CN112124377B

CN112124377B - Control mode determination method, intelligent vehicle-mounted controller and readable storage medium

Info

Publication number: CN112124377B
Application number: CN202010985521.2A
Authority: CN
Inventors: 郭宗方; 奚佳毅
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2020-09-18
Filing date: 2020-09-18
Publication date: 2022-09-02
Anticipated expiration: 2040-09-18
Also published as: CN112124377A

Abstract

The embodiment of the application provides a control mode determining method, an intelligent vehicle-mounted controller and a readable storage medium, wherein an IVOC and a VOBC are mounted on a train, the default of the IVOC is a shadow mode, in the shadow mode, the IVOC is in a hot standby state and can acquire corresponding data to generate a control command, but the train does not respond to the control command, and the train is mainly controlled by the VOBC. While when the IVOC is in the master mode, the train is primarily controlled by the IVOC. Therefore, under the condition that the trigger condition of control mode switching is met, the indication state of the switching key and the running state of the VBTC are obtained, and then the target mode can be quickly determined based on the indication state and the running state, so that the IVOC runs in the target mode. Therefore, the train can switch between CBTC and VBTC, and the time for switching signal systems can be reduced because the IVOC is in the shadow mode of hot standby.

Description

Control mode determination method, intelligent vehicle-mounted controller and readable storage medium

Technical Field

The present application relates to train control technologies, and in particular, to a control mode determining method, an intelligent vehicle-mounted controller, and a readable storage medium.

Background

The urban rail transit has the characteristics of large transportation volume, high speed, accuracy, safety, environmental friendliness, energy conservation and the like. The method is widely applied to the field of urban traffic. The current urban rail signal System is mainly a Communication Based Train automatic Control System (CBTC). As shown in fig. 1, the CBTC mainly includes an Automatic Train Supervision (ATS), an interlock (CI), a Zone Controller (ZC), and a Vehicle on-board Controller (VOBC). Through the cooperative control of ground equipment and vehicle-mounted equipment, a train automatic control system which is based on safety equipment and integrates the functions of traffic command, operation adjustment, train planning and driving automation and the like is formed.

The trend of the next generation urban rail signal system is that a Train automatic Control system (VBTC) Based On Train-to-Train communication is shown in fig. 1, the VBTC mainly consists of an Intelligent Train monitoring system (ITS), an Object Controller (OC), and an Intelligent Vehicle-mounted Controller (IVOC), and as the communication technology is strong, the IVOC and the IVOC, and the IVOC and the ground OC can directly interact with a large amount of information, and the Train operation mainly participates in the devices including Train and ground devices (shield door, switch, annunciator, emergency stop key, etc.) OC links the interaction of IVOC and ground equipment, the improvement of IVOC processing capability makes the closely related train control logic concentrate on IVOC equipment, simple acquisition and driving actions are handled by ground OC.

The interface is complicated due to the large degree of dependence of the VOBC on other subsystems (ATS, interlocks, zone controllers). The difficulty and the period of research, development, debugging and maintenance of the track signal system are increased. And due to limitations in communication bandwidth, processing performance. A portion of the control logic is responsible for ZCs and CIs. The operation period of the ZC and the CI is limited, so that ground information needs to be transferred, and the real-time performance of the information is poor. Therefore, the time and the interval for train tracking become large, which is not beneficial to further improving the line operation efficiency. Meanwhile, the VOBC has larger coupling with other subsystems, so the expansibility and the flexibility are limited. The new addition and change of the demand of column planning operation can not be realized quickly, and the compatibility and iteration of the new technology are also limited. The above related problems of the CBTC can be well solved in the VBTC, but when the existing CBTC signal system is upgraded to the VBTC signal system, the problems that the signal systems are mutually switched and complex and time-consuming exist.

Disclosure of Invention

The embodiment of the application provides a control mode determining method, an intelligent vehicle-mounted controller and a readable storage medium, which are used for solving the problem that when a CBTC signal system is upgraded to a VBTC signal system, the switching of the signal systems is complex and time-consuming.

An embodiment of a first aspect of the present application provides a control mode determining method, which is applied to an intelligent vehicle-mounted controller IVOC of a train in a train automatic control system VBTC based on vehicle-to-vehicle communication, and includes:

under the condition that the trigger condition of control mode switching is detected to be met, acquiring the indication state of a switching key and the running state of the VBTC;

and determining a target mode based on the indication state and the operation state so that the IVOC operates in the target mode, wherein the target mode is a main control mode or a shadow mode, the train responds to a control command generated by the IVOC under the condition that the IVOC is in the main control mode, the train does not respond to the control command generated by the IVOC under the condition that the IVOC is in the shadow mode, the train responds to a control signal of an on-board VOBC (video object controller) in a communication-based train automatic control system (CBTC), and the default control mode of the IVOC is the shadow mode.

