Anti-rolling control method and device for rail vehicle signal system self-checking

Abstract

The application discloses a rail vehicle signal system self-checking anti-rolling control method and device. The method comprises the following steps: in response to receiving an ATP mode opening instruction, a TCMS sends a magnetic rail brake applying instruction to a magnetic rail brake system; in response to receiving a magnetic rail brake applying feedback signal, the TCMS sends a keep brake releasing instruction to a brake system control unit; in response to receiving a keep brake releasing feedback signal, the TCMS controls the ATP system to perform self-checking; during the ATP system self-checking process, when it is necessary to test whether an emergency brake instruction sent by the ATP system is effective, the magnetic rail brake applying instruction sent by the TCMS is cut off, and the ATP system sends an emergency brake instruction to the magnetic rail brake system. The application not only meets the ATP system self-checking prerequisite condition that the brake system is in a non-braking state, but also ensures that the vehicle is always in a braking state, so that even if the ATP system fails during self-checking, a rolling accident does not occur.

Description

Technical Field

[0001] This invention relates to the field of rail vehicle technology, and specifically to a method and device for preventing runaway during self-testing of a rail vehicle signal system. Background Technology

[0002] The safe operation of rail transit is primarily the responsibility of the signaling system. The signaling system consists of two parts: onboard signaling and ground signaling. Its main function is to ensure train operation safety and improve the efficiency of rail transit operations. The Automatic Train Protection (ATP) system is a type of signaling system, primarily responsible for overspeed protection and maintaining safe distances.

[0003] Current light rail vehicles use hydraulic braking systems, and to prevent hydraulic brake failure, they are also equipped with magnetic track braking. Although magnetic track braking is part of the braking system, the braking system is not responsible for controlling the application and release of magnetic track braking, nor does it monitor the magnetic track braking status. During emergency braking, the braking system assumes that the vehicle will control the application of magnetic track braking and includes its braking force in the calculation. Magnetic track braking can be regarded as an emergency braking system independently controlled by the vehicle, separate from the braking system. Therefore, the braking status feedback of the braking system is actually the feedback of the hydraulic braking status, excluding magnetic track braking.

[0004] The ATP system achieves two-level braking control of the vehicle by controlling the service brake relay and the emergency brake relay. The first level is service brake, with impact protection limitation; the other level is emergency brake, which is the highest level of braking for the vehicle, without impact protection limitation, and with the maximum deceleration to ensure the vehicle stops as quickly as possible.

[0005] The ATP (Automatic Train Protection) system in existing light rail vehicles first performs a self-test upon power-up to confirm that all signaling system equipment is functioning properly. If the self-test fails, it indicates a malfunction in the ATP system, and the vehicle cannot be put into operation. Only after passing the ATP system's self-test is the vehicle allowed to carry passengers.

[0006] The prerequisite for the ATP system to perform a self-test is that the braking system has not applied any braking that would affect the ATP system's judgment of the braking status. That is, before the signal system self-test begins, the braking system is in a non-braking state. When the ATP system self-test issues a braking command, the braking system's feedback indicating that braking has been applied is entirely a feedback to the ATP system's braking command.

[0007] To meet this requirement, before the signal system is energized, the vehicle needs to first release the holding brake automatically applied by the braking system when the vehicle is stationary, and then control the ATP system to be energized to start self-testing.

[0008] The main process of the ATP system self-check is:

[0009] (1) Upon receiving power, the ATP system immediately applies full-time braking to prevent slippage; simultaneously, it begins...

[0010] (2) Test whether the communication between the signal host and other devices in the signal system is normal;

[0011] (3) Test whether the braking function is normal: The ATP system issues a full service braking command, and the braking system feeds back the status signal of the applied braking to the ATP system within a specified time. After receiving the feedback, the ATP system releases the full service braking; The ATP system issues an emergency braking command, and the braking system feeds back the status signal of the applied braking to the ATP system within a specified time. After receiving the feedback, the ATP system releases the emergency braking.

