Metro vehicle DTO circuit and DTO mode operation method

Abstract

This invention discloses a DTO (Dedicated Toll Collection) circuit and a DTO mode operation method for metro vehicles, relating to the field of metro vehicle circuit design technology. It includes a DTO mode relay, a DTO mode operation module, and modifications to the existing train circuitry. This invention adds a DTO mode relay and a DTO mode operation module to the train's signal control cabinet. When the DTO mode relay is activated, normally open contacts DⅠ and DⅣ close, while normally closed contacts DⅡ and DⅢ open, and the vehicle enters DTO mode. In this mode, the train operates automatically without human intervention, even under manned operation. This upgrade achieves DTO functionality with minimal modifications to the existing train line.

Description

Technical Field

[0001] This invention relates to the field of subway vehicle circuit design technology, and in particular to a subway vehicle DTO circuit and a DTO mode operation method. Background Technology

[0002] Currently, apart from driverless lines, most subway lines adopt the highest level of automated train operation (ATO). Many urban rail transit operators hope to upgrade existing ATO lines to improve their automated operation capabilities. Existing trains may have been in operation for many years, and the operating lines and existing train wiring designs are already finalized. To achieve this upgrade, the vehicle design and wiring need to be implemented with minimal changes.

[0003] Most existing subway trains were designed from the outset with either Automatic Train Operation (ATO) or Driverless Operation (FAO) modes in mind. In ATO trains, the signaling system controls the train's speed, traction, coasting, and braking. After stopping at a station, to start the train, the driver must press the "RUN" button after the doors have closed and locked, preventing the driver from taking their hands off.

[0004] The challenge of the upgrade lies in the need to modify the signaling system and vehicle interfaces of the existing delivered trains, while minimizing the amount of changes and the difficulty of on-site execution after sales, so as to achieve functional upgrades with minimal design changes. Summary of the Invention

[0005] This invention provides a DTO circuit and a DTO mode operation method for subway vehicles to solve the problems existing in the prior art.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows:

[0007] A DTO circuit for subway vehicles.

[0008] The system includes a first unit, which comprises a first driver controller, a first signal control main unit cabinet, and a first train activation relay. The first driver controller is equipped with an ATO mode position and an OFF mode position. The first signal control main unit cabinet contains an ATO mode operation module and an OFF mode operation module.

[0009] It also includes a DTO mode relay and a DTO mode operation module installed in the first signal control main cabinet.

[0010] The DTO mode relay includes normally open contact DⅠ, normally closed contact DⅡ, normally closed contact DⅢ, and normally open contact DⅣ.

[0011] The normally open contact CⅠ of the train activation relay, the ATC cut-off switch, and the normally closed contact DⅡ are connected in series between the ATO mode position and the front end of the ATO mode operation module.

[0012] The normally open contact DⅠ is electrically connected to the positive terminal of the power supply, and the other end is electrically connected to the input terminal of the ATC cut-off switch; one end of the normally open contact DⅣ is electrically connected to the output terminal of the ATC cut-off switch, and the other end is electrically connected to the front end of the DTO mode operation module.

[0013] The normally open contact KⅠ and normally closed contact DⅡ of the train key relay are connected in series between the OFF mode position and the front end of the OFF mode operation module.

[0014] Furthermore, one end of the coil of the DTO mode relay is connected to the output port of the first signal control main cabinet, and the other end is electrically connected to the negative terminal of the power supply.

[0015] Furthermore,

[0016] The output port of the first signal control main unit is connected to the coil of the ATC train activation relay.

[0017] One end of the coil of the ATC train activation relay is electrically connected to the negative terminal of the power supply.

[0018] Furthermore,

[0019] The normally open contact AⅠ of the ATC train activation relay and the normally open contact KⅡ of the train key relay are connected in parallel between the coil of the train activation relay and the positive terminal of the power supply.

[0020] The coil of the train activation relay is electrically connected to the negative terminal of the power supply.

[0021] Furthermore,

[0022] The first driver controller is equipped with an ATP-protected manual driving mode setting, and the first signal control main unit cabinet is equipped with an ATP-protected manual driving mode operation module.

[0023] The normally open contact CⅡ of the train activation relay is connected in series between the ATP protection manual driving mode gear on the first driver controller and the front end of the ATP protection manual driving mode operation module of the first signal control host cabinet.

