Universal on-board controller for rail transit, and control method using same

Abstract

A universal on-board controller for rail transit, and a control method using same. The universal on-board controller for rail transit comprises an automatic train protection unit (1), an automatic train operation unit (2), a driver machine interface unit (3), a vehicle input / output unit (4), a speed and distance measurement unit (5), a balise transmission unit (6), a track circuit information receiving unit (7), a data recording unit (8) and a wireless communication unit (9) which communicate with one another by means of a high-speed real-time communication bus. When the universal on-board controller operates in a single-mode control mode, a protection unit, which matches the standard of the current operation line, in the automatic train protection unit (1) serves as the current main control protection unit, and the current main control protection unit has exclusive access to the other device units; and when the universal on-board controller operates in a multi-mode control mode, protection units, which match the standard of the current operation line, in the automatic train protection unit (1) take turns to serve as the current main control protection unit, and the current main control protection unit shares access to the other device units. The on-board product has a unified architecture and a high product reuse rate, and is easily expanded.

Description

A universal on-board controller for rail transit and control method thereof Technical Field

[0001] The present invention relates to the technical field of rail transit signal safety control, and in particular to a universal on-board controller for rail transit and a control method thereof. Background Art

[0002] The onboard controller is one of the important devices in the train control system. The onboard controller controls the train operation based on the mobile authorization sent by the trackside equipment or the mobile authorization calculated by itself, realizing the train automatic driving function. The control modes of the onboard controller include single-mode control modes of single standards such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS, and multi-mode control modes that combine different single standards mentioned above. The control objects of the onboard controller can include different types of trains such as EMU trains, electric locomotives and diesel locomotives. The above reasons lead to large differences in the system structure and equipment composition of different types of onboard controllers, resulting in the inability to share resources and reuse technical achievements of the core components of different types of onboard control systems, and poor system scalability.

[0003] The statements herein merely provide background information related to the present invention and do not necessarily constitute prior art. Disclosure of the invention

[0004] The object of the present invention is to provide a universal on-board controller for rail transit and a control method thereof, which has a unified on-board product architecture, high product reuse, and is easy to expand.

[0005] In order to achieve the above-mentioned object, the present invention provides a universal on-board controller for rail transit, comprising: a plurality of device units that communicate with each other via a high-speed real-time communication bus, the device units comprising at least: an automatic train protection unit, an automatic train driving unit, a driver-train interface unit, a vehicle input-output unit, a speed and distance measuring unit, a transponder transmission unit, a track circuit information receiving unit, a data recording unit, and a wireless communication unit; the automatic train protection unit is used to implement a train safety protection function, the automatic train driving unit is used to implement an automatic train driving function, the driver-train interface unit is used to implement an interaction function between the universal on-board controller and the driver, the vehicle input-output unit is used to implement an interaction function between the universal on-board controller and the train, the speed and distance measuring unit is used to implement a universal speed and distance measuring function, the transponder transmission unit is used to receive information from an external transponder, the track circuit information receiving unit is used to implement a track circuit information receiving function via a rail or a loop line, the data recording unit is used to implement a log recording function of the universal on-board controller, the wireless communication unit is used to implement a wireless communication function between the universal on-board controller and ground equipment, and the high-speed real-time communication bus is used to implement real-time and reliable communication between the above-mentioned device units;

[0006] The automatic train protection unit includes a variety of protection units of different standards, which are used to implement the safety protection function of the train under different standards;

[0007] The automatic train driving unit, driver-train interface unit, vehicle input and output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit all have a standard abstract function access interface, which is used to shield the differences between different devices of the same type of units.

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

[0009] The automatic train driving unit adopts EMU ATO equipment or locomotive ATO equipment.

[0010] The driver train interface unit adopts a touch screen DMI device, a key-type DMI device, or an integrated DMI device.

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

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

[0013] The track circuit information receiving unit adopts a digital track circuit information receiving device, an analog track circuit information receiving device, or a loop line information receiving device.

