Universal carborne controller for rail traffic, and control method thereof

Abstract

Disclosed are a universal carborne controller for rail traffic, and a control method thereof. The universal carborne controller for rail traffic includes an automatic train protection unit, an automatic train operation unit, a driver machine interface unit, a vehicle input / output unit, a speed-measuring and distance-measuring unit, a balise transmission unit, a rail circuit information receiving unit, a data recording unit and a wireless communication unit which communicate with one another through a high-speed real-time communication bus. When the universal carborne controller operates in a single-mode control mode, protection units matched with a system of a current running line in the automatic train protection unit serve as current main control protection units, and the current main control protection units exclusively access other device units. When the universal carborne controller operates in a multi-mode control mode, the protection units matched with the system of the current running line in the automatic train protection unit serve as a current main control protection unit in turns, and the current main control protection unit accesses other device units in a shared manner. Carborne products of the present disclosure have the advantages of unified architecture, high product reusability and easy expansion.

Description

TECHNICAL FIELD

[0001] The present disclosure relates to the technical field of rail traffic signal safety control, and in particular to a universal carborne controller for rail traffic, and a control method thereof.BACKGROUND

[0002] A carborne controller is one of important devices in a train control system. The carborne controller controls the operation of a train according to movement authorization sent by a trackside device or movement authorization calculated by the carborne controller so as to achieve an automatic driving function of the train. Control modes of the carborne controller include a single-mode control mode of single systems such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS, and a multi-mode control mode of combination of the above different single systems. Control objects of the carborne controller may include different types of trains such as a multiple unit train, an electric locomotive and a diesel locomotive. The above reasons have led to significant differences in system structures and devices of the existing different types of carborne controllers, thereby resulting in that system core components of different types of carborne controllers cannot share resources, the technical achievements cannot be reused and the systems have poor scalability.

[0003] The statement herein only provides a background technology related to the present disclosure, and does not necessarily constitute the prior art.SUMMARY

[0004] An objective of the present disclosure is to provide a universal carborne controller for rail traffic, and a control method thereof. Carborne products have the advantages of unified architecture, high product reusability and easy expansion.

[0005] To achieve the above objective, the present disclosure provides a universal carborne controller for rail traffic, including: a plurality of device units communicating with one another through a high-speed real-time communication bus, where the device units at least include: an automatic train protection unit, an automatic train operation unit, a driver machine interface unit, a vehicle input / output unit, a speed-measuring and distance-measuring unit, a balise transmission unit, a rail circuit information receiving unit, a data recording unit and a wireless communication unit; the automatic train protection unit is configured to achieve a safety protection function of a train, the automatic train operation unit is configured to achieve an automatic train driving function, the driver machine interface unit is configured to achieve an interaction function between the universal carborne controller and a driver, the vehicle input / output unit is configured to achieve an interaction function between the universal carborne controller and a train, the speed-measuring and distance-measuring unit is configured to achieve a universal speed-measuring and distance-measuring function, the balise transmission unit is configured to receive information of an external balise, the rail circuit information receiving unit is configured to achieve a rail circuit information receiving function through a steel rail or a loop line, the data recording unit is configured to achieve a log recording function of the universal carborne controller, the wireless communication unit is configured to achieve a wireless communication function between the universal carborne controller and a ground device, and the high-speed real-time communication bus is configured to achieve real-time and reliable communication between the device units;

[0006] the automatic train protection unit includes a plurality of protection units with different systems and is configured to achieve the safety protection function of the train under the different systems; and

[0007] the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit all have standard abstract function access interfaces, and the standard abstract function access interfaces are configured to shield the difference between different devices of the same type of units.

[0008] The protection units with different systems at least include: a CTCS-2 protection unit, a CTCS-3 protection unit, a CTCS-N protection unit, a TACN protection unit, a CBTC protection unit and a TACS protection unit.

[0009] The automatic train operation unit adopts a multiple unit ATO device or a locomotive ATO device.

[0010] The driver machine interface unit adopts a touch screen DMI device, a button type DMI device or a comprehensive DMI device.

[0011] The speed-measuring and distance-measuring unit adopts a single-speed sensor speed-measuring device, a double-speed / multi-speed sensor speed-measuring device, an accelerometer device, a Doppler radar or a satellite positioning device.

[0012] The balise transmission unit adopts a European balise transmission device, an American balise transmission device or a TAG transmission device.