An embodiment of a second aspect of the present application provides an intelligent vehicle-mounted controller, which is applied to a train in a VBTC of a train automatic control system based on vehicle-to-vehicle communication, and includes:

the acquisition module is used for acquiring the indication state of a switching key and the running state of the VBTC under the condition that the trigger condition of switching the control mode is detected to be met;

a control module, configured to determine a target mode based on the indication state and the operation state, so that the IVOC operates in the target mode, where the target mode is a main control mode or a shadow mode, and when the IVOC is in the main control mode, the train responds to the control command generated by the IVOC, and when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, and the train responds to a control signal of an on-board controller VOBC in a communication-based train automatic control system CBTC, and a default control mode of the IVOC is the shadow mode.

In a third aspect, an embodiment of the present application provides an intelligent vehicle-mounted controller, which is applied to a train in a vehicle-to-vehicle communication based train automatic control system VBTC, and the intelligent vehicle-mounted controller includes a processor, and the processor is configured to implement the steps of the control mode determining method according to the first aspect when executing a computer program stored in a memory.

In a fourth aspect, an embodiment of the present invention provides a readable storage medium, on which a computer program is stored, where the computer program, when executed by a processor, implements the steps of the control mode determination method as described in the foregoing first aspect embodiment.

According to the technical scheme, the train is located in two parallel systems of CBTC and VBTC, the VBTC and an original signal system CBTC of the train are isolated from each other and do not affect each other, the train can run independently, IVOC and VOBC are mounted on the train, the default control mode of the IVOC is a shadow mode, under the shadow mode, the IVOC is in a hot standby state, the IVOC can communicate with other devices of the VBTC, corresponding data are collected, and a control command is generated based on the collected data, but the train cannot respond to the control command. When the IVOC is in shadow mode, the train is primarily under the control of the VOBC. And when the control mode of the IVOC is the main control mode, the train is mainly controlled by the IVOC. In this way, under the condition that the trigger condition of control mode switching is detected to be satisfied, the indication state of the switching key and the running state of the VBTC are obtained, wherein the indication state of the switching key comprises a main control mode and a shadow mode. Further, based on the indication state and the operation state, the target mode can be quickly determined so that the IVOC operates in the target mode. Therefore, the train can switch between the CBTC and the VBTC, increasing the availability of the signaling system. And, at the time of switching, because the IVOC is in the shadow mode of the hot standby, the time for switching signal systems mutually is reduced, and the hour level is the minute level.

Drawings

The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:

FIG. 1 is a schematic diagram of the structures of CBTC and VBTC in the prior art;

fig. 2 is a flowchart of a control mode determining method according to a first embodiment of the present application;

FIG. 3 is a state diagram between control modes according to a first embodiment of the present application;

fig. 4 is a schematic structural diagram of an intelligent vehicle-mounted controller according to a second embodiment of the present application;

fig. 5 is a schematic structural diagram of another intelligent vehicle-mounted controller according to a third embodiment of the present application.

Detailed Description

The technical solutions of the present invention are described in detail below with reference to the drawings and specific embodiments, and it should be understood that the specific features in the embodiments and examples of the present invention are described in detail in the technical solutions of the present application, and are not limited to the technical solutions of the present application, and the technical features in the embodiments and examples of the present application may be combined with each other without conflict.

The term "and/or" herein is merely an association relationship describing an associated object, and means that there may be three relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.

Examples

Referring to fig. 2, a first embodiment of the present invention provides a control mode determining method applied to an intelligent vehicle controller IVOC of a train in a train automatic control system VBTC based on vehicle-to-vehicle communication, including the following steps:

s101: under the condition that the trigger condition of control mode switching is met, acquiring the indication state of a switching key and the running state of the VBTC;

s102: and determining a target mode based on the indication state and the running state so that the IVOC runs in the target mode, wherein the target mode is a main control mode or a shadow mode, when the IVOC is in the main control mode, the train responds to a control command generated by the IVOC, when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, the train responds to a control signal of a vehicle-mounted controller (VOBC) in a communication-based train automatic control system (CBTC), and the default control mode of the IVOC is the shadow mode.