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

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

[0016] When the universal on-board controller is configured as a single-ended redundant structure, the automatic train protection unit, automatic train driving unit, driver-train interface unit, vehicle input and output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit in the universal on-board controller are redundantly configured at the head and tail of the train. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus, and there is no redundancy between the equipment units at the head and tail of the train.

[0017] When the universal on-board controller is configured as a semi-double-ended redundant structure, the vehicle input and output units in the universal on-board controller are redundantly configured at both the head and the tail of the train, the automatic train protection unit and the automatic train driving unit are redundantly configured only at the head or the tail of the train, the driver train interface unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit are non-redundantly configured at both the head and the tail of the train, the driver train interface unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit in the head and the tail of the train all constitute head and tail redundancy, and the equipment units at the head and the tail of the train are connected by a non-high-speed real-time communication bus.

[0018] The present invention also provides a control method for a universal on-board controller for rail transit, wherein the universal on-board controller operates in a single-mode control mode or in a multi-mode control mode;

[0019] When the universal on-board controller operates in a single-mode control mode, the protection unit in the automatic train protection unit that matches the standard of the current operating line serves as the current master protection unit, and the current master protection unit exclusively accesses the automatic train driving unit, the driver-train interface unit, the vehicle input and output unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus;

[0020] When the universal on-board controller operates in a multi-mode control mode, the protection units in the automatic train protection unit that match the standard of the current operating line take turns as the current master protection unit. At any time, there is one and only one protection unit as the current master protection unit. The current master protection unit shares access to the automatic train driving unit, the driver-train interface unit, the vehicle input and output unit, the speed and distance measurement unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus.

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

[0022] When the universal vehicle controller operates in a multi-mode control mode, the ATP software in multiple protection units that take turns serving as the current main control protection unit runs in different cores in the same main processing board, or runs on multiple different main processing boards.

[0023] When the universal vehicle-mounted controller operates in the multi-mode control mode, the current line mode is switched to the target line mode manually or automatically, and the priority of the manual mode switching is higher than the priority of the automatic mode switching.

[0024] When an automatic method is used to switch from the current line standard to the destination line standard, the universal vehicle-mounted controller obtains the destination line standard information from the standard switching external physical responder or the standard switching external virtual responder. The current master protection unit and the protection unit matching the destination line standard will respectively calculate their own health, and the protection unit with higher health will be switched to become the current master protection unit.

[0025] The transponder transmission unit receives information from the standard switching physical transponder, and the speed and distance measurement unit receives wireless positioning information and generates corresponding standard switching virtual transponder information.

[0026] The method for calculating health includes:

[0027] Determine whether the protection unit's mobile authorization is valid. If the mobile authorization is valid, the health level is high;

[0028] Determine whether the protection unit triggers emergency braking or full-service braking. If neither emergency braking nor full-service braking is triggered, the health level is high;

[0029] Determine whether the communication status between the protection unit and other equipment units is normal. If the communication with other equipment units is normal, the health level is high.

[0030] By sorting out and abstracting the common functions, control flow information, and data flow information of different devices in the same type of device unit, shielding the differences in physical interfaces, electrical characteristics, and dedicated protocols between different devices in the same type of device unit, defining standard data flow and control flow information for implementing the common functions of this type of device unit, and defining the standard abstract function access interface of this type of device unit in turn.

[0031] When the universal on-board controller is configured as a single-ended redundant structure, the automatic train protection unit at the head of the train only accesses other equipment units at the head of the train, and the automatic train protection unit at the rear of the train only accesses other equipment units at the rear of the train.

[0032] When the universal on-board controller is configured as a semi-double-ended redundant structure, the automatic train protection unit and the automatic train driving unit access other equipment units at the head and tail of the train.