[0013] The rail circuit information receiving unit adopts a digital rail circuit information receiving device, a simulated rail circuit information receiving device or a loop line information receiving device.

[0014] The data recording unit adopts a judicial recording unit device or a data recording unit device.

[0015] The wireless communication unit adopts a DMR device, a GSM-R circuit domain device, a GSM-R packet domain device or an LTE-M device.

[0016] When the universal carborne controller is configured as a single-end redundant structure, the automatic train protection unit, the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit in the universal carborne controller adopt redundant configurations at the head and the tail of the train, device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus, and the device units at the head and the rail of the train do not form redundancies.

[0017] When the universal carborne controller is configured as a semi-double-end redundant structure, in the universal carborne controller, the vehicle input / output unit adopt redundant configurations at the head and the rail of the train, the automatic train protection unit and the automatic train operation unit adopt redundant configurations only at the head or the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit adopt non-redundant configurations at the head and the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit at the head and the rail of the train form head-rail redundancies, and the device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus.

[0018] The present disclosure further provides a control method of the universal carborne controller for rail traffic. The universal carborne controller operates in a single-mode control mode or a multi-mode control mode;

[0019] when the universal carborne controller operates in the single-mode control mode, protection units matched with the system of a current running line in the automatic train protection unit serve as current main control protection units, and the current main control protection units exclusively access the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus; and

[0020] when the universal carborne controller operates in the multi-mode control mode, the protection units matched with the system of the current running line in the automatic train protection unit serve as the current main control protection units in turns, only one protection unit serves as the current main control protection unit at any time, and the current main control protection unit accesses the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit through the high-speed real-time communication bus in a shared manner.

[0021] When the universal carborne controller operates in a single-mode control mode, ATP software in the current main control protection unit runs on a same main processing board.

[0022] When the universal carborne controller operates in a multi-mode control mode, ATP software in a plurality of protection units serving as the current main control protection unit in turns respectively run in different cores in a same main processing board, or respectively run on a plurality of different main processing boards.

[0023] When the universal carborne controller operates in a multi-mode control mode, a current line system is switched to a destination line system by a manual mode or an automatic mode, and the priority of manual system switching is higher than the priority of automatic system switching.

[0024] When the current line system is switched to the destination line system by the automatic mode, the universal carborne controller obtains destination line system information from a system-switching external physical balise or a system-switching external virtual balise, the current main control protection unit and the protection unit matched with the destination line system will respectively calculate the own health degree, and the protection unit with high health degree will be switched into the current main control protection unit.

[0025] Information from the system-switching external physical balise is received through the balise transmission unit, wireless positioning information is received through the speed-measuring and distance-measuring unit, and corresponding information of the system-switching external virtual balise is generated.

[0026] A method for calculating the health degree includes:

[0027] determining whether the movement authorization of the protection unit is valid, and determining that the health degree is high if the movement authorization is valid;

[0028] determining whether the protection unit triggers emergency braking or full-service braking, where the health degree is high if the emergency braking or full-service braking is not triggered; and

[0029] determining whether the communication state between the protection unit and other device units is normal, where the health degree is high if the communication with other device units is normal.

[0030] By organizing and abstracting general functions, control flow information and data flow information of different devices of the same type of device unit, differences of physical interface, electrical characteristics and proprietary protocols among different devices of the same type of device unit are shielded, standard data flow and control flow information for achieving the general functions of this type of device unit are defined, and a standard abstract function access interface of this type of device unit is sequentially defined.

[0031] When the universal carborne controller is configured as the single-end redundant structure, the automatic train protection unit at the head of the train only accesses other device units at the head of the train, and the automatic train protection unit at the tail of the train only accesses other device units at the tail of the train.

[0032] When the universal carborne controller is configured as the semi-double-end redundant structure, the automatic train protection unit and the automatic train operation unit access other device units at the head and the tail of the train.

[0033] The CTCS-2 protection unit and the multiple unit ATO device control a C2 system multiple unit; the CTCS-3 protection unit and the multiple unit ATO device control a C3 system multiple unit; the CTCS-N protection unit and the multiple unit ATO device control a CN system multiple unit; the CTCS-N protection unit and the locomotive ATO device control a CN system locomotive; the CBTC protection unit and the multiple unit ATO device control a CBTC system multiple unit; the TACS protection unit and the multiple unit ATO device control a TACS system multiple unit; and the TACN protection unit and the locomotive ATO device control a local railway TACN system freight locomotive.

