regarding the establishment of shared control zones, ground-based shared control zones for both CBTC and CTCS-2 systems are set up at the boundary between the control areas of the two systems. Axle counting and track circuits are installed within the shared control zone to provide occupancy detection information for both the CBTC and CTCS-2 systems. The shared control zone may include one or two block sections, depending on the actual situation. Both the LTE-M wireless networks used by CBTC and the GSM-R wireless networks used by C2+ATO should fully cover the entire shared control zone. The static speed limit of the line in the shared control zone should not exceed the maximum speed limit of the CBTC system (because the maximum speed limit of C2 is greater than that of CBTC). Since trains need to complete handover within the shared control zone during operation, if the handover distance is too long, resulting in an excessively long coverage area for the shared control zone, the range of the shared control zone can be shortened by reducing the static speed limit. The shared control zone should avoid phase-separation zones.

[0138] Figure 13 This application provides a schematic diagram of a shared area for switching from CBTC to CTCS-2 standard, as shown in the embodiments of this application. Figure 13 As shown, when the train is in the CBTC area, the corresponding control terminal is in CBTC format, and the non-control terminal is in CTCS-2 format. Figure 14 A schematic diagram of a shared area corresponding to the switch from CTCS-2 to CBTC standard provided in this application embodiment is shown below. Figure 14 As shown, when the train is in the CTCS-2 area, the corresponding control terminal is in CTCS-2 format, and the non-control terminal is in CBTC format.

[0139] Since the line data for the CTCS-2 level vehicle-mounted ATP all originates from ground transponders, three sets of transponders need to be installed on the ground within the shared area for calling, warning, and execution. Each set contains messages such as calling ground equipment messages, line data messages, and distance to the boundary point. The vehicle-mounted signaling equipment uses these three sets of transponders in the shared area to switch and transfer control.

[0140] Secondly, regarding communication connections, the CBTC host and the C2+ATO host are connected via the onboard signal intranet (Ethernet). They periodically send their own status as heartbeat signals to each other. If no message is received from the other party for a consecutive preset (configurable) period, it is considered that the connection with the other party has been lost (it may be due to a communication network disconnection or a possible failure of the other party). The status sent by the control end includes at least the current train operating system, level, mode, speed, position, direction, connection status with onboard peripherals, communication connection status with ground equipment, and the current valid MA of the train. The status sent by the non-control end includes at least its current level, mode, connection status with onboard peripherals, connection status with ground equipment, and the current received / calculated MA status.

[0141] When a valid message is received from the other party, the connection is considered restored. If the control unit determines that the connection has been lost, it must notify the driver via audible and visual signals and continuously send heartbeat signals. At this time, system switching should not be considered. If the train has not yet entered the shared control area, normal train control continues. If the train has already entered the shared control area and system switching needs to be initiated, or if switching has begun but not yet completed, an alarm is triggered to the driver via audible and visual signals, and braking is applied to ensure the train stops within the shared control area. If the non-control unit determines that the connection has been lost, it takes no action or output, continuously sends heartbeat signals, and waits for the connection to be restored.

[0142] When switching from CBTC to CTCS-2, the master control unit is the control terminal, and the non-master control unit is the non-control terminal. First, switchover preparation is carried out. When the train enters the shared area and the activated BTM passes the call transponder group, the master control onboard equipment (CBTC) sends switchover preparation information to the counterpart onboard equipment (C2+ATO). The C2+ATO onboard equipment starts to establish communication and register with the ground equipment of this system (Communication Control Server (CCS) or Temporary Speed ​​Restriction Server (TSRS)) according to the message information in the call transponder, and obtains the train operation plan. The C2+ATO onboard equipment calculates MA according to the information obtained from the track circuit by TCR, but only performs control logic calculation in the background and does not output control commands.

[0143] When switching from the CBTC system to the C2+ATO system, the call messages in the call transponder are dedicated to providing the C2+ATO system with information to call ground ATO equipment (CCS or TSRS). The distance from the call transponder to the advance transponder should be sufficient to cover that distance at the line speed limit, and adequate for non-master equipment to interact with the ground to obtain mobility authorization and train operation plans under normal circumstances.