[0024] Furthermore,

[0025] The first driver controller is equipped with a car wash mode setting, and the first signal control main unit cabinet is equipped with a car wash mode operation module.

[0026] The normally open contact CⅢ of the train activation relay is connected in series between the car wash mode gear on the first driver controller and the front end of the car wash mode operation module of the first signal control host cabinet.

[0027] Furthermore,

[0028] The first driver controller is equipped with a forward-limited mode and a backward-limited mode, and the first signal control main unit cabinet is equipped with a forward-limited mode operation module and a backward-limited mode operation module.

[0029] A normally open contact CⅣ of a train activation relay is connected in series between the forward-limiting mode gear on the first driver controller and the front end of the forward-limiting mode operation module on the first signal control main cabinet.

[0030] A normally open contact CⅤ of a train activation relay is connected in series between the rearward mode restriction gear on the first driver controller and the front end of the rearward mode restriction operation module on the first signal control main cabinet.

[0031] Furthermore, it also includes a second unit, the circuit structure of which is the same as that of the first unit. The front end of each operating module in the first signal control main cabinet of the first unit is electrically connected to the front end of the corresponding operating module in the second signal control main cabinet of the second unit.

[0032] A method for operating a metro vehicle in DTO mode, wherein after the train enters DTO mode, the train's signaling system can automatically control the vehicle according to the following steps:

[0033] S1) After the train enters the station and stops, the train doors and platform doors will automatically open.

[0034] S2) After the stop is completed, the platform doors and train doors will automatically close, and the train will receive the movement authorization and automatically depart from the platform.

[0035] S3) If the train needs to brake suddenly due to speeding in the section, and the DTO mode operating conditions are still met after the train stops, the train will automatically release the emergency brake and continue running.

[0036] (S4) The train continues to run to the turnaround platform and automatically performs the turnaround operation.

[0037] The steps for automatically performing the turnaround operation are as follows:

[0038] Step 1) After the train comes to a complete stop at the turnaround platform, the train doors and platform doors open;

[0039] Step 2) After the stop time ends, the train doors and platform doors close;

[0040] Step 3) Change the direction of travel at the turnaround point;

[0041] Step 4) After the doors are closed and locked, issue a traction command to turn back.

[0042] Compared with the prior art, the beneficial effects of the present invention are as follows: by adding a DTO mode relay and adding a DTO mode operation module in the train's signal control main cabinet, when the DTO mode relay is activated, normally open contacts DⅠ and DⅣ close, normally closed contacts DⅡ and DⅢ open, and the vehicle enters DTO mode operation. At this time, the train runs automatically under unmanned operation with manned supervision, without the need for manual operation. Based on the existing train line, the functional upgrade of the train is achieved with minimal modifications, realizing the DTO function. Attached Figure Description

[0043] Figure 1 Create circuit diagrams for the existing ATO (Automatic Train Operation) mode of metro vehicles;

[0044] Figure 2 A circuit diagram is established for the DTO train mode of this invention;

[0045] Figure 3 This is a truth table for each operation mode of the present invention. Detailed Implementation

[0046] The technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings. The described embodiments are only a part of the embodiments of the present invention, and not all of them. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0047] Example 1

[0048] like Figure 2 As shown, the present invention provides a DTO circuit and DTO mode operation method for subway vehicles, which can... Figure 1 This type of vehicle circuit, originally designed for ATO (Automatic Transmission) at its highest operating level, is being modified to a DTO (Dual Operation) vehicle circuit at its highest operating level.

[0049] like Figure 1 and Figure 2 As shown, the existing ATO trains and the DTO train improved by this invention have the following operating modes:

[0050] MODE1 is the ATO mode operating module, i.e., the automatic train control mode;

[0051] MODE2 is the CM mode operating module, which is the ATP-protected manual driving mode;

[0052] MODE3 is the WM mode operating module, i.e., car wash mode;

[0053] MODE4 is the RMF mode operating module, which is a limited forward mode;

[0054] MODE5 is the OFF mode operating module, i.e., the off mode;

[0055] MODE6 is the RMR mode operating module, which is the restricted backward mode;

[0056] MODE7 is the DTO mode operating module, which is a manned unmanned driving mode.

[0057] Each operating module can input corresponding operating commands to control the train in the corresponding mode.