[0034] Compared with the prior art, the present disclosure has the following advantages:

[0035] 1. The unified management of different control modes and control objects by the universal carborne controller is achieved under a unified framework, so that the universal carborne controller has good scalability for new systems, new combined systems and new control objects.

[0036] 2. The resource sharing of internal core components of the universal carborne controller in different application scenarios is achieved under the unified framework, so that the reuse of the development technical achieves is achieved, and the development time and labor are saved.

[0037] 3. Specific devices in the universal carborne controller are abstracted into device units with standard abstract access interfaces, so that the maintenance of the universal carborne controller and product upgrade in the future are facilitated.BRIEF DESCRIPTION OF THE DRAWINGS

[0038] FIG. 1 is a structural schematic diagram of a universal carborne controller for rail traffic according to the present disclosure;

[0039] FIG. 2 is a schematic diagram of a universal carborne controller configured as a single-end redundant structure according to an embodiment of the present disclosure; and

[0040] FIG. 3 is a schematic diagram of a universal carborne controller configured as a semi-double-end redundant structure according to an embodiment of the present disclosure.DETAILED DESCRIPTION OF THE EMBODIMENTS

[0041] The preferred embodiments of the present disclosure are specifically described below according to FIG. 1 to FIG. 3.

[0042] As shown in FIG. 1, the present disclosure provides a universal carborne controller for rail traffic, including: an automatic train protection unit (ATP) 1, an automatic train operation unit (ATO) 2, a driver machine interface unit (DMI) 3, a vehicle input / output unit 4, a speed-measuring and distance-measuring unit 5, a balise transmission unit 6, a rail circuit information receiving unit 7, a data recording unit 8 and a wireless communication unit 9 which communicate with one another through a high-speed real-time communication bus 10, where the automatic train protection unit 1 includes protection units with various systems, specifically including: a CTCS-2 protection unit 101, a CTCS-3 protection unit 102, a CTCS-N protection unit 103, a TACN protection unit 104, a CBTC protection unit 105 and a TACS protection unit 106; the automatic train protection unit 1 is configured to achieve a safety protection function of a train under different systems such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS; the automatic train operation unit 2 is configured to achieve an automatic train driving function; the driver machine interface unit 3 is configured to achieve an interaction function between the universal carborne controller and a driver; the vehicle input / output unit 4 is configured to achieve an interaction function between the universal carborne controller and a train, including safe / unsafe relay input / output, analog input / output, communication with a train control management system (TCMS); the speed-measuring and distance-measuring unit 5 is configured to achieve a universal speed-measuring and distance-measuring function; the balise transmission unit 6 is configured to receive information of external balise; the rail circuit information receiving unit 7 is configured to a rail circuit information receiving function of a steel rail or a loop line; the data recording unit 8 is configured to achieve a log recording function of the universal carborne controller; the wireless communication unit 9 is configured to achieve a wireless communication function between the universal carborne controller and a ground device; and the high-speed real-time communication bus 10 is configured to achieve real-time and reliable communication between the device units.

[0043] The automatic train operation unit 2, the driver machine interface unit 3, the vehicle input / output unit 4, the speed-measuring and distance-measuring unit 5, the balise transmission unit 6, the rail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9 all have standard abstract function access interfaces. By organizing and abstracting general functions, control flow information and data flow information of different devices of the same type of unit, differences of physical interface, electrical characteristics and proprietary protocols among different devices of the same type of unit are shielded, the standard abstract function access interfaces of this type of unit are sequentially defined, and the standard abstract function access interfaces can shield the difference among different devices of the same type of unit.

[0044] When it is necessary to meet the mandatory standard in some specific application fields, as shown in FIG. 2, the universal carborne controller is configured as a single-end redundant structure. As shown in FIG. 2, when the universal carborne controller is configured as the single-end redundant structure, all units (the automatic train protection unit 1, the automatic train operation unit 2, the driver machine interface unit 3, the vehicle input / output unit 4, the speed-measuring and distance-measuring unit 5, the balise transmission unit 6, the rail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9) in the universal carborne controller adopt redundant configurations at the head and the tail of the train, devices at the head and the tail of the train can be connected through a non-high-speed real-time communication bus 10, and the automatic train protection unit 1 at the head of the train (or the tail of the train) only accesses other unit devices at the head of the train (or the tail of the train), so that the system has higher functional redundancy and reliability.