[0144] During the handover announcement process, when the train's active terminal (BTM) passes the announcement transponder group: If the C2+ATO onboard equipment has already notified the CBTC onboard equipment that it has obtained movement authorization to cross the handover execution point: If a train schedule has already been obtained from the ground ATO equipment, and AM mode can be entered after the handover, the CBTC onboard equipment will only notify the driver of the impending system switch via audible and visual information from the DMI, without requiring driver confirmation. If a train schedule has not yet been obtained, and FS mode can only be entered after the handover, the CBTC onboard equipment will notify the driver of the impending system switch via audible and visual information from the DMI. The driver should confirm the notification via the button on the DMI within the configured time. If the driver does not complete the confirmation within the configured time, the train will begin braking until it stops. After stopping, the driver can manually switch the system. If the C2+ATO equipment does not yet have an MA capable of crossing the handover execution point, the main control equipment will output a braking command until the train stops. After stopping, the driver can manually switch the system. The distance from the announcement transponder to the execution transponder should ensure that the time it takes for the train to travel this distance is greater than the configured time for the driver to press the confirmation button.

[0145] During the handover process, if the driver has already confirmed the system handover announcement, when the train's active end passes the transponder group, the CBTC onboard equipment sends a handover execution request to the C2+ATO onboard equipment. Upon receiving the request, if the C2+ATO onboard equipment meets the handover conditions (MA is still valid and there are no other faults), it replies with a handover confirmation, and the C2+ATO onboard equipment becomes the master control device, controlling train operation. Simultaneously, the CBTC equipment switches to non-master control and no longer controls the train. If the C2+ATO onboard equipment does not meet the handover conditions, it rejects the handover request. If the CBTC equipment receives a rejection request or fails to receive a response to the handover request for several consecutive preset periods, it notifies the driver and brakes the train to a stop, allowing for manual handover. The distance from the transponder to the end point of the shared area should be greater than the train's braking distance.

[0146] When switching from CTCS-2 to CBTC, the following applies: the master control unit is the control terminal, and the non-master control unit is the non-control terminal. Switching preparation: When the train enters the shared area and the activated BTM passes the call transponder group, the master control onboard equipment (C2+ATO) sends switching preparation information to the counterpart onboard equipment (CBTC). The CBTC onboard equipment, according to the message information in the call transponder, begins communication and registration with the ground equipment (ZC, ATS, CI) of this system, and obtains the MA; however, it only performs control logic calculations in the background and does not output control commands. The distance from the call transponder to the advance transponder should be sufficient to allow the train to travel that distance at the line speed limit, and is also sufficient for the non-master control equipment to interact with the ground to obtain movement authorization and train operation plans under normal circumstances.

[0147] During the handover notification process, when the train's active terminal (BTM) passes the notification transponder group, if the CBTC onboard equipment has already notified the C2+ATO onboard equipment that it has obtained movement authorization to cross the handover execution point: If the train is in AM mode at this time and can directly enter GoA2 level after the handover, the C2+ATO onboard equipment will only notify the driver of the impending system switch via audible and visual information from the DMI, without requiring driver confirmation. If the train is not in AM mode at this time, or cannot enter GoA2 level after the handover, the C2+ATO onboard equipment will notify the driver of the impending system switch via audible and visual information from the DMI. The driver should confirm the notification via the button on the DMI within the configured time. If the driver does not complete the confirmation within the configured time, the train will begin braking until it stops. After stopping, the driver can manually switch the system. If the CBTC onboard equipment does not yet have an MA that can cross the execution point, the C2+ATO onboard equipment will output a braking command until it stops. After stopping, the driver can manually switch the system. The distance from the notification transponder to the execution transponder should ensure that the time it takes for the train to travel this distance is greater than the configured time for the driver to press the confirmation button.