[0033] The CTCS-2 protection unit and EMU ATO equipment realize the control of C2 standard EMUs; the CTCS-3 protection unit and EMU ATO equipment realize the control of C3 standard EMUs; the CTCS-N protection unit and EMU ATO equipment realize the control of CN standard EMUs; the CTCS-N protection unit and locomotive ATO equipment realize the control of CN standard locomotives; the CBTC protection unit and EMU ATO equipment realize the control of CBTC standard EMUs; the TACS protection unit and EMU ATO equipment realize the control of TACS standard EMUs; the TACN protection unit and locomotive ATO equipment realize the control of TACN standard freight locomotives of local railways.

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

[0035] 1. Under a unified architecture, the universal vehicle controller can achieve unified management of different control modes and control objects, making the universal vehicle controller well scalable for new standards, new combination standards and new control objects.

[0036] 2. Under a unified architecture, the internal core component resources of the universal vehicle controller in different application scenarios can be shared, which improves the reuse of development technology results and saves development time and manpower.

[0037] 3. Abstracting specific devices in the universal vehicle controller into device units with standard abstract access interfaces will facilitate future maintenance and product upgrades of the universal vehicle controller. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] FIG1 is a schematic structural diagram of a universal on-board controller for rail transit provided by the present invention.

[0039] FIG2 is a schematic diagram of a universal vehicle-mounted controller configured as a single-ended redundant structure in an embodiment of the present invention.

[0040] FIG3 is a schematic diagram of a general vehicle-mounted controller configured as a semi-double-ended redundant structure in an embodiment of the present invention. Best Mode for Carrying Out the Invention

[0041] The preferred embodiment of the present invention will be described in detail below with reference to FIG1 to FIG3 .

[0042] As shown in Figure 1, the present invention provides a universal on-board controller for rail transit, comprising: an automatic train protection unit (ATP) 1, an automatic train driving unit (ATO) 2, a driver train interface unit (DMI) 3, a vehicle input and output unit 4, a speed and distance measurement unit 5, a transponder transmission unit 6, a track circuit information receiving unit 7, a data recording unit 8 and a wireless communication unit 9, which communicate with each other through a high-speed real-time communication bus 10. The automatic train protection unit 1 includes protection units of multiple standards, 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 used to implement train operation under different standards such as CTCS-2 / CTCS-3 / CTCS-N / TACN / CBTC / TACS. The automatic train driving unit 2 is used to realize the automatic train driving function, the driver train interface unit 3 is used to realize the interaction function between the universal on-board controller and the driver, the vehicle input and output unit 4 is used to realize the interaction function between the universal on-board controller and the train, including safety / non-safety relay input / output, analog input / output, and communication with TCMS (train control management system), etc. The speed and distance measurement unit 5 is used to realize the universal speed and distance measurement function, the transponder transmission unit 6 is used to receive information from an external transponder, the track circuit information receiving unit 7 is used to realize the track circuit information receiving function through rails or loops, the data recording unit 8 is used to realize the log recording function of the universal on-board controller, the wireless communication unit 9 is used to realize the wireless communication function between the universal on-board controller and the ground equipment, and the high-speed real-time communication bus 10 is used to realize real-time and reliable communication between the above units.

[0043] The automatic train driving unit 2, driver-train interface unit 3, vehicle input and output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8 and wireless communication unit 9 all have a standard abstract function access interface. By sorting out and abstracting the common functions, control flow information, and data flow information of different devices of the same type of units, the differences in physical interfaces, electrical characteristics, special protocols, etc. between different devices of the same type of units are shielded, and the standard data flow and control flow information for implementing the common functions of this type of unit are defined, and the standard abstract function access interface of this type of unit is defined in turn. The standard abstract function access interface can shield the differences between different devices of the same type of units.

[0044] When it is necessary to comply with mandatory standards in certain specific application areas, as shown in Figure 2, the universal on-board controller is configured as a single-ended redundant structure. As shown in Figure 2, when the universal on-board controller is configured as a single-ended redundant structure, all units in the universal on-board controller (automatic train protection unit 1, automatic train driving unit 2, driver-train interface unit 3, vehicle input and output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8 and wireless communication unit 9) are redundantly configured at the head and tail of the train. The equipment at the head and tail of the train can be connected using a non-high-speed real-time communication bus 10. The equipment at the head and tail of the train does not constitute redundancy. The automatic train protection unit 1 at the head (or tail) of the train only accesses other unit devices at the head (or tail) of the train, so that the system has higher functional redundancy and reliability.