[0058] Train operation modes are divided into two basic levels: ATC mode and manual mode. ATC mode includes ATO mode and DTO mode, while manual mode includes ATP protected manual driving mode (i.e., MODE2), restricted manual mode (RMF mode / RMR mode), and cut-off mode (cutting off ATC bypass, also called unrestricted manual mode).

[0059] exist Figure 1 and Figure 2 In this context, Unit 1 and Unit 2 refer to two symmetrical units of the train's dual-end redundant system. ATC cabinet 1 and ATC cabinet 2 are the signal control main cabinets in Unit 1 and Unit 2, respectively. DTOMR1-1 and DTOMR1-4 are the normally open contacts of the DTO mode relay DTOMR1 in Unit 1, and DTOMR1-2 and DTOMR1-3 are the normally closed contacts of the DTO mode relay DTOMR1 in Unit 1.

[0060] DTOMR2-1 and DTOMR2-4 are normally open contacts of the DTO mode relay DTOMR2 in Unit 2, and DTOMR2-2 and DTOMR2-3 are normally closed contacts of the DTO mode relay DTOMR2 in Unit 2.

[0061] Figure 1 DMER1 and DMER2 are the automatic reversing relays in Unit 1 and Unit 2, respectively. DMER1 includes normally open contacts DMER1-1, DMER1-2 and DMER1-3, and DMER2 includes normally open contacts DMER2-1, DMER2-2 and DMER2-3.

[0062] KSR1 and KSR2 are the train key relays in Unit 1 and Unit 2, respectively;

[0063] COR1 and COR2 are the train activation relays in Unit 1 and Unit 2, respectively;

[0064] ATCIS1 and ATCIS2 are the ATC cut-off switches in Unit 1 and Unit 2, respectively.

[0065] When the ATC cut-off switch is off, the train enters the cut-off mode. Driver controller 1 and driver controller 2 are the driver controllers in unit 1 and unit 2, respectively. The driver controller integrates the gears from MODE1 to MODE6 and the main control handle, which has three gears: traction, coasting, and braking.

[0066] Both driver controller 1 and driver controller 2 are equipped with six mode positions: ATO, CM, WM, RMF, OFF, and RMR. A DTO mode button is also provided on the driver control panel. Both ACT cabinet 1 and ACT cabinet 2 are equipped with seven mode operation modules: MODE1, MODE2, MODE3, MODE4, MODE5, MODE6, and MODE7. The instruction input front ends of the same mode operation modules in ATC cabinet 1 and ATC cabinet 2 are electrically connected. Both driver controllers at both ends of the train can send instructions to the two signal control main cabinets, thereby achieving redundant control and improving the safety of system operation.

[0067] One end of the coil of the DTO mode relay DTOMR1 is electrically connected to ATC cabinet 1, and the other end is electrically connected to the negative terminal of the power supply.

[0068] The output port of ATC cabinet 1 is electrically connected to the coil of ATC train activation relay ATC-COR1, and one end of the coil of ATC train activation relay ATC-COR1 is electrically connected to the negative terminal of the power supply.

[0069] The normally open contact ATC-COR1-1 of the train activation relay COR1 and the normally open contact KSR1-1 of the train key relay KSR1 are connected in parallel between the train activation relay COR1 and the positive terminal of the power supply. The train activation relay COR1 is electrically connected to the negative terminal of the power supply.

[0070] The train activation relay COR1 includes normally open contacts COR1-1, COR1-2, COR1-3, COR1-4, and COR1-5.

[0071] The ATO mode ATO gear of driver controller 1 and the front end of ATO mode operation module MODE1 of ATC cabinet 1 are connected in series with the normally open contact COR1-1 of train activation relay COR1, ATC cut-off switch ATCIS1 and normally closed contact DTOMR1-3.

[0072] The normally open contact DTOMR1-1 is electrically connected to the positive terminal of the power supply, and the other end is electrically connected to the input terminal of the ATC cut-off switch ATCIS1; one end of the normally open contact DTOMR1-4 is electrically connected to the output terminal of the ATC cut-off switch ATCIS1, and the other end is electrically connected to the front end of the DTO mode operation module MODE7.

[0073] The normally open contact KSR1-2 and normally closed contact DTOMR1-2 of the train key relay KSR1 are connected in series between the OFF mode position and the front end of the OFF mode operation module MODE5.

[0074] A normally open contact COR1-2 is connected in series between the CM mode position of the driver controller 1 and the front end of the ATP protection manual driving mode operation module MODE2 of the ATC cabinet 1.