[0012] (4) The ATP system applies full-use braking again and continues to test other signals.

[0013] Once the ATP system passes its self-check, it will display a message on the signal screen indicating that the self-check is complete. At this point, the vehicle can leave the depot to pick up passengers.

[0014] Every time the ATP system is powered on again, it performs a self-check. Furthermore, before each self-check begins, the braking system must be in a de-braking state. If the vehicle is stopped on a sloped track at this time, it will roll away after the holding brake is released. If the ATP system is functioning correctly, it will apply full service braking during the self-check to prevent further rolling away; however, if the ATP system malfunctions and cannot apply braking, it will lead to a serious rollaway accident, potentially causing a collision and endangering personnel nearby. Summary of the Invention

[0015] The main objective of this invention is to provide a method and device for preventing runaway during the self-test of a rail vehicle signaling system, so as to solve the problem of possible runaway accidents that may occur during the self-test of the ATP system.

[0016] According to one aspect of the present invention, a method for preventing runaway during self-testing of a rail vehicle signaling system is proposed, comprising: in response to receiving an ATP mode activation command, the TCMS sends a magnetic track braking application command to the magnetic track braking system; in response to receiving a magnetic track braking application feedback signal, the TCMS sends a brake release holding command to the braking system control unit; in response to receiving a brake release holding feedback signal, the TCMS controls the ATP system to perform a self-test; during the ATP system self-test, when it is necessary to test whether the emergency braking command issued by the ATP system is effective, the magnetic track braking application command issued by the TCMS is cut off, and the ATP system issues an emergency braking command to the magnetic track braking system.

[0017] According to one embodiment of the present invention, the TCMS includes a DI module and a DO module. In response to receiving an ATP mode activation command, the TCMS sends a magnetic track braking application command to the magnetic track braking system, including: in response to the DI module receiving an ATP mode high-level signal and the TCMS determining that the vehicle meets the start-up conditions, the DO module outputs a magnetic track braking application high-level signal.

[0018] According to one embodiment of the present invention, receiving the magnetic track braking applied feedback signal includes: after the magnetic track braking is applied, the magnetic track braking application relay is energized, so that the DI module receives the magnetic track braking applied high-level signal; in response to receiving the magnetic track braking applied feedback signal, the TCMS issues a hold braking release command to the braking system control unit, including: in response to the DI module receiving the magnetic track braking applied high-level signal, the DO module outputs a hold braking release high-level signal to the braking system control unit.

[0019] According to one embodiment of the present invention, receiving the holding brake released feedback signal includes: when the holding brake is released, the holding brake release relay is energized, so that the DI module receives the holding brake released high-level signal; the step of TCMS controlling the ATP system to perform a self-test in response to receiving the holding brake released feedback signal includes: in response to the DI module receiving the holding brake released high-level signal, the DO module outputs a high-level signal to the ATP system, so that the ATP power contactor is energized.

[0020] According to one embodiment of the present invention, the step of cutting off the magnetic track braking application command issued by the TCMS and issuing an emergency braking command to the magnetic track braking system by the ATP system includes: the ATP system issuing an emergency braking command to open the normally open contact of the first emergency braking relay between the TCMS and the magnetic track braking system, and to close the normally closed contact of the second emergency braking relay between the power supply and the magnetic track braking system.

[0021] According to one embodiment of the present invention, the method further includes: after the ATP system completes its self-test, the TCMS no longer issues a holding brake release command, and the braking system control unit automatically applies holding brake after determining that the vehicle is stationary; and the TCMS no longer issues a magnetic rail brake application command, so that the magnetic rail brake system is in a release state.