Specifically, the control mode determining method provided by this embodiment is mainly executed by the intelligent vehicle-mounted controller IVOC of the train in the VBTC, and can solve the time-consuming problem when the CBTC signal system is upgraded to the VBTC signal system. The technical scheme provided by the embodiment can be applied to the field of inter-city rail transit and can also be applied to the field of intra-city rail transit, for example: subways, light rails, monorail trains, and the like.

In practical applications, the driving control method provided by this embodiment may be implemented by a computer program, for example, application software; alternatively, the method may also be implemented as a medium storing a related computer program, for example, a usb disk, a cloud disk, or the like; still alternatively, the method may be implemented by a physical device, such as a chip, a removable smart device, etc., into which the associated computer program is integrated or installed.

Specifically, in this embodiment, the VBTC and CBTC signaling systems exist on one operation line at the same time. The driver's cab can select which signal system to work with, the CBTC is the existing signal control system of the train, and the VBTC is the upgraded signal control system. Two onboard controllers are mounted on the train, one being the VOBC in the CBTC and the other being the IVOC in the VBTC. In this embodiment, the control modes of the IVOC include a master mode and a shadow mode. Since the VBTC is a CBTC upgraded signal control system, and the stability of the VBTC needs to be continuously improved, when the train is started, the train is controlled by default by using the VOBC in the CBTC, and the IVOC is operated by default in the shadow mode, which is described below correspondingly for two control modes of the IVOC.

Shadow mode: in the shadow mode, the CBTC signaling system operates, and the IVOC is in a hot standby state. The IVOC only keeps the states of collecting information and communicating with other equipment in the VBTC, and under the mode, the IVOC can work normally, and generates a corresponding control instruction based on collected data, but the connection between the IVOC control interface and the train is in a cut-off state, so that a control signal generated by the IVOC is not responded by the train. Alternatively, the control signal generated by the IVOC is directly discarded by the train and the control signal generated by the IVOC is not responded to by the train. The IVOC can switch from shadow mode to master mode only if certain conditions are met. The IVOC output guide safety side in the shadow mode comprises the disabling of the left side door and the right side door of the train, the non-zero speed of the train output to the train and the man-machine interaction (MMI) disabling. Because the safe switching precondition is set, the safe switching of the signal system is ensured.

A master control mode: under the master control mode, the CBTC is in a hot standby state, and the VBTC signal system works. And the IVOC outputs the command to the outside normally, actually controls the train, and the connection between the VOBC control interface and the train is in a closed state. Only when specific conditions are met, the IVOC is switched from the main control mode to the shadow mode, and the VBTC system naturally fails.

Further, in the embodiment, since which signal system is used to work can be selected through the driving cab, the train is provided with a switch key for selecting the signal system, and the switch key may be a physical key or a virtual key displayed on the touch screen or the display screen.

Further, the number of the switching keys may be one or two. When a switch key is set, taking the physical key as an example, the switch key includes two indication states, one indication state is a main control mode, and the other indication state is a shadow mode. For example, when the switch key is pressed, the indication state is the master mode, and when the switch key is bounced, the indication state is the shadow mode.

When two switching keys are set, each switching key indicates a control mode, and if two switching keys A and B are provided, the key A indicates a main control mode, the key B indicates a shadow mode, when A is pressed or touched, the indication state is the main control mode, and when B is pressed or touched, the indication state is the shadow mode.

In a specific implementation process, the corresponding relationship between the key state of the switching key and the indication state may be set according to actual needs, and this embodiment is not limited herein.

In the embodiment, in order to ensure the safety of the train, an enabling scene is set for the switching key, the switching key is in an enabling state only when the train is in a static state, and the train can respond to a switching instruction of the switching key.

Furthermore, in the method in this embodiment, the train is located in two parallel systems of CBTC and VBTC, the VBTC system and the original signal system CBTC of the train are isolated from each other and do not affect each other, and can operate independently, the IVOC and VOBC are mounted on the train, and the default control mode of the IVOC is a shadow mode. In this way, in the case where it is detected through step S101 that the trigger condition for controlling mode switching is satisfied, the indication state of the switching key including the main control mode and the shadow mode and the running state of the VBTC are obtained. Further, by step S102, based on the indication state and the operation state, the target mode can be quickly determined so that the IVOC operates in the target mode. Therefore, the train can switch between the CBTC and the VBTC, increasing the availability of the signaling system. And, when switching, because the IVOC is in the shadow mode of hot standby, the time for switching the signal systems is reduced, and the hour level is the minute level.