[0045] When it is necessary to meet the functional redundancy and reliability and reduce the number of hardware devices and the cost of the devices, as shown in FIG. 3, the universal carborne controller is configured as a semi-double-end redundant structure, the vehicle input / output unit 4 in the universal carborne controller adopt redundant configurations at the head and the tail of the train, the automatic train protection unit 1 and the automatic train operation unit 2 only adopt redundant configurations at the head or the tail of the train, other units (the driver machine interface unit 3, the speed-measuring and distance-measuring unit 5, the balise transmission unit 6, the rail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9) adopt non-redundant configurations at the head and the tail of the train, other units except the automatic train protection unit 1, the automatic train operation unit 2, the vehicle input / output unit 4 at the head and tail of the train form head-tail redundancies, the automatic train protection unit 1 and the automatic train operation unit 2 can access other unit devices at the head and tail of the train, and the devices at the head and tail of the train are connected by a high-speed real-time communication bus. The cost is lower and the economy is higher on the premise of the functional redundancy and reliability.

[0046] The universal carborne controller provided by the present disclosure can support the train to operate in a single-mode control mode of single systems such as CTCS-2 / CTCS-3 / CTCS-N (novel train control system) / TACN (freight railway train control system based on satellite positioning) / CBTC / TACS, and also can support the train to operate in a multi-mode control model of the combination of the above different single systems. The universal carborne controller can be configured to control the operation of different types of trains such as a multiple unit (such as CTCS-2 / CTCS-3 / CBTC / TACS), an electric locomotive (CTCS-N / TACN) and a diesel locomotive. The universal carborne controller can support a single-end redundant structure and a semi-double-end redundant structure.

[0047] The present disclosure further provides a control method of the universal carborne controller for rail traffic. The universal carborne controller operates in a single-mode control mode or a multi-mode control mode.

[0048] When the universal carborne controller operates in a single-mode control mode, a protection unit (a CTCS-2 protection unit 101, a CTCS-3 protection unit 102, a CTCS-N protection unit 103, a TACN protection unit 104, a CBTC protection unit 105 or a TACS protection unit 106) in the automatic train protection unit 1 matched with the system of the current running line serves as a current main control protection unit, and ATP software in the current main control protection unit operates on a same main processing board (MPB). The current main control protection unit exclusively accesses the automatic train operation unit 2, the driver machine interface unit 3, the vehicle input / output unit 4, the speed-measuring and distance-measuring unit 5, the balise transmission unit 6, the trail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9 through a high-speed real-time communication bus 10.

[0049] When the universal carborne controller operates in a multi-mode control mode, a protection unit (a CTCS-2 protection unit 101, a CTCS-3 protection unit 102, a CTCS-N protection unit 103, a TACN protection unit 104, a CBTC protection unit 105 or a TACS protection unit 106) in the automatic train protection unit 1 matched with the system of the current running line serves as a current main control protection unit in turns, only one protection unit serves as the current main control protection unit at any time, and ATP software in a plurality of protection units serving as the current main control protection unit in turns may respectively run in different cores in a same main processing board (MPB), or may respectively run on a plurality of different main processing boards (MPB). The plurality of protection units serving as the current main control protection unit in turns access the automatic train operation unit 2, the driver machine interface unit 3, the vehicle input / output unit 4, the speed-measuring and distance-measuring 5, the balise transmission unit 6, the rail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9 through the high-speed real-time communication bus 10 in a shared manner.

[0050] In one embodiment, the universal carborne controller in the multi-mode control model operates across different systems of lines, the current line system can be switched to the destination line system manually or automatically, and the priority of manual system switching is higher than the priority of automatic system switching.

[0051] The universal carborne controller is provided with a system selection button, and a driver can manually set the current train operation system or set the system selection as an “automatic” mode. When the system selection button is set as a destination line system, the protection unit matched with the destination line system will become the current main control protection unit. When the system selection button is set as the “automatic” mode, the protection units with different systems in the universal carborne controller adopt a universal system switching system for system switching. After the universal carborne controller obtains destination line system information from a system-switching external physical balise or a system-switching external virtual balise (the balise transmission unit receives information from a system-switching physical balise, and the speed-measuring and distance-measuring unit receives wireless positioning information (such as satellite positioning information) and generates information of a corresponding system-switching virtual balise), the current main control protection unit and the protection unit matched with the destination line system will respectively calculate the own health degree, and the protection unit with high health degree will become the current main control protection unit.