[0022] According to another aspect of the present invention, a track vehicle signaling system self-test anti-runaway control device is provided, comprising: a TCMS; a first input branch, a second input branch, and a third input branch connected between a first power supply and the input terminal of the TCMS; an ATP mode switch disposed on the first input branch; a magnetic track brake application relay disposed on the second input branch; a holding brake release relay disposed on the third input branch; a first output branch connected between the output terminal of the TCMS and the magnetic track brake system; a first emergency brake relay disposed on the first output branch; a second output branch connected between the output terminal of the TCMS and the brake system control unit; a third output branch connected between the output terminal of the TCMS and the ATP system; and a second emergency brake relay connected between a second power supply and the magnetic track brake system.

[0023] According to one embodiment of the present invention, the device further includes: a driver's cab activation relay connected between the second power supply and the second emergency brake relay, the driver's cab activation relay having a normally open contact and the second emergency brake relay having a normally closed contact.

[0024] According to one embodiment of the present invention, the device further includes an emergency braking button connected between the second power supply and the magnetic track braking system, wherein the emergency braking button and the second emergency braking relay are located in different branches.

[0025] In the anti-runaway control method and apparatus for the signaling system of a rail vehicle according to an embodiment of the present invention, before the ATP system performs its self-test, the magnetic track brake is applied to prevent the vehicle from running away while in an unbraked state. During the emergency braking test of the ATP system, the control of the vehicle on the magnetic track brake is then cut off, ensuring that the application of the magnetic track brake is controlled by the emergency braking command of the ATP system, and ensuring that the braking status feedback received by the ATP system is genuine and effective. This ensures that the vehicle meets the prerequisite for the ATP system self-test—that the braking system is in an unbraked state—and also ensures that the vehicle will not run away after the brakes are released, or in the event of an ATP system malfunction, greatly improving the safety and reliability of the vehicle. Attached Figure Description

[0026] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0027] Figure 1A flowchart illustrating a method for preventing runaway vehicle control during self-testing of a rail vehicle signaling system according to an embodiment of the present invention is shown.

[0028] Figure 2 A schematic diagram of an anti-runaway control device for a rail vehicle signaling system during self-testing according to an embodiment of the present invention is shown.

[0029] Figure 3 A partial schematic diagram of an anti-runaway control device for a rail vehicle signaling system during self-testing, according to an embodiment of the present invention, is shown.

[0030] The correspondence between English and Chinese codes and component names in the attached diagram is shown in the table below:

[0031]

[0032] Detailed Implementation

[0033] To make the objectives, technical solutions, and advantages of the present invention clearer, the embodiments of the present invention will be further described in detail below with reference to specific examples and the accompanying drawings.

[0034] It should be noted that all uses of "first" and "second" in the embodiments of the present invention are for the purpose of distinguishing two entities or parameters with the same name but different names. It is clear that "first" and "second" are only for the convenience of expression and should not be construed as limiting the embodiments of the present invention. Subsequent embodiments will not explain this in detail.

[0035] This invention proposes a method for preventing runaway during the self-test of a railway vehicle signaling system. (Refer to...) Figure 1 The method includes:

[0036] Step S1: In response to receiving the ATP mode open command, TCMS sends a magnetic track braking application command to the magnetic track braking system.

[0037] Step S2: In response to receiving a feedback signal that the magnetic track brake has been applied, the TCMS sends a brake release command to the brake system control unit.

[0038] Step S3: In response to receiving a feedback signal that the braking has been relieved, the TCMS controls the ATP system to perform a self-test.

[0039] Step S4: During the ATP system self-test, when it is necessary to test whether the emergency braking command issued by the ATP system is effective, the magnetic rail braking application command issued by the TCMS is cut off, and the ATP system issues an emergency braking command to the magnetic rail braking system.

[0040] Once the vehicle is activated, the driver selects ATP mode, at which point the TCMS receives the ATP mode activation command. Upon receiving the ATP mode activation command and determining that the vehicle meets the start-up conditions, the TCMS issues a magnetic rail braking application command.

[0041] After the magnetic rail braking is applied, the TCMS receives a feedback signal indicating that the magnetic rail braking has been applied, and that the braking force of the magnetic rail braking is sufficient to prevent the vehicle from rolling away. Then, the TCMS issues a command to maintain and release the braking.