[0075] A normally open contact COR1-3 is connected in series between the WM mode gear of driver controller 1 and the front end of the car wash mode operation module MODE3 of ATC cabinet 1.

[0076] A normally open contact COR1-4 is connected in series between the RMF mode gear of driver controller 1 and the front end of the MODE4 limited forward mode operation module of ATC cabinet 1.

[0077] The OFF mode position of the driver controller 1 and the front end of the MODE5 closed mode operation module of the ATC cabinet 1 are connected in series with normally open contact KSR1-2 and normally closed contact DTOMR1-2.

[0078] A normally open contact COR1-5 is connected in series between the RMR mode gear of driver controller 1 and the front end of the MODE6 module of ATC cabinet 1 which restricts backward operation.

[0079] from Figure 2 As can be seen, the circuit structure of Unit 2 is the same as that of Unit 1, and will not be described again here.

[0080] The prerequisite for the signal control main unit cabinet to enter the corresponding mode is that the following conditions must be met. Figure 3 The truth table for operating modes requires that when entering a certain valid mode, if this mode is 1, all other modes are 0: that is, entering ATO mode requires MODE1=1; entering CM mode requires MODE2=1; entering RMF mode requires MODE3=1; entering WM mode requires MODE4=1; entering OFF mode requires MODE5=1; entering RMR mode requires MODE6=1; and entering DTO mode requires MODE7=1.

[0081] like Figure 1In the original circuit shown, the purpose of adding a COR activation signal at the front end of each mode is to ensure that only the output of the driver's controller at the train activation end is valid. Therefore, this COR logic cannot be deleted when the circuit is modified by DTO.

[0082] The mode switch and main control handle must be turned only if the driver's key is inserted into the "ON" position. Train key relay KSR1 or KSR2 is activated, and the contact of KSR1-1 or KSR2-1 is closed. After the train is activated, the normally open contact of train activation relay COR1 or train activation relay COR2 is closed.

[0083] When the ATO mode of MODE1 is activated, the train key must be activated and the driver's mode switch must be set to the ATO position.

[0084] When implementing MODE2's CM mode, the driver's controller mode switch must be set to the CM position; when implementing MODE3's RMF mode, the driver's controller mode switch must be set to the RMF position.

[0085] When using MODE3's WM mode, the driver's mode switch must be set to the WM position.

[0086] When implementing MODE4's RMF mode, the driver's mode switch must be set to the RMF position.

[0087] When MODE5 is in OFF mode, the driver mode switch must be set to the OFF position.

[0088] When implementing MODE6's RMR mode, the driver's mode switch must be set to the RMR position;

[0089] When the DTO mode of MODE7 is activated, the mode switch must be set to the OFF position. The signal panel will display that the DTO mode is available. At the same time, the DTO mode button on the driver's cab will be activated to enter the DTO mode and output the DTO mode relay command and the ATC-COR1 / 2 relay command. Then, the key should be removed to open the normally open contact of KSR1 or KSR2, thereby disabling the OFF mode corresponding to MDOE5. At this time, only MODE7=1, and the train enters the DTO mode.

[0090] The system retains the CM / ATO mode for manual intervention in case of train malfunction. The driver can exit DTO mode by inserting the key and turning it to the "ON" position.

[0091] Upgrading from ATO (Automatic Train Operation) to DTO (Dual Train Operation) requires adding DTO mode input to the vehicle circuit. Since the signal is a dual-end redundant system, the main control terminal and the driver's cab activation terminal may not be on the same end. Therefore, the two mode signals need to be sent to the signal system for acquisition via the train line. However, since the train line needs to run through the train underframe cable tray, adding a new line requires removing the underframe equipment, removing the cable tray, and adding a wiring harness, which wastes manpower and increases the cost of the train line.

[0092] Based on the principle of achieving functionality while simplifying changes, the following was designed: Figure 2 The circuit shown, when the main signal control terminal and the driver's cab activation terminal are not on the same terminal, utilizes the existing... Figure 1 In the logic, the ATO mode train line not only guarantees the above logic but also realizes the DTO function.