[0052] The calculation of the health degree is required to consider the following factors:

[0053] 1. whether the movement authorization of the protection unit is valid, and the health degree is high if the movement authorization is valid;

[0054] 2. whether the protection unit triggers emergency braking or full-service braking, and the health degree is high if the emergency braking or full-service braking is not triggered; and

[0055] 3. whether the communication state between the protection unit and other units is normal, and the health degree is high if the communication with other units is normal.

[0056] In one embodiment, the automatic train operation unit 2, the driver machine interface unit 3, the vehicle input / output unit 4, the speed-measuring and distance-measuring 5, the balise transmission unit 6, the rail circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9 provide standard abstract function access interfaces for the automatic train protection unit 1 so as to shield the differences among different devices of the same unit in the above units for the automatic train protection unit 1. Specifically, the automatic train operation unit 2 can use a multiple unit ATO device and a locomotive ATO device; the driver machine interface unit 3 may use a touch screen DMI device, a button type DMI device and a comprehensive DMI device; the speed-measuring and distance-measuring unit 5 may use a single-speed sensor speed-measuring device, a double-speed / multi-speed sensor speed-measuring device, an accelerometer device, a Doppler radar and a satellite positioning device; the balise transmission unit 6 may use a European balise transmission device, an American balise transmission device and a TAG transmission device; the rail circuit information receiving unit 7 may use a digital rail circuit information receiving device, a simulated rail circuit information receiving device or a loop line information receiving device; the data recording unit 8 may use a judicial recording unit (JRU) device and a data recording unit (DRU) device; and the wireless communication unit 9 may include a DMR device, a GSM-R (circuit domain) device, a GSM-R (packet domain) device or an LTE-M device.

[0057] In one embodiment, the universal carborne controller can control different types of trains such as a multiple unit train, an electric locomotive and a diesel locomotive by configuring the combination of automatic train protection units 1 with different systems and the corresponding automatic train operation unit 2, specifically including: the CTCS-2 protection unit 101 and the multiple unit ATO device control a C2 system multiple unit; the CTCS-3 protection unit 102 and the multiple unit ATO device control a C3 system multiple unit; the CTCS-N protection unit 103 and the multiple unit ATO device control a CN system multiple unit; the CTCS-N protection unit 103 and the locomotive ATO device control a CN system locomotive; the CBTC protection unit 105 and the multiple unit ATO device control a CBTC system multiple unit; the TACS protection unit 106 and the multiple unit ATO device control a TACS system multiple unit; and the TACN protection unit 104 and the locomotive ATO device control a local railway TACN system freight locomotive (including a diesel engine and an electric locomotive).

[0058] The universal carborne controller provided by the present disclosure adopts a unified architecture to achieve the unified management of different control modes and control objects; the automatic train protection unit, the automatic train operation unit, and other device units that can be accessed in a shared manner can share core component resources of the universal carborne controller; the development technical achievements can be reused; and the scalable automatic train protection unit and other device use with the standard abstract access interfaces enable the universal carborne controller to have good scalability for newly added control modes and control objects.

[0059] It should be noted that in the embodiments of the present disclosure, direction or positional relationships indicated by technical terms “center”, “longitudinal”, “transverse”, “length”, “width”, “thickness”, “upper”, “lower”, “front”, “rear”, “left”, “right”, “vertical”, “horizontal”, “top”, “bottom”, “inner”, “outer”, “clockwise”, “counterclockwise”, “axial”, “radial”, “circumferential” and the like are based on that shown in the accompanying drawings, are merely to describe the embodiments of the present disclosure and does not indicate or imply that the indicated device or component must have a special direction or is constructed and operated in a special direction, and thus cannot be understood as limitations to the present disclosure. Moreover, terms like “first”, “second” and “third” are only used for description, and should not be understood as indicating or implying relative importance.

[0060] In the present disclosure, unless otherwise clearly specified, the terms “mounting”, “interconnection”, “connection” and “fixation” etc. are intended to be understood in a broad sense. For example, the “connection” may be a fixed connection, detachable connection or integral connection; may be a mechanical connection or electrical connection; may be a direct connection or indirect connection using a medium; and may be a communication or interaction between two elements. For those of ordinary skill in the art, the specific meaning of the above-mentioned terms in the present disclosure can be construed according to specific cases.