[0042] Once the braking system receives a brake release command and determines that it has not received any braking command, it begins to release the brake.

[0043] After the holding brake of the entire train is released, the TCMS receives a feedback signal indicating that the holding brake has been released, signifying that the vehicle now meets the conditions for the ATP system self-check: the braking system is in a non-braking state. Subsequently, the TCMS controls the ATP system to be energized, and the ATP system begins its self-check.

[0044] When the ATP system tests whether the emergency braking command issued by the ATP system is effective, the vehicle will cut off the magnetic rail braking application command output by the TCMS to ensure that the magnetic rail braking working state detected by the ATP system is controlled by the emergency braking command issued by the ATP system.

[0045] Throughout the process, the vehicle's circuit control of the magnetic track braking not only meets the preconditions for the ATP system's self-test when the braking system is in a non-braking state, but also ensures that the vehicle is always in a braking state. Even if the ATP system malfunctions during self-test, the vehicle will not roll away due to the lack of braking, thus improving vehicle safety and enhancing the safety of maintenance personnel around the vehicle. Furthermore, when the ATP system issues an emergency braking command during self-test, the vehicle will actively disconnect the application of magnetic track braking, ensuring that the application of magnetic track braking is controlled by the ATP system's emergency braking command. This ensures that the braking status feedback received by the ATP system is authentic and effective, and that the ATP system's braking function self-test test only obtains feedback on the vehicle's actual braking status.

[0046] Reference Figure 2 In some embodiments, the TCMS includes a DI module (digital signal input module) and a DO module (digital signal output module). In response to receiving an ATP mode activation command, the TCMS sends a magnetic track braking application command to the magnetic track braking system, including:

[0047] In response to the DI module receiving a high-level signal in ATP mode and the TCMS determining that the vehicle is ready to start, the DO module outputs a high-level signal to apply magnetic rail braking.

[0048] In some embodiments, receiving a feedback signal that the magnetic track brake has been applied includes:

[0049] Once the magnetic track braking is applied, the magnetic track braking application relay is energized, causing the DI module to receive a high-level signal indicating that magnetic track braking has been applied.

[0050] Accordingly, in response to receiving a feedback signal that the magnetic track brake has been applied, the TCMS issues a brake release command to the braking system control unit, including:

[0051] In response to the DI module receiving a high-level signal indicating that the magnetic track brake has been applied, the DO module outputs a high-level signal indicating that the brake has been released to the braking system control unit.

[0052] In some embodiments, receiving the feedback signal that the holding brake has been relieved includes:

[0053] Once the holding brake has been released, the holding brake release relay is energized, causing the DI module to receive a high-level signal indicating that the holding brake has been released.

[0054] Accordingly, in response to receiving a feedback signal that the holding brake has been released, the TCMS controls the ATP system to perform a self-test, including:

[0055] In response to the DI module receiving a high-level signal indicating that the holding brake has been released, the DO module outputs a high-level signal to the ATP system, thereby energizing the ATP power contactor.

[0056] In some embodiments, the step of cutting off the rail braking application command issued by the TCMS and issuing an emergency braking command from the ATP system to the rail braking system includes:

[0057] The ATP system issues an emergency braking command, causing the normally open contact of the first emergency braking relay between the TCMS and the magnetic rail braking system to open, and causing the normally closed contact of the second emergency braking relay between the power supply and the magnetic rail braking system to close.

[0058] In some embodiments, the method further includes: after the ATP system self-test is completed, the TCMS no longer issues a holding brake release command, and the braking system control unit automatically applies the holding brake after determining that the vehicle is stationary; and the TCMS no longer issues a magnetic rail brake application command, so that the magnetic rail brake system is in a released state. After the ATP system self-test is completed, the holding brake is applied first, and then the magnetic rail brake is released.