[0045] When functional redundancy and reliability are required while reducing the number of hardware devices and lowering equipment costs, as shown in Figure 3, the universal onboard controller is configured as a semi-double-ended redundant structure. The vehicle input and output unit 4 in the universal onboard controller is redundant at both the train head and the train tail. The automatic train protection unit 1 and the automatic train driving unit 2 are redundant only at the train head or the train tail. The other units (driver-train interface unit 3, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9) are non-redundant at both the train head and the train tail. Except for the automatic train protection unit 1, the automatic train driving unit 2, and the vehicle input and output unit 4, all other units at both the train head and the train tail are head-to-tail redundant. The automatic train protection unit 1 and the automatic train driving unit 2 can access other units at the train head and the train tail. Devices at the train head and the train tail are connected using a high-speed real-time communication bus. While maintaining functional redundancy and reliability, this approach reduces costs and improves economic efficiency.

[0046] The universal onboard controller provided by the present invention can support train operation in a single-mode control mode of a single system, such as CTCS-2 / CTCS-3 / CTCS-N (new train control system) / TACN (freight railway train control system based on satellite positioning) / CBTC / TACS, and also supports train operation in a multi-mode control mode composed of a combination of the above different single systems; the universal onboard controller can be used for the operation control of different types of trains, such as EMUs (such as CTCS-2 / CTCS-3 / CBTC / TACS, etc.), electric locomotives (such as CTCS-N / TACN, etc.), and diesel locomotives (such as TACN, etc.); the universal onboard controller can support single-ended redundant structure and semi-dual-ended redundant structure.

[0047] The present invention also provides a control method for a universal on-board controller for rail transit, wherein the universal on-board controller operates in a single-mode control mode or a multi-mode control mode.

[0048] When the universal onboard controller operates in single-mode control mode, the protection unit in the automatic train protection unit 1 that matches the standard of the current operating line (CTCS-2 protection unit 101, CTCS-3 protection unit 102, CTCS-N protection unit 103, TACN protection unit 104, CBTC protection unit 105, or TACS protection unit 106) serves as the current master protection unit. The ATP software within the current master protection unit runs on the same main processing board (MPB). The current master protection unit has exclusive access to the automatic train driving unit 2, driver-train interface unit 3, vehicle input and output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 via a high-speed real-time communication bus 10.

[0049] When the universal onboard controller operates in multi-mode control mode, the protection units (CTCS-2 protection unit 101, CTCS-3 protection unit 102, CTCS-N protection unit 103, TACN protection unit 104, CBTC protection unit 105, or TACS protection unit 106) in the automatic train protection unit 1 that match the standard of the current operating line take turns serving as the current master protection unit. At any given time, there is only one protection unit serving as the current master protection unit. The ATP software within the multiple protection units that take turns serving as the current master protection unit can run on different cores within the same main processing board (MPB) or on multiple different main processing boards (MPBs). The multiple protection units that take turns serving as the current master protection unit share access to the automatic train driving unit 2, driver-train interface unit 3, vehicle input and output unit 4, speed and distance measurement unit 5, transponder transmission unit 6, track circuit information receiving unit 7, data recording unit 8, and wireless communication unit 9 via a high-speed real-time communication bus 10.

[0050] In one embodiment, when a universal vehicle-mounted controller in a multi-mode control mode operates across lines of different standards, it can manually or automatically switch from the current line standard to the destination line standard, and the priority of manual standard switching is higher than the priority of automatic standard switching.