[0061] Although the content of the present disclosure has been described in detail through the aforementioned preferred embodiments, it should be recognized that the above description should not be considered as limiting the present disclosure. Various modifications and replacements to the present disclosure will become apparent to those skilled in the art upon reading the foregoing content. Accordingly, the protection scope of the present disclosure shall be limited by the appended claims.

Claims

1. A universal carborne controller for rail traffic, comprising: a plurality of device units communicating with one another through a high-speed real-time communication bus, wherein the device units at least comprise: an automatic train protection unit, an automatic train operation unit, a driver machine interface unit, a vehicle input / output unit, a speed-measuring and distance-measuring unit, a balise transmission unit, a rail circuit information receiving unit, a data recording unit and a wireless communication unit; the automatic train protection unit is configured to achieve a safety protection function of a train, the automatic train operation unit is configured to achieve an automatic train operation function, the driver machine interface unit is configured to achieve an interaction function between the universal carborne controller and a driver, the vehicle input / output unit is configured to achieve an interaction function between the universal carborne controller and the train, the speed-measuring and distance-measuring unit is configured to achieve a universal speed-measuring and distance-measuring function, the balise transmission unit is configured to receive information of an external balise, the rail circuit information receiving unit is configured to achieve a rail circuit information receiving function through a steel rail or a loop line, the data recording unit is configured to achieve a log recording function of the universal carborne controller, the wireless communication unit is configured to achieve a wireless communication function between the universal carborne controller and a ground device, and the high-speed real-time communication bus is configured to achieve real-time and reliable communication between the device units;the automatic train protection unit comprises a plurality of protection units with different systems and is configured to achieve the safety protection function of the train under the different systems; andthe automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit all have standard abstract function access interfaces, and the standard abstract function access interfaces are configured to shield a difference between different devices of a same type of units.

2. The universal carborne controller for rail traffic according to claim 1, wherein the protection units with different systems at least comprise: a CTCS-2 protection unit, a CTCS-3 protection unit, a CTCS-N protection unit, a TACN protection unit, a CBTC protection unit and a TACS protection unit.

3. The universal carborne controller for rail traffic according to claim 1, wherein the automatic train operation unit adopts a multiple unit ATO device or a locomotive ATO device.

4. The universal carborne controller for rail traffic according to claim 1, wherein the driver machine interface unit adopts a touch screen DMI device, a button type DMI device or a comprehensive DMI device.

5. The universal carborne controller for rail traffic according to claim 1, wherein the speed-measuring and distance-measuring unit adopts a single-speed sensor speed-measuring device, a double-speed / multi-speed sensor speed-measuring device, an accelerometer device, a Doppler radar or a satellite positioning device.

6. The universal carborne controller for rail traffic according to claim 1, wherein the balise transmission unit adopts a European balise transmission device, an American balise transmission device or a TAG transmission device.

7. The universal carborne controller for rail traffic according to claim 1, wherein the rail circuit information receiving unit adopts a digital rail circuit information receiving device, a simulated rail circuit information receiving device or a loop line information receiving device.

8. The universal carborne controller for rail traffic according to claim 1, wherein the data recording unit adopts a judicial recording unit device or a data recording unit device.

9. The universal carborne controller for rail traffic according to claim 1, wherein the wireless communication unit adopts a DMR device, a GSM-R circuit domain device, a GSM-R packet domain device or an LTE-M device.

10. The universal carborne controller for rail traffic according to claim 1, wherein when the universal carborne controller is configured as a single-end redundant structure, the automatic train protection unit, the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit in the universal carborne controller adopt redundant configurations at both a head and a tail of the train, device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus, and the device units at the head and the rail of the train do not form redundancies.

11. The universal carborne controller for rail traffic according to claim 1, wherein when the universal carborne controller is configured as a semi-double-end redundant structure, in the universal carborne controller, the vehicle input / output unit adopt redundant configurations at both the head and the rail of the train, the automatic train protection unit and the automatic train operation unit adopt redundant configurations only at the head or the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit adopt non-redundant configurations at both the head and the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit at the head and the rail of the train all form head-rail redundancies, and device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus.