Further, in the present embodiment, the triggering conditions in step S101 include, but are not limited to, the following two.

First trigger condition: when the indication state of the switching key changes, the indication state of the switching key comprises a main control mode and a shadow mode, and under the scene, a conductor can actively switch the modes and operate the switching key. Such as: when the current running signal system breaks down, the conductor can actively operate the switching key. When the indication state of the switch key is switched from the main control mode to the shadow mode, or from the shadow mode to the main control mode, the method in the embodiment is triggered to determine the target mode of the IVOC.

Further, since the switch key is provided with an enable scene, the switch key can be triggered only when the train is stationary, the state of the train can be detected when the switch key triggers the method in this embodiment, and when the train is determined to be in the zero speed state, the switch key is responded to the corresponding operation, so that the method in this embodiment is triggered to determine the target mode of the IVOC.

The second trigger condition is: the IVOC determines the target mode of the IVOC in a round-robin manner, and a cycle of the round-robin is set as a preset duration, so that when it is detected that a time interval between a current time and a previous detection time reaches the preset duration, the method in this embodiment is triggered to determine the target mode of the IVOC, and in a specific implementation process, the preset duration may be set to a value of 100ms to 300ms, for example: the time period may be set to 100ms, 200ms, or 300ms, etc., according to actual needs, and the present embodiment is not limited thereto.

Of course, in a specific implementation process, the method in this embodiment may be triggered to determine the target mode of the IVOC based on the operating state change of the VBTC. Such as: when the operating state of the VBTC is adjusted from the abnormal state to the normal state or from the normal state to the abnormal state, the method in this embodiment is triggered to determine the target mode of the IVOC.

Further, upon detecting that the trigger condition is satisfied, the target mode of the IVOC is determined by step S102. The present embodiment is mainly determined by the indication state of the switch key and the operation state of the VBTC, and specifically may be implemented by the following steps:

under the condition that the indication state is indication switching to a first mode, if the running state is a normal state, determining that the target mode is the first mode, wherein the first mode is the shadow mode or the main control mode;

if the running state is an abnormal state and the first mode is the shadow mode, determining that the target mode is a current mode;

and if the running state is an abnormal state and the first mode is the master control mode, determining that the target mode is the master control mode.

Wherein the abnormal state comprises: and the IVOC and the object controller OC are in any one or more combination of a communication failure state, a train wheel diameter checking failure state and a non-zero speed state of the train.

Specifically, in this embodiment, the mode switching of the IVOC in the train depends on the indication state of the mode switching button and the operation state of the VBTC. The following table exhaustively lists the corresponding relationship between the operating state of VBTC and the target mode according to different indication states in different current modes. Fig. 3 shows a state transition diagram between different switching modes.

The mode of non-cutting indicates that the IVOC maintains the current mode, and in the mode of non-cutting, the VBTC is still in a hot standby state, the VBTC system has abnormality, the mode cannot be switched, and the CBTC system works. The IVOC feeds back the uncut state and the uncut reason to the ITS.

As can be seen from the above table, when the indication state of the mode switching key is the shadow mode, if the VBTC operation state is the abnormal state, it is determined that the target mode of the IVOC is the non-switchable mode, that is, the target mode maintains the current mode. And when the VBTC running state is recovered to the normal state, the target mode of the IVOC is determined to be the shadow mode, and the target mode can be successfully switched to the shadow mode.

Under the condition that the indication state of the mode switching key is the master control mode, the target mode of the IVOC is the master control mode no matter whether the operation state of the VBTC is abnormal or not, namely the mode switching key has absolute master right for the master control mode.

In this embodiment, the abnormal state of the VBTC mainly includes any one or more combinations of an IVOC and OC communication failure state, a train wheel diameter verification failure state, and a non-zero speed state of the train, and certainly, in a specific implementation process, other abnormal states may also be included, for example: in a specific implementation process, the abnormal state of the VBTC may be configured according to actual needs, and this embodiment is not limited herein.

If the VBTC running state is an abnormal state, the VBTC running state is forcibly switched to the master control mode through the mode switching key, and a related security problem may occur, in the scheme in this embodiment, corresponding processing may be performed according to the VBTC abnormal state, which may be implemented through the following steps:

and if the abnormal state is the train wheel diameter checking failure state or the train is in a non-zero speed state, controlling the train to implement the non-reducible braking.