[0148] During the handover process, when the train's active terminal (BTM) passes the transponder group, the master control onboard equipment sends a handover execution request to the counterpart onboard equipment. Upon receiving the request, the non-master control onboard equipment checks the handover conditions. If the conditions for continued operation without stopping during the previous handover announcement are still met, the non-master control equipment switches to master control, the original master control equipment exits control and becomes non-master control, and disconnects from the ground equipment. The handover process is seamless and requires no stopping. If the handover conditions are not met, the original master control equipment stops the train, and then a manual handover is performed. If the driver has already confirmed the system switching announcement, when the train's active end passes the transponder group, the C2+ATO onboard equipment sends a switching execution request to the CBTC onboard equipment. Upon receiving the request, if the CBTC onboard equipment meets the switching conditions (MA is still valid and there are no other faults), it replies with a switching confirmation. The C2+ATO equipment then transfers control to the CBTC onboard equipment and becomes a non-master control device, no longer controlling the train. The CBTC onboard equipment then becomes the master control device and controls the train's operation. If the CBTC onboard equipment does not meet the switching conditions at this time, it rejects the switching request. If the C2+ATO onboard equipment receives the rejection request or fails to receive a response to the switching request for several consecutive preset periods, it notifies the driver and brakes the train to a stop, allowing for manual stopping and switching. The distance from the transponder to the end point of the shared area should be greater than the train's braking distance.

[0149] The foregoing has described in detail various embodiments of the switching method for a train operation control system applied to the control terminal. Based on this, this application also discloses a switching device for a train operation control system applied to the control terminal, corresponding to the aforementioned method. Figure 15This is a structural diagram of a switching device for a train operation control system applied at the control end, provided as an embodiment of this application. Figure 15 As shown, the device includes:

[0150] The first notification module 10 is used to notify the non-control terminal to enter the system switching preparation stage when the train enters the shared management area, so that the non-control terminal can obtain mobility authorization; wherein, one end of the control terminal and the non-control terminal are equipped with CBTC system on-board equipment and the other end is equipped with CTCS-0 system on-board equipment.

[0151] The first processing module 11 is used to perform a system switching warning processing on the train based on the non-control terminal having the movement authorization to cross the execution point when the train is detected to have passed the warning point.

[0152] The first sending module 12 is used to send a system switching execution request to the non-control terminal when the train passes the execution point;

[0153] The second processing module 13 is used to perform a system switching execution process on the control terminal based on the validity of the mobile authorization corresponding to the non-control terminal when the non-control terminal replies with a request to accept the system switching execution, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0154] Since the embodiments of the device part correspond to the embodiments described above, please refer to the embodiments described in the method part for the embodiments of the device part, and will not be repeated here.

[0155] For a description of the switching device for a train operation control system applied to the control terminal provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above-described switching method for the train operation control system.

[0156] Furthermore, this application also discloses a switching device corresponding to the above method, applied to a train operation control system at a non-control end. Figure 16 This is a structural diagram of a switching device for a train operation control system applied to a non-control end, provided as an embodiment of this application. Figure 16 As shown, the device includes:

[0157] The first receiving module 14 is used to receive a request from the control terminal to enter the system switching preparation stage when the train enters the shared area, and to obtain a movement authorization; wherein, one end of the control terminal and the non-control terminal are configured with CBTC system on-board equipment, and the other end is configured with CTCS-0 system on-board equipment.

[0158] The third processing module 15 is used to perform a system switching warning process on the train when the control terminal detects that the train has passed the warning point, based on the fact that the non-control terminal has the movement authorization to pass the execution point.

[0159] The fourth processing module 16 is used to receive the system switching execution request sent by the control terminal when the train passes the execution point, and reply to accept the system switching execution request so that the control terminal can perform system switching execution processing on the control terminal according to the validity of the movement authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

[0160] Since the embodiments of the device part correspond to the embodiments described above, please refer to the embodiments described in the method part for the embodiments of the device part, and will not be repeated here.

[0161] For a description of the switching device for a train operation control system applied to a non-control terminal provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the above-described switching method for the train operation control system.

[0162] Figure 17 A structural diagram of an electronic device provided in an embodiment of this application, such as... Figure 17 As shown, the device includes:

[0163] Memory 21 is used to store computer programs;

[0164] Processor 22 is used to execute computer programs to implement the steps of switching methods for the train operation control system.

[0165] The processor 22 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 22 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 22 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 22 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 22 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0166] The memory 21 may include one or more computer-readable storage media, which may be non-transitory. The memory 21 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 21 is used to store at least the following computer program 211, which, after being loaded and executed by the processor 22, is capable of implementing the relevant steps of the train operation control system switching method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 21 may also include an operating system 212 and data 213, etc., and the storage method may be temporary storage or permanent storage. The operating system 212 may include Windows, Unix, Linux, etc. The data 213 may include, but is not limited to, the data involved in the train operation control system switching method, etc.