[0059] Reference Figure 2 and Figure 3 The control logic of the ATP system's self-test anti-rollover control circuit is described as follows:

[0060] (1) When the vehicle is powered on, the emergency brake button EBB in branch 1 is not pressed, and the normally open contacts 13-14 of EBB are open. In an emergency, the driver can press the emergency brake button EBB and apply the magnetic rail brake through branch 1.

[0061] (2) Activate the driver's cab. The driver's cab activation relay CSR coil is energized, and the normally open contacts k1-k2 of CSR in branch 2 are closed. Since there is no emergency braking command after the vehicle is powered on, the emergency braking relay EBR is energized. The normally closed contacts b1-b2 of EBR in branch 2 are opened, and the normally open contacts k1-k2 of EBR in branch 4 are closed. The magnetic rail brake contactor TBC coil is not energized.

[0062] (3) When the driver turns the ATP mode switch ATPM to the "on" position, the TCMS:DI module receives the ATP mode high-level signal and at the same time determines that the vehicle is ready to start. Then, the TCMS:DO module outputs the "magnetic rail brake applied" high-level signal to control the magnetic rail brake contactor TBC coil to be energized.

[0063] (4) After the TBC coil is energized, the main contacts mk1-mk2, mk3-mk4, mk5-mk6 of the TBC are closed, and the magnetic rail brakes TBA1, TBA2, and TBA3 are energized and applied.

[0064] (5) After the magnetic track braking is applied, the magnetic track braking application relay TBAR is energized, and the normally open contacts k1-k2 of TBAR in branch 5 are closed. The TCMS:DI module receives a high-level signal that "magnetic track braking has been applied".

[0065] (6) Then the TCMS:DO module outputs a "hold brake release" high-level signal to the braking system control unit.

[0066] (7) When the brake system control unit receives the "hold brake release" command, and then determines that the brake system has not received any brake command, it begins to release the holding brake.

[0067] (8) After the holding brake of the entire train is released, the coil of the holding brake release relay HBRR is energized, the normally open contacts k1-k2 of HBRR in branch 7 are closed, and the TCMS:DI module receives a high-level signal of "holding brake released". At this time, the vehicle meets the conditions for ATP system self-test.

[0068] (9) After that, the TCMS:DO module outputs a high-level signal to control the ATP power contactor coil to be energized, and the ATP system starts power-on self-test.

[0069] (10) During the ATP system self-test, when testing the emergency braking command of the ATP system:

[0070] The ATP system issues an emergency braking command, de-energizing the vehicle's emergency braking relay coil. The normally open contacts k1-k2 of the EBR in branch 4 open, cutting off the "magnetic rail brake application command" output by the TCMS:DO module. The normally closed contacts b1-b2 of the EBR in branch 2 close, energizing the magnetic rail brake contactor TBC coil and controlling the magnetic rail brakes TBA1, TBA2, and TBA3 to operate. This control logic ensures that the magnetic rail brake operating state detected by the ATP system is controlled by the emergency braking command issued by the ATP system, and no longer by the vehicle's TCMS system.

[0071] (11) After the ATP system self-test is completed, the TCMS:DO module no longer outputs a "holding brake released" high-level signal, and the braking system automatically applies the holding brake after determining that the vehicle is stationary; the TCMS:DI module receives a "holding brake released" low-level signal, confirming that the vehicle's holding brake has been applied; the TCMS:DO module no longer outputs a "magnetic rail brake applied" high-level signal, the magnetic rail brake contactor TBC coil is de-energized, the main contacts mk1-mk2, mk3-mk4, mk5-mk6 of the TBC are opened, and the magnetic rail brakes TBA1, TBA2, and TBA3 are de-energized and released. At this point, the vehicle has completed the pre-departure ATP system self-test and enters the standby operation state.

[0072] The invention has been verified through actual projects, proving its feasibility. The verification project was a light rail vehicle equipped with an ATP system and employing hydraulic and magnetic track braking.