[0093] At the same time, the differences in control logic between the DTO circuit and the original ATO vehicle circuit needed to be considered during the circuit design process. For example Figure 1 and Figure 2 As shown, in ATO mode, the unmanned automatic turnaround condition needs to be considered. In this condition, the driver needs to return the mode switch and main control handle to the 0 position, remove the driver's cab key, press the unmanned turnaround button in the platform area to trigger the output of the turnaround relay DMER1 / 2, and the normally open contact of DMER1 / 2 will close, so MODE1=1.

[0094] However, in DTO mode, the turnaround point is achieved by turning the train back through DTO automatic driving mode, and there is no DMER command output. Therefore, the DMER1 / 2 command is replaced with the DTOMR1 / 2 signal, so MODE7=1, and the turnaround point is realized in DTO mode.

[0095] Compared to Figure 1 The traditional solution Figure 2 The present invention moves the train activation relay contact COR to the front end of the signal output DTOMR. This is mainly to consider the DTO working condition, where the signal outputs a remote driver's cab activation signal at the turnaround point, causing the signal output command DTO mode relay and the train activation COR command to be on different ends, making the MODE7 line unable to conduct. Therefore, the COR contact is moved to the front end to ensure that MODE7=1 is a valid input under the ATO+ working condition.

[0096] Will Figure 1 The DMER and COR contacts in series signal is changed to Figure 2The reason for the KSR command is that in DTO operation, the DMER command is not available, and in DTO operation, the driver's cab mode switch needs to be in the OFF position and the key needs to be removed before the train activation command is output by the signal. If only DMER is removed, the driver's controller will output the OFF corresponding to MODE5=1 and MODE7=1 simultaneously. After circuit 2 changes the DMER and COR contact series signal to the KSR command, since the KSR is invalid when the driver's cab key is removed at both ends, the normally open contact of KSR1 / 2 is opened, thus ensuring the valid conditions of MODE5=0 and MODE7=1.

[0097] The DTO mode relay instruction contacts are added to the front end of the MODE1, MODE5, and MODE7 instruction inputs. When the DTO mode relay is energized under DTO conditions, its normally closed contact opens and its normally open contact closes, ensuring that MODE1=0, MODE5=0, and MODE7=1 are valid states.

[0098] The modification of this circuit has been reliably verified on existing lines, enabling the metro company to perform DTO functions, while simplifying changes to vehicle circuits and ensuring easy on-site execution after the service.

[0099] Example 2

[0100] The operation method of the newly added DTO mode operation module in this invention is as follows:

[0101] Once the train enters the DTO (Direct Oscillation Transit) phase, the signaling system simultaneously controls the direction of travel (forward and backward). The train's starting, acceleration, coasting, braking, and precise stopping are controlled by the signaling equipment without driver intervention.

[0102] ②After the train enters the station and stops, the train doors and platform doors will automatically open to allow passengers to board and alight.

[0103] ②After the stop is completed, the platform doors and train doors will automatically close, and the train will receive the authorization to move and will automatically depart from the platform;

[0104] ③ If the train needs to brake suddenly due to speeding in the section, and the DTO mode conditions are still met after the train stops, the train will automatically release the emergency braking and continue running.

[0105] ④ The train automatically performs a turnaround operation at the turnaround platform: After the train comes to a complete stop at the turnaround platform, the train doors and platform doors open. After the stop time ends, the train doors and platform doors close. The train changes direction at the turnaround point, and a traction command is issued after the doors are closed and locked.

[0106] It will be apparent to those skilled in the art that the present invention is not limited to the details of the exemplary embodiments described above, and that the invention can be implemented in other specific forms without departing from its spirit and essential characteristics. Therefore, the embodiments should be considered in all respects as exemplary and non-limiting, and the scope of the invention is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within the present invention. No reference numerals in the claims should be construed as limiting the scope of the claims.

[0107] Furthermore, it should be understood that although this specification describes embodiments, not every embodiment contains only one independent technical solution. This narrative style is merely for clarity. Those skilled in the art should consider the specification as a whole, and the technical solutions in each embodiment can also be appropriately combined to form other embodiments that can be understood by those skilled in the art.