Specifically, in this embodiment, when the train is at a non-zero speed, if the mode switching button is switched from the shadow mode to the master mode, the train will implement non-releasable braking. And when the train fails to verify the wheel diameter, if the mode switching key is switched from the shadow mode to the master control mode, the train implements the irreleasable braking.

Further, when the driver switches the indication state of the mode switching key to the shadow mode or restarts the IVOC, and the operating state of the VBTC after the restart is recovered to the normal state, the unreleasable brake can be released.

The present embodiment provides a shadow mode for IOVC with only acquisition and no control. Under the condition that the triggering condition is met, the target mode of the IVOC in the VBTC is determined, so that the CBTC and the VBTC can be mutually switched, the availability of a signal system is increased, and the safe switching of the signal system is ensured. Moreover, the VBTC system and the original signal system CBTC of the train are isolated from each other, do not influence each other and can operate independently. The IVOC is in a shadow mode of hot standby at any time, the change amount of a train circuit is small, and the train modification complexity and cost are reduced. The shadow mode belongs to hot standby switching, so that when the IVOC is in the main control mode, the system is switched to the VBTC, the time for switching the signal systems can be reduced, and the hour level is the minute level.

Referring to fig. 4, a second embodiment of the present invention provides an intelligent vehicle-mounted controller applied to a train in a train automatic control system VBTC based on vehicle-to-vehicle communication, including:

an obtaining module 401, configured to obtain an indication state of a switch key and an operating state of the VBTC when it is detected that a trigger condition for controlling mode switching is satisfied;

a control module 402, configured to determine a target mode based on the indication state and the operation state, so that the IVOC operates in the target mode, where the target mode is a main control mode or a shadow mode, and when the IVOC is in the main control mode, the train responds to the control command generated by the IVOC, and when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, and the train responds to a control signal of an on-board controller VOBC in a communication-based train automatic control system CBTC, and a default control mode of the IVOC is the shadow mode.

In an optional implementation manner, the trigger condition includes that an indication state of the switch key changes or a time interval from a current time to a previous detection time reaches a preset time length.

In an optional implementation, the control module is specifically configured to:

In an alternative implementation, the exception state includes: and the IVOC and the object controller OC are in any one or more of a communication failure state, a train wheel diameter checking failure state and a non-zero speed state.

and if the running state is an abnormal state and the first mode is the master control mode, after the target mode is determined to be the master control mode, if the abnormal state is the train wheel diameter checking failure state or the train is in a non-zero speed state, controlling the train to implement non-relieved braking.

The detailed process of determining the control live mode by the intelligent vehicle-mounted controller IVOC in this embodiment has been described in detail in the foregoing first embodiment, and reference may be made to the contents in the first embodiment, which is not described herein again.

Referring to fig. 5, a third embodiment of the present invention provides an intelligent vehicle-mounted control IVOC, and the apparatus of this embodiment includes: a processor 501, a memory 502 and a computer program stored in the memory and executable on the processor, for example, a program corresponding to the control mode determining method in the first embodiment. The processor implements the steps in each control mode determination method in the first embodiment described above when executing the computer program. Alternatively, the processor implements the functions of the modules/units in the apparatus of the second embodiment described above when executing the computer program.

Illustratively, the computer program may be partitioned into one or more modules/units that are stored in the memory and executed by the processor to implement the invention. The one or more modules/units may be a series of computer program instruction segments capable of performing specific functions, which are used to describe the execution of the computer program in the computer apparatus.

The intelligent onboard controller may include, but is not limited to, a processor, a memory. It will be understood by those skilled in the art that the schematic diagram 5 is merely an example of a computer apparatus and is not intended to limit the apparatus, and may include more or less components than those shown, or some components in combination, or different components, for example, the intelligent onboard controller may further include input and output devices, network access devices, buses, etc.

The Processor 501 may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. The general purpose processor may be a microprocessor or the processor may be any conventional processor or the like which is the control center for the computer device and which connects the various parts of the overall computer device using various interfaces and lines.

The memory 502 may be used to store the computer programs and/or modules, and the processor may implement the various functions of the computer device by running or executing the computer programs and/or modules stored in the memory, as well as by invoking data stored in the memory. The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data (such as audio data, video data, etc.) created according to the use of the cellular phone, etc. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.