[0073] Magnetic rail braking is applied by vehicle control when emergency braking is triggered by the driver or the ATP system. The braking system is responsible for providing and calculating the braking force for magnetic rail braking, but it is not responsible for applying or releasing magnetic rail braking, nor does it monitor the status of magnetic rail braking.

[0074] The ATP system controls vehicle braking by controlling the service brake relay and the emergency brake relay. After issuing a braking command, the ATP system requests feedback from the braking system regarding the applied braking status. Since the braking system is only responsible for applying and releasing hydraulic braking, the braking status feedback provided by the braking system is actually feedback on the hydraulic braking status, excluding magnetic rail braking.

[0075] Every time the vehicle is powered on, and every time the terminals are switched, the ATP system will be powered on again and perform a self-check. Moreover, the prerequisite for each self-check to begin is that the braking system must be in a non-braking state, so that it can truly respond to the braking commands issued by the ATP system and provide feedback on the actual braking status.

[0076] For emergency braking commands, considering fail-safe conditions, the ATP system and vehicle control logic maintain consistency, both using a low-level signal to indicate application and a high-level signal to indicate non-application. In other words, when there is no emergency braking command for a normal vehicle, the emergency braking relay coil is energized.

[0077] This invention also proposes an anti-runaway control device for a rail vehicle signaling system during self-testing. (See reference...) Figure 2 and Figure 3 The device includes: a TCMS; a first input branch, a second input branch, and a third input branch connected between a first power supply and the input terminal of the TCMS; an ATP mode switch disposed on the first input branch; a magnetic track brake application relay disposed on the second input branch; a holding brake release relay disposed on the third input branch; a first output branch connected between the output terminal of the TCMS and the magnetic track brake system; a first emergency brake relay disposed on the first output branch; a second output branch connected between the output terminal of the TCMS and the brake system control unit; a third output branch connected between the output terminal of the TCMS and the ATP system; and a second emergency brake relay connected between a second power supply and the magnetic track brake system.

[0078] The first input branch, the second input branch, and the third input branch correspond to respectively Figure 2 Branches 3, 5, and 7, the first output branch, the second output branch, and the third output branch correspond to respectively Figure 2 Branch roads 4, 6, and 8.

[0079] The device further includes: a driver's cab activation relay connected between the second power supply and the second emergency brake relay, the driver's cab activation relay having a normally open contact and the second emergency brake relay having a normally closed contact.

[0080] The device further includes an emergency braking button connected between the second power supply and the magnetic track braking system, wherein the emergency braking button and the second emergency braking relay are located in different branches.

[0081] Based on the above description, this invention proposes a safety control strategy to prevent runaway during the ATP system self-test process. Before the ATP system self-test, magnetic rail braking is applied to ensure that the vehicle will not run away even when the braking system is in an unbraked state. When the vehicle is performing an emergency braking command test during the ATP system self-test, the application of magnetic rail braking is cut off, ensuring that the application of magnetic rail braking is controlled by the emergency braking command of the ATP system, thus ensuring that the braking status feedback received by the ATP system is genuine and effective.

[0082] This safety control strategy ensures that the vehicle meets the prerequisites for the ATP system self-check and that the braking function of the ATP system detects the actual braking status feedback of the vehicle. It also ensures that the vehicle will not roll away during the entire ATP system self-check process. This safety design concept not only improves the vehicle's safety level and enhances its safety and reliability, but also prevents the danger to maintenance personnel in the vicinity caused by a rollaway accident.

[0083] Those skilled in the art should understand that the discussion of any of the above embodiments is merely exemplary and is not intended to imply that the scope of the invention (including the claims) is limited to these examples. Within the framework of the invention, technical features of the above embodiments or different embodiments can be combined, and many other variations of the different aspects of the invention as described above exist, which are not provided in the details for the sake of brevity. Therefore, any omissions, modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the invention should be included within the protection scope of the invention.