[0167] In some embodiments, the electronic device may further include a display screen 23, an input / output interface 24, a communication interface 25, a power supply 26, and a communication bus 27.

[0168] Those skilled in the field can understand, Figure 17 The structures shown do not constitute a limitation on electronic devices and may include more or fewer components than those shown.

[0169] The processor 22 implements the switching method of the train operation control system provided in any of the above embodiments by calling the instructions stored in the memory 21.

[0170] For a description of the electronic device provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the switching method of the above train operation control system.

[0171] Furthermore, this application also provides a computer-readable storage medium storing a computer program, which, when executed by processor 22, implements the steps of the switching method of the train operation control system described above.

[0172] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0173] For a description of the computer-readable storage medium provided in this application, please refer to the above method embodiments. This application will not repeat the description here, but it has the same beneficial effects as the switching method of the above train operation control system.

[0174] The foregoing has provided a detailed description of a switching method, train operation control system, and equipment for a train operation control system provided in this application. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this application without departing from the principles of this application, and these improvements and modifications also fall within the protection scope of this application.

[0175] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes the element.

Claims

1. A switching method for a train operation control system, characterized in that, Applications in the control terminal include: When the train enters the shared management area, the non-control terminal is notified to enter the system switching preparation stage so that the non-control terminal can obtain mobility authorization. One of the control terminal and the non-control terminal is equipped with CBTC-based on-board equipment, and the other with CTCS-0-based on-board equipment. The process of obtaining mobility authorization includes: when the control terminal is in CTCS-0 mode and the non-control terminal is in CBTC mode, obtaining pre-stored information; accessing the wireless network based on the pre-stored information; calling the ground equipment in the corresponding area of ​​the non-control terminal's system; and interacting with the ground equipment to obtain the mobility authorization; or, when the control terminal is in CBTC mode and the non-control terminal is in CTCS-0 mode, obtaining first information obtained from the track circuit by peripheral equipment; and calculating the mobility authorization based on the first information. When a train is detected to have passed the warning point, a system switching warning is issued to the train based on the non-control terminal having the movement authorization to pass the execution point. When the train passes the execution point, a system switching execution request is sent to the non-control terminal; If the non-control terminal replies that it accepts the system switching execution request, the control terminal performs system switching execution processing according to the validity of the mobile authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

2. The switching method of the train operation control system according to claim 1, characterized in that, Based on the non-control terminal having movement authorization that crosses the execution point, the train is given a system switching warning, including: When the non-control terminal notifies the control terminal of its status information that it has the authorization to move beyond the execution point, the first prompt information is output through the human-machine interface in the peripheral device using audio and visual information, so that the train driver can confirm the system switch according to the first prompt information to complete the system switch notification process for the train; if the train driver does not confirm the system switch within a preset time, the train is braked until it stops, and after stopping, the train driver can manually switch the system. Correspondingly, the method further includes: When the non-control terminal notifies the control terminal via status information that it has not obtained authorization to move beyond the execution point, the second prompt information is output via the human-machine interface in the peripheral device using audio and visual information, and the train is braked until it stops, so that the train driver can manually switch to another position after the train stops.

3. The switching method of the train operation control system according to claim 1, characterized in that, Based on the validity of the mobile authorization corresponding to the non-control terminal, the control terminal performs a system switching execution process, including: When the non-control terminal has a valid handover condition corresponding to the mobile authorization and receives a first type handover execution request feedback sent by the non-control terminal, it relinquishes control and switches the control terminal to a new non-control terminal so that the non-control terminal can be upgraded to a new control terminal; When the non-control terminal does not have a valid handover corresponding to the mobile authorization and receives feedback on the second system handover execution request sent by the non-control terminal, or does not receive feedback on the first system handover execution request or the second system handover execution request sent by the non-control terminal within a preset period, a third prompt message is output through the human-machine interface in the peripheral device using audio and visual information; and the train is braked until it stops, so that the train driver can perform manual handover after stopping.