Claims

1. A DTO circuit for subway vehicles, The system includes a first unit, which comprises a first driver controller, a first signal control main unit cabinet, and a first train activation relay. The first driver controller is equipped with an ATO mode position and an OFF mode position. The first signal control main unit cabinet contains an ATO mode operation module and an OFF mode operation module. Its features are, It also includes a DTO mode relay and a DTO mode operation module installed in the first signal control main cabinet. The DTO mode relay includes normally open contact DⅠ, normally closed contact DⅡ, normally closed contact DⅢ, and normally open contact DⅣ. The normally open contact CⅠ of the train activation relay, the ATC cut-off switch, and the normally closed contact DⅡ are connected in series between the ATO mode position and the front end of the ATO mode operation module. The normally open contact DⅠ is electrically connected to the positive terminal of the power supply, and the other end is electrically connected to the input terminal of the ATC cut-off switch; one end of the normally open contact DⅣ is electrically connected to the output terminal of the ATC cut-off switch, and the other end is electrically connected to the front end of the DTO mode operation module. The normally open contact KⅠ and normally closed contact DⅡ of the train key relay are connected in series between the OFF mode position and the front end of the OFF mode operation module.

2. The DTO circuit for a subway vehicle as described in claim 1, characterized in that, One end of the coil of the DTO mode relay is connected to the output port of the first signal control main cabinet, and the other end is electrically connected to the negative terminal of the power supply.

3. The DTO circuit for a subway vehicle as described in claim 1, characterized in that, The output port of the first signal control main unit is connected to the coil of the ATC train activation relay. One end of the coil of the ATC train activation relay is electrically connected to the negative terminal of the power supply.

4. A DTO circuit for a subway vehicle as described in claim 3, characterized in that, The normally open contact AⅠ of the ATC train activation relay and the normally open contact KⅡ of the train key relay are connected in parallel between the coil of the train activation relay and the positive terminal of the power supply. The coil of the train activation relay is electrically connected to the negative terminal of the power supply.

5. A DTO circuit for a subway vehicle as described in claim 3, characterized in that, The first driver controller is equipped with an ATP-protected manual driving mode setting, and the first signal control main unit cabinet is equipped with an ATP-protected manual driving mode operation module. The normally open contact CⅡ of the train activation relay is connected in series between the ATP protection manual driving mode gear on the first driver controller and the front end of the ATP protection manual driving mode operation module of the first signal control host cabinet.

6. A DTO circuit for a subway vehicle as described in claim 3, characterized in that, The first driver controller is equipped with a car wash mode setting, and the first signal control main unit cabinet is equipped with a car wash mode operation module. The normally open contact CⅢ of the train activation relay is connected in series between the car wash mode gear on the first driver controller and the front end of the car wash mode operation module of the first signal control host cabinet.

7. A DTO circuit for a subway vehicle as described in claim 3, characterized in that, The first driver controller is equipped with a forward-limited mode and a backward-limited mode, and the first signal control main unit cabinet is equipped with a forward-limited mode operation module and a backward-limited mode operation module. A normally open contact CⅣ of a train activation relay is connected in series between the forward-limiting mode gear on the first driver controller and the front end of the forward-limiting mode operation module on the first signal control main cabinet. A normally open contact CⅤ of a train activation relay is connected in series between the rearward mode restriction gear on the first driver controller and the front end of the rearward mode restriction operation module on the first signal control main cabinet.

8. A DTO circuit for a subway vehicle as described in claim 1, characterized in that, It also includes a second unit, the circuit structure of which is the same as that of the first unit. The front end of each operating module in the first signal control main cabinet of the first unit is electrically connected to the front end of the corresponding operating module in the second signal control main cabinet of the second unit.

9. A method for operating a metro vehicle in DTO mode based on the DTO circuit of any one of claims 1-8, characterized in that, Once the train enters DTO mode, its signaling system can automatically control the vehicle according to the following steps: S1) After the train enters the station and stops, the train doors and platform doors will automatically open. S2) After the stop is completed, the platform doors and train doors will automatically close, the train will receive the movement authorization, and the train will automatically depart from the platform; S3) If the train needs to brake suddenly due to speeding in the section, and the DTO mode operating conditions are still met after the train stops, the train will automatically release the emergency brake and continue running. (S4) The train continues to run to the turnaround platform and automatically performs the turnaround operation.

10. A method for operating a metro vehicle in DTO mode as described in claim 9, characterized in that, The steps for automatically performing the turnaround operation are as follows: Step 1) After the train comes to a complete stop at the turnaround platform, the train doors and platform doors open; Step 2) After the stop time ends, the train doors and platform doors close; Step 3) Change the direction of travel at the turnaround point; Step 4) After the doors are closed and locked, issue a traction command to turn back.

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