12. A control method of the universal carborne controller for rail traffic according to claim 1, wherein the universal carborne controller operates in a single-mode control mode or a multi-mode control mode;when the universal carborne controller operates in the single-mode control mode, protection units matched with a system of a current running line in the automatic train protection unit serve as current main control protection units, and the current main control protection units exclusively access the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus; andwhen the universal carborne controller operates in the multi-mode control mode, the protection units matched with the system of the current running line in the automatic train protection unit serve as a current main control protection unit in turns, only one protection unit serves as the current main control protection unit at any time, and the current main control protection unit accesses the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit through the high-speed real-time communication bus in a shared manner.

13. The control method of the universal carborne controller for rail traffic according to claim 12, wherein when the universal carborne controller operates in the single-mode control mode, ATP software in the current main control protection unit runs on a same main processing board.

14. The control method of the universal carborne controller for rail traffic according to claim 12, wherein when the universal carborne controller operates in the multi-mode control mode, ATP software in a plurality of protection units serving as the current main control protection unit in turns respectively run in different cores in a same main processing board, or respectively run on a plurality of different main processing boards.

15. The control method of the universal carborne controller for rail traffic according to claim 12, wherein when the universal carborne controller operates in the multi-mode control mode, a current line system is switched to a destination line system by a manual mode or an automatic mode, and a priority of manual system switching is higher than a priority of automatic system switching.

16. The control method of the universal carborne controller for rail traffic according to claim 15, wherein when the current line system is switched to the destination line system by the automatic mode, the universal carborne controller obtains destination line system information from a system-switching external physical balise or a system-switching external virtual balise, the current main control protection unit and a protection unit matched with the destination line system respectively calculate an own health degree, and a protection unit with a high health degree is switched into a current main control protection unit.

17. The control method of the universal carborne controller for rail traffic according to claim 16, wherein information from the system-switching external physical balise is received through the balise transmission unit, wireless positioning information is received through the speed-measuring and distance-measuring unit, and corresponding information of the system-switching external virtual balise is generated.

18. The control method of the universal carborne controller for rail traffic according to claim 16, wherein a method for calculating a health degree comprises:determining whether a movement authorization of a protection unit is valid, wherein the health degree is high if the movement authorization is valid;determining whether the protection unit triggers emergency braking or full-service braking, wherein the health degree is high if the emergency braking or the full-service braking is not triggered; anddetermining whether a communication state between the protection unit and other device units is normal, wherein the health degree is high if communication with the other device units is normal.

19. The control method of the universal carborne controller for rail traffic according to claim 12, wherein by organizing and abstracting general functions, control flow information and data flow information of different devices of a same type of device unit, differences of physical interface, electrical characteristics and proprietary protocols among different devices of the same type of device unit are shielded, standard data flow and control flow information for achieving the general functions of this type of device unit are defined, and standard abstract function access interfaces of this type of device unit are sequentially defined.

20. The control method of the universal carborne controller for rail traffic according to claim 12, wherein when the universal carborne controller is configured as the single-end redundant structure, the automatic train protection unit, the automatic train operation unit, the driver machine interface unit, the vehicle input / output unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit in the universal carborne controller adopt redundant configurations at both a head and a tail of the train, device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus, and the device units at the head and the rail of the train do not form redundancies.

21. The control method of the universal carborne controller for rail traffic according to claim 12, wherein when the universal carborne controller is configured as the semi-double-end redundant structure, in the universal carborne controller, the vehicle input / output unit adopt redundant configurations at both the head and the rail of the train, the automatic train protection unit and the automatic train operation unit adopt redundant configurations only at the head or the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit adopt non-redundant configurations at both the head and the rail of the train, the driver machine interface unit, the speed-measuring and distance-measuring unit, the balise transmission unit, the rail circuit information receiving unit, the data recording unit and the wireless communication unit at the head and the rail of the train all form head-rail redundancies, and device units at the head and the rail of the train are connected through a non-high-speed real-time communication bus.

22. The control method of the universal carborne controller for rail traffic according to claim 12, wherein the CTCS-2 protection unit and the multiple unit ATO device control a C2 system multiple unit; the CTCS-3 protection unit and the multiple unit ATO device control a C3 system multiple unit; the CTCS-N protection unit and the multiple unit ATO device control a CN system multiple unit; the CTCS-N protection unit and the locomotive ATO device control a CN system locomotive; the CBTC protection unit and the multiple unit ATO device control a CBTC system multiple unit; the TACS protection unit and the multiple unit ATO device control a TACS system multiple unit; and the TACN protection unit and the locomotive ATO device control a local railway TACN system freight locomotive.

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