4. The switching method of the train operation control system according to claim 2, characterized in that, The distance between the starting point of the shared area and the forecast point is greater than or equal to a first preset distance, wherein the first preset distance is obtained from a first critical tolerance time, a second critical tolerance time, a third critical tolerance time, and a line critical speed; the first critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted equipment to register with the LTE-M network it uses; the second critical tolerance time is the tolerance time for the CBTC-based vehicle-mounted equipment to connect with the ground equipment and complete registration; the third critical tolerance time is the tolerance time for the ground equipment to complete calculation and send a mobility grant to the CBTC-based vehicle-mounted equipment and receive the mobility grant. The distance between the warning point and the execution point is greater than or equal to a second preset distance, wherein the second preset distance is obtained by a first configuration time and the line critical speed; the first configuration time is the configuration time for the train driver to react to the first prompt information and confirm the system switch; The distance between the execution point and the termination point of the common area is greater than the train braking distance.

5. The switching method of the train operation control system according to claim 4, characterized in that, The requirements for setting up the shared management area include: Axle counting and track circuitry are simultaneously installed within the shared management area; wherein, the axle counting is used for on-board equipment corresponding to the CBTC standard, and the track circuitry is used for on-board equipment corresponding to the CTCS-0 standard; the LTE-M network used by the CBTC on-board equipment covers the area of ​​the shared management area; The starting point, the warning point, the execution point, and the termination point of the shared management area are marked in the line data of the CBTC-based vehicle-mounted equipment and the CTCS-0-based vehicle-mounted equipment, and the equipment information of the CBTC-based vehicle-mounted equipment calling and connecting to the ground equipment is pre-stored in the CBTC-based vehicle-mounted equipment to complete the setting of the shared management area.

6. A switching method for a train operation control system, characterized in that, Applications in non-controlling applications include: When the train enters the shared management area, it receives a request from the control terminal to enter the system switching preparation phase and obtains a mobility authorization. One of the control terminal and the non-control terminal is configured with CBTC-based onboard equipment, and the other with CTCS-0-based onboard equipment. The process of obtaining the mobility authorization includes: when the control terminal is in CTCS-0 mode and the non-control terminal is in CBTC mode, obtaining pre-stored information; accessing the wireless network based on the pre-stored information; calling the ground equipment in the corresponding area of ​​the non-control terminal's system; and interacting with the ground equipment to obtain the mobility authorization; or, when the control terminal is in CBTC mode and the non-control terminal is in CTCS-0 mode, obtaining first information obtained from the track circuit by peripheral equipment; and calculating the mobility authorization based on the first information. When the control terminal detects that the train has passed the warning point, the control terminal performs a system switching warning for the train based on the non-control terminal's authorization to move past the execution point. When the train passes the execution point, if the system switching execution request sent by the control terminal is received and the control terminal replies to accept the system switching execution request, the control terminal can perform system switching execution processing on the control terminal according to the validity of the movement authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

7. A train operation control system, characterized in that, It includes a control terminal and a non-control terminal; wherein, of the control terminal and the non-control terminal, one end is equipped with a CBTC standard vehicle-mounted device and the other end is equipped with a CTCS-0 standard vehicle-mounted device; The control terminal is used to notify the non-control terminal to enter the system switching preparation stage when the train enters the shared area, so that the non-control terminal can obtain mobility authorization; when the train is detected to have passed the warning point, the control terminal performs system switching warning processing on the train based on the non-control terminal's mobility authorization to pass the execution point; when the train passes the execution point, the control terminal sends a system switching execution request to the non-control terminal; wherein, the process of obtaining mobility authorization includes: when the control terminal is in CTCS-0 system and the non-control terminal is in CBTC system, obtaining pre-stored information; accessing the wireless network based on the pre-stored information; calling the ground equipment in the area corresponding to the non-control terminal's system; interacting with the ground equipment to obtain the mobility authorization; or, when the control terminal is in CBTC system and the non-control terminal is in CTCS-0 system, obtaining first information obtained from the track circuit by the peripheral equipment; calculating the mobility authorization based on the first information; The non-control terminal is used to receive the system switching execution request sent by the control terminal and reply to the control terminal that it accepts the system switching execution request; The control terminal is used to perform a system switching execution process on the control terminal according to the validity of the mobile authorization corresponding to the non-control terminal, so as to realize the transfer of control from the control terminal to the non-control terminal.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the switching method of the train operation control system as described in any one of claims 1 to 6.

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