Claims

1. A method for preventing runaway during self-testing of a rail vehicle signaling system, characterized in that, include: In response to receiving the ATP mode activation command, TCMS sends a magnetic rail braking application command to the magnetic rail braking system. Upon receiving a feedback signal that the magnetic track brake has been applied, the TCMS sends a brake release command to the brake system control unit. Upon receiving a feedback signal that the braking has been relieved, the TCMS controls the ATP system to perform a self-check. During the ATP system self-test, when it is necessary to test whether the emergency braking command issued by the ATP system is effective, the magnetic rail braking application command issued by the TCMS is cut off, and the ATP system issues an emergency braking command to the magnetic rail braking system. The TCMS includes a DI module and a DO module. In response to receiving an ATP mode activation command, the TCMS sends a magnetic track braking application command to the magnetic track braking system, including: In response to the DI module receiving a high-level signal in ATP mode and the TCMS determining that the vehicle is ready to start, the DO module outputs a high-level signal to apply magnetic rail braking. The received feedback signal that the magnetic track braking has been applied includes: Once the magnetic track braking is applied, the magnetic track braking application relay is energized, causing the DI module to receive a high-level signal indicating that magnetic track braking has been applied. In response to receiving a feedback signal that the magnetic track brake has been applied, the TCMS sends a brake release command to the braking system control unit, including: In response to the DI module receiving a high-level signal indicating that the magnetic track brake has been applied, the DO module outputs a high-level signal indicating that the brake has been released to the braking system control unit.

2. The method according to claim 1, characterized in that, The received feedback signal that the holding brake has been released includes: Once the holding brake has been released, the holding brake release relay is energized, causing the DI module to receive a high-level signal indicating that the holding brake has been released. In response to receiving a feedback signal that the braking has been relieved, the TCMS controls the ATP system to perform a self-check, including: In response to the DI module receiving a high-level signal indicating that the holding brake has been released, the DO module outputs a high-level signal to the ATP system, thereby energizing the ATP power contactor.

3. The method according to claim 1, characterized in that, The step of cutting off the magnetic rail braking application command issued by TCMS and issuing an emergency braking command from the ATP system to the magnetic rail braking system includes: The ATP system issues an emergency braking command, causing the normally open contact of the first emergency braking relay between the TCMS and the magnetic rail braking system to open, and causing the normally closed contact of the second emergency braking relay between the power supply and the magnetic rail braking system to close.

4. The method according to claim 1, characterized in that, Also includes: After the ATP system completes its self-test, the TCMS no longer issues a hold brake release command, and the braking system control unit automatically applies the hold brake after determining that the vehicle is stationary; and the TCMS no longer issues a magnetic rail brake application command, so that the magnetic rail brake system is in a released state.

5. A track vehicle signaling system self-test anti-runaway control device, characterized in that, For performing the anti-runaway vehicle control method as described in any one of claims 1-4, the anti-runaway vehicle control device comprises: TCMS; The first input branch, the second input branch, and the third input branch are connected between the first power supply and the input terminal of the TCMS. An ATP mode switch is set on the first input branch; A magnetic track braking application relay is installed on the second input branch; The brake release relay is maintained and is located on the third input branch; The first output branch is connected between the output terminal of the TCMS and the magnetic track braking system; The first emergency braking relay is installed on the first output branch; The second output branch is connected between the output terminal of the TCMS and the braking system control unit; The third output branch is connected between the output of the TCMS and the ATP system; The second emergency braking relay is connected between the second power supply and the magnetic rail braking system.

6. The apparatus according to claim 5, characterized in that, Also includes: A driver's cab activation relay is connected between the second power supply and the second emergency brake relay. The driver's cab activation relay has a normally open contact, and the second emergency brake relay has a normally closed contact.

7. The apparatus according to claim 5, characterized in that, Also includes: An emergency braking button is connected between the second power supply and the magnetic track braking system. The emergency braking button and the second emergency braking relay are located in different branches.

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