[0051] The universal onboard controller is provided with a mode selection button, and the driver can manually set the current train operation mode or set the mode selection to "automatic" mode. When the mode selection button is set to the destination line mode, the protection unit that matches the destination line mode will become the current master protection unit; when the mode selection button is set to "automatic" mode, the universal onboard controller uses a universal mode switching mechanism to switch between protection units of different modes. After the universal onboard controller obtains the destination line mode information from the mode switching external physical transponder or the mode switching external virtual transponder (the transponder transmission unit receives information from the mode switching physical transponder, and the speed and distance measurement unit receives wireless positioning information (such as satellite positioning information) and generates corresponding mode switching virtual transponder information), the current master protection unit and the protection unit that matches the destination line mode will respectively calculate their own health, and the protection unit with the higher health will become the current master protection unit.

[0052] The health calculation needs to consider the following factors:

[0053] 1. Whether the mobile authorization of the protection unit is valid; if the mobile authorization is valid, the health level is high;

[0054] 2. Whether the protection unit triggers emergency braking or full service braking; if not, the health level is high;

[0055] 3. Whether the communication status between the protection unit and other units is normal; if the communication with other units is normal, the health level is high.

[0056] In one embodiment, the automatic train driving unit 2, the driver-train interface unit 3, the vehicle input and output unit 4, the speed and distance measurement unit 5, the transponder transmission unit 6, the track circuit information receiving unit 7, the data recording unit 8 and the wireless communication unit 9 provide a standard abstract function access interface for the automatic train protection unit 1, shielding the automatic train protection unit 1 from differences between different devices of the same unit in the above units. Specifically, the automatic train driving unit 2 can use EMU ATO equipment, locomotive ATO equipment, etc.; the driver train interface unit 3 can use touch screen DMI equipment, key-type DMI equipment, integrated DMI equipment, etc.; the speed and distance measurement unit 5 can use single-speed transmission speed measurement equipment, dual-speed transmission / multi-speed transmission speed measurement equipment, accelerometer equipment, Doppler radar, satellite positioning equipment, etc.; the transponder transmission unit 6 can use European transponder transmission equipment, American transponder transmission equipment, TAG transmission equipment, etc.; the track circuit information receiving unit 7 can use digital track circuit information receiving equipment, analog track circuit information receiving equipment, loop line information receiving equipment, etc.; the data recording unit 8 can use judicial recorder (JRU) equipment, data recording unit (DRU) equipment, etc.; the wireless communication unit 9 may include DMR equipment, GSM-R (circuit domain) equipment, GSM-R (packet domain) equipment, LTE-M equipment, etc.

[0057] In one embodiment, the universal on-board controller can realize the control of different types of trains such as EMU trains, electric locomotives, diesel locomotives, etc. by configuring a combination of automatic train protection units 1 of different standards and corresponding automatic train driving units 2, specifically including: CTCS-2 protection unit 101 and EMU ATO equipment to realize the control of C2 standard EMU; CTCS-3 protection unit 102 and EMU ATO equipment to realize the control of C3 standard EMU; CTCS-N protection unit 103 and EMU ATO equipment to realize the control of CN standard EMU; CTCS-N protection unit 103 and locomotive ATO equipment to realize the control of CN standard locomotive; CBTC protection unit 105 and EMU ATO equipment to realize the control of CBTC standard EMU; TACS protection unit 106 and EMU ATO equipment to realize the control of TACS standard EMU; TACN protection unit 104 and locomotive ATO equipment to realize the control of local railway TACN standard freight locomotives (including diesel engines and electric locomotives).

[0058] The universal on-board controller provided by the present invention adopts a unified architecture to achieve unified management of different control modes and control objects. The automatic train protection unit, the automatic train driving unit and other equipment units with sharable access realize the sharing of core component resources of the universal on-board controller, and the development technology results can be reused. The scalable automatic train protection unit and other equipment units with standard abstract access interfaces enable the universal on-board controller to have good scalability for new control modes and control objects.

[0059] It should be noted that, in the embodiments of the present invention, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings, and are only for the convenience of describing the embodiments, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and should not be understood as indicating or implying relative importance.