Further, the processor 501 included in the intelligent vehicle-mounted controller also has the following functions:

and determining a target mode based on the indication state and the running state so that the IVOC runs in the target mode, wherein the target mode is a main control mode or a shadow mode, when the IVOC is in the main control mode, the train responds to a control command generated by the IVOC, when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, the train responds to a control signal of a vehicle-mounted controller (VOBC) in a communication-based train automatic control system (CBTC), and the default control mode of the IVOC is the shadow mode.

Further, the triggering condition includes that the indication state of the switching key changes or the time interval from the current time to the last detection time reaches a preset time length.

under the condition that the indication state is that the indication is switched into a first mode, if the running state is a normal state, determining that the target mode is the first mode, wherein the first mode is the shadow mode or the main control mode;

Further, the abnormal state includes: and the IVOC and the object controller OC are in any one or more of a communication failure state, a train wheel diameter checking failure state and a non-zero speed state.

A fourth embodiment of the present invention provides a computer-readable storage medium on which a computer program is stored, wherein the intelligent on-board controller integrated functional unit in the second embodiment of the present invention, if implemented in the form of a software functional unit and sold or used as a stand-alone product, can be stored in a computer-readable storage medium. Based on such understanding, all or part of the flow in the control mode determining method according to the first embodiment may be implemented by a computer program, which may be stored in a computer-readable storage medium and used by a processor to implement the steps of the above-mentioned method embodiments. Wherein the computer program comprises computer program code, which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, Read-Only Memory (ROM), Random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer-readable medium may contain suitable additions or subtractions depending on the requirements of legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer-readable media may not include electrical carrier signals or telecommunication signals in accordance with legislation and patent practice.

While preferred embodiments of the present invention have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all such alterations and modifications as fall within the scope of the invention.

It will be apparent to those skilled in the art that various changes and modifications may be made in the present invention without departing from the spirit and scope of the invention. Thus, if such modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include such modifications and variations.

Claims

1. A control mode determination method is characterized in that an intelligent vehicle-mounted controller IVOC applied to a train in a VBTC (automatic train control) system based on vehicle-to-vehicle communication comprises the following steps:

determining a target mode based on the indication state and the operation state so that the IVOC operates in the target mode, wherein the target mode is a main control mode or a shadow mode, when the IVOC is in the main control mode, the train responds to a control command generated by the IVOC, when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, the train responds to a control signal of an on-board controller (VOBC) in a communication-based train automatic control system (CBTC), and the default control mode of the IVOC is the shadow mode;

the determining a target mode based on the indication state and the operation state includes:

2. The method according to claim 1, wherein the trigger condition includes that the indication state of the switch key changes or a time interval from a current time to a last detection time reaches a preset time length.

3. The method of claim 1, wherein the abnormal state comprises: and the IVOC and the object controller OC are in any one or more of a communication failure state, a train wheel diameter checking failure state and a non-zero speed state.

4. The method of claim 3, wherein if the operating state is an abnormal state and the first mode is the master mode, after the determining that the target mode is the master mode, the method further comprises:

and if the abnormal state is the train wheel diameter checking failure state or the train is in a non-zero speed state, controlling the train to implement the non-relieved braking.

5. The utility model provides an intelligence on-vehicle controller which characterized in that is applied to the train in the train automatic control system VBTC based on car-to-car communication, includes:

a control module, configured to determine a target mode based on the indication state and the operation state, so that the IVOC operates in the target mode, where the target mode is a main control mode or a shadow mode, and when the IVOC is in the main control mode, the train responds to a control command generated by the IVOC, and when the IVOC is in the shadow mode, the train does not respond to the control command generated by the IVOC, and the train responds to a control signal of an on-board controller VOBC in a communication-based train automatic control system CBTC, and a default control mode of the IVOC is the shadow mode;

the control module is specifically configured to:

6. The intelligent vehicle-mounted controller of claim 5, wherein the control module is specifically configured to:

if the running state is an abnormal state and the first mode is the master control mode, after the target mode is determined to be the master control mode, if the abnormal state is the train wheel diameter checking failure state or the train is in a non-zero speed state, controlling the train to implement non-releasable braking.

7. An intelligent on-board controller for a train in a vehicle-to-vehicle communication based train automation control system, VBTC, comprising a processor for implementing the steps of the control mode determination method according to any one of claims 1 to 4 when executing a computer program stored in a memory.

8. A readable storage medium, on which a computer program is stored which, when being executed by a processor, carries out the steps of the control mode determination method according to any one of claims 1 to 4.