[0060] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed connection, detachable connection, or integration; mechanical connection or electrical connection; direct connection or indirect connection through an intermediate medium; internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0061] Although the present invention has been described in detail through the above preferred embodiments, it should be understood that the above description is not intended to limit the present invention. After reading the above description, various modifications and substitutions of the present invention will become apparent to those skilled in the art. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A universal on-board controller for rail transit, characterized in that: The invention comprises: a plurality of equipment units that realize mutual communication through a high-speed real-time communication bus, wherein the equipment units at least comprise: an automatic train protection unit, an automatic train driving unit, a driver train interface unit, a vehicle input and output unit, a speed and distance measuring unit, a transponder transmission unit, a track circuit information receiving unit, a data recording unit and a wireless communication unit; the automatic train protection unit is used to realize the safety protection function of the train, the automatic train driving unit is used to realize the automatic train driving function, the driver train interface unit is used to realize the interaction function between the universal on-board controller and the driver, the vehicle input and output unit is used to realize the interaction function between the universal on-board controller and the train, the speed and distance measuring unit is used to realize the universal speed and distance measuring function, the transponder transmission unit is used to receive information from an external transponder, the track circuit information receiving unit is used to realize the track circuit information receiving function through rails or loops, the data recording unit is used to realize the log recording function of the universal on-board controller, the wireless communication unit is used to realize the wireless communication function between the universal on-board controller and the ground equipment, and the high-speed real-time communication bus is used to realize the real-time and reliable communication between the above equipment units; The automatic train protection unit includes a plurality of protection units of different standards, which are used to realize the safety protection function of the train under different standards; The automatic train driving unit, driver-train interface unit, vehicle input and output unit, speed and distance measuring unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit all have a standard abstract function access interface, which is used to shield the differences between different devices of the same type of units.

2. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The protection units of different standards include at least: CTCS-2 protection unit, CTCS-3 protection unit, CTCS-N protection unit, TACN protection unit, CBTC protection unit, and TACS protection unit.

3. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The automatic train driving unit adopts EMU ATO equipment or locomotive ATO equipment.

4. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The driver train interface unit adopts a touch screen DMI device, a key-type DMI device, or an integrated DMI device.

5. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The speed and distance measuring unit adopts a single-speed transmission speed measuring device, or a dual-speed transmission / multi-speed transmission speed measuring device, or an accelerometer device, or a Doppler radar, or a satellite positioning device.

6. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The transponder transmission unit adopts a European transponder transmission device, an American transponder transmission device, or a TAG transmission device.

7. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The track circuit information receiving unit adopts a digital track circuit information receiving device, an analog track circuit information receiving device, or a loop line information receiving device.

8. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The data recording unit adopts a judicial recorder device or a data recording unit device.

9. The universal on-board controller for rail transit as claimed in claim 1, characterized in that: The wireless communication unit adopts a DMR device, or a GSM-R circuit domain device, or a GSM-R packet domain device, or a LTE-M device.

10. The universal on-board controller for rail transit according to any one of claims 1 to 9, characterized in that: When the universal on-board controller is configured as a single-ended redundant structure, the automatic train protection unit, automatic train driving unit, driver-train interface unit, vehicle input and output unit, speed and distance measurement unit, transponder transmission unit, track circuit information receiving unit, data recording unit and wireless communication unit in the universal on-board controller are redundantly configured at the head and tail of the train. The equipment units at the head and tail of the train are connected by a non-high-speed real-time communication bus, and there is no redundancy between the equipment units at the head and tail of the train.

11. The universal on-board controller for rail transit according to any one of claims 1 to 9, characterized in that: When the universal on-board controller is configured as a semi-double-ended redundant structure, the vehicle input and output units in the universal on-board controller are redundantly configured at both the head and the tail of the train, the automatic train protection unit and the automatic train driving unit are redundantly configured only at the head or the tail of the train, the driver train interface unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit are non-redundantly configured at both the head and the tail of the train, the driver train interface unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit in the head and the tail of the train all constitute head and tail redundancy, and the equipment units at the head and the tail of the train are connected by a non-high-speed real-time communication bus.

12. A control method for a universal on-board controller for rail transit as claimed in claim 10 or 11, characterized in that: The universal vehicle controller operates in a single-mode control mode or in a multi-mode control mode; When the universal on-board controller operates in the single-mode control mode, the protection unit in the automatic train protection unit that matches the standard of the current running line serves as the current master protection unit, and the current master protection unit exclusively accesses the automatic train driving unit, the driver train interface unit, the vehicle input and output unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus; When the universal on-board controller operates in a multi-mode control mode, the protection units in the automatic train protection unit that match the standard of the current operating line take turns as the current master protection unit. At any time, there is one and only one protection unit as the current master protection unit. The current master protection unit shares access to the automatic train driving unit, the driver train interface unit, the vehicle input and output unit, the speed and distance measuring unit, the transponder transmission unit, the track circuit information receiving unit, the data recording unit and the wireless communication unit through a high-speed real-time communication bus.

13. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: When the universal vehicle-mounted controller operates in the single-mode control mode, the ATP software in the current main protection unit runs on the same main processing board.

14. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: When the universal vehicle controller operates in a multi-mode control mode, the ATP software in multiple protection units that take turns as the current main control protection unit runs in different cores in the same main processing board, or runs on multiple different main processing boards.

15. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: When the universal vehicle-mounted controller operates in the multi-mode control mode, the current line standard is switched to the target line standard manually or automatically, and the priority of the manual standard switching is higher than the priority of the automatic standard switching.

16. The control method of the universal on-board controller for rail transit as claimed in claim 15, characterized in that: When an automatic method is used to switch from the current line standard to the destination line standard, the universal vehicle-mounted controller obtains the destination line standard information from the external physical transponder of the standard switching or the external virtual transponder of the standard switching. The current master control protection unit and the protection unit matching the destination line standard will respectively calculate their own health, and the protection unit with a higher health will be switched to become the current master control protection unit.

17. The control method of the universal on-board controller for rail transit as claimed in claim 16, characterized in that: The information from the standard switching physical transponder is received through the transponder transmission unit, and the wireless positioning information is received through the speed and distance measurement unit to generate corresponding standard switching virtual transponder information.

18. The control method of the universal on-board controller for rail transit as claimed in claim 16, characterized in that: The method for calculating health degree comprises: Determine whether the mobile authorization of the protection unit is valid. If the mobile authorization is valid, the health level is high; Determine whether the protection unit triggers emergency braking or full-service braking. If emergency braking or full-service braking is not triggered, the health level is high; Determine whether the communication status between the protection unit and other equipment units is normal. If the communication with other equipment units is normal, the health level is high.

19. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: By sorting out and abstracting the common functions, control flow information, and data flow information of different devices in the same type of device units, shielding the differences in physical interfaces, electrical characteristics, and dedicated protocols between different devices in the same type of device units, defining standard data flow and control flow information for implementing the common functions of this type of device units, and defining standard abstract function access interfaces for this type of device units in turn.

20. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: When the universal on-board controller is configured as a single-ended redundant structure, the automatic train protection unit at the head of the train only accesses other equipment units at the head of the train, and the automatic train protection unit at the rear of the train only accesses other equipment units at the rear of the train.

21. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: When the universal on-board controller is configured as a semi-double-ended redundant structure, the automatic train protection unit and the automatic train driving unit access other equipment units at the head and tail of the train.

22. The control method of the universal on-board controller for rail transit as claimed in claim 12, characterized in that: CTCS-2 protection unit and EMU ATO equipment realize control of C2 standard EMU; CTCS-3 protection unit and EMU ATO equipment realize control of C3 standard EMU; CTCS-N protection unit and EMU ATO equipment realize control of CN standard EMU; CTCS-N protection unit and locomotive ATO equipment realize control of CN standard locomotive; CBTC protection unit and EMU ATO equipment realize control of CBTC standard EMU; TACS protection unit and EMU ATO equipment realize control of TACS standard EMU; TACN protection unit and locomotive ATO equipment realize control of TACN standard freight locomotives of local railways.

Images