A rail transit weak current equipment training system and method

Abstract

The present invention discloses a rail transit weak-current equipment training system and method. The system uses a key to control the activation state of the train cab. Changes in the key's activation state automatically select a channel to link with the train cab, automatically select one of the control terminals to link with the train cab, and automatically adjust the three-dimensional visual display of the three-dimensional visual display terminal. This system utilizes a single cab device and system software to simulate various turnaround and line switching scenarios that would normally require two sets of equipment, thereby reducing the manufacturing and maintenance costs of urban rail transit driver training equipment.

Description

Technical Field

[0001] The present invention belongs to the technical field of rail transportation, and in particular relates to a rail transportation weak current equipment training system and method. Background Art

[0002] There are two main types of training methods for urban rail transit vehicle-mounted subsystem cabs in the current market. One is to use a single cab to simulate line operation for training and drills, and the other is to use two cabs combined into a simulated train to simulate line operation for training and drills. Both of these simulated operation drills have certain disadvantages.

[0003] When a single-operating console is used to simulate line operation for training and drills, the train driving direction can only be drilled according to a single operation scenario of fixed up or fixed down. This method greatly limits the content of driver training. For example, it is impossible to conduct simulated line drills for a series of scenarios that require turning around before or after the station, ATB unmanned automatic turning around, train rescue, etc., which will cause problems such as an inconsistent training process and insufficient drill scenarios.

[0004] When dual driver's consoles are combined into a simulated train to simulate line operation for training drills, although the actual driving conditions on site can be restored to a certain extent, a large number of equipment and line connections will be added, making the cab system more complex and increasing the number of failure points, and significantly increasing the manufacturing and maintenance costs of the training equipment. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a rail transit weak current equipment training system, which can realize the training content of training exercises using double driving consoles by using a single driving console.

[0006] In order to solve the above technical problems, the present invention adopts the following technical solutions:

[0007] First, a rail transit weak current equipment training system is provided, including:

[0008] A train cab, wherein the train cab is provided with a driver's console and a virtual control panel;

[0009] Key, used to control the activation status of the train cab;

[0010] A train management system, which uses a dual-channel link with the train cab and provides real-time operating data and corresponding control unit status information for the left and right ends of the train respectively, and automatically selects the channel according to the activation status of the key;

[0011] A train automatic control system, which has two left and right control terminals, which are connected to the train cab and provide relevant simulated operation data at both ends of the train. One of the control terminals is automatically selected to connect to the train cab according to the activation status of the key;

[0012] The visual system includes a three-dimensional visual image display terminal and a server terminal linked to a dynamic data server; the three-dimensional visual image display terminal is equipped with a forward visual display and a platform visual display, which synchronously display the visual image of the train in operation and the dynamic changes of the trackside equipment and line conditions in real time; the server terminal dynamically selects the data to be linked from the data server based on the key activation status and the status of the train cab linking to the external system, and automatically adjusts the three-dimensional visual image display of the three-dimensional visual image display terminal.

[0013] Preferably, the key activation form includes activation by a physical key, a physical key socket is provided on the driver's console, and an activation position is provided corresponding to the physical key socket, and when the physical key is rotated to the activation position, it indicates that the physical key activation is achieved.

[0014] Preferably, the key activation form also includes activation through a virtual key A on a virtual control panel, and activation by a virtual key B triggered by a train automatic control system according to specific conditions.

[0015] Preferably, the virtual key A is bound to the physical key. When the physical key is in an activated state, the virtual key A is in the left activation position, indicating that the left cab is activated; when the physical key is in an activated state, the virtual key A is in the right activation position, indicating that the right cab is activated. The virtual key A has only two states: the left activation position or the right activation position, and they are mutually exclusive.

[0016] The virtual key B automatically activates the cab when the train meets the unmanned automatic return conditions and the physical key is in the inactivated position. When the train exits the ATB mode, the virtual key B changes from the activated state to the inactivated state. When the physical key is activated when the virtual key B is in the activated state, the virtual key B changes from the activated state to the inactivated state.

[0017] Preferably, when the train management system is linked to the train cab through channel 1, it provides real-time operation data of the left end of the train and status information of the corresponding control unit; when the train management system is linked to the train cab through channel 2, it provides real-time operation data of the right end of the train and status information of the corresponding control unit.

[0018] Preferably, when the left end control terminal is linked to the train cab, relevant simulation operation data of the left end of the train is provided; when the right end control terminal is linked to the train cab, relevant simulation operation data of the right end of the train is provided.

[0019] Secondly, a rail transit weak current equipment training method is provided, which uses the training system to conduct training, including the following steps:

[0020] Control the activation status of the train cab via a key;

[0021] The channel is automatically selected to be linked to the train cab according to the change of the activation state of the key, one of the control terminals is automatically selected to be linked to the train cab, and the visual system automatically adjusts the three-dimensional visual image display of the three-dimensional visual image display terminal.

[0022] Preferably, before the manual reversal and end change begins, the physical key is in the activated position, the virtual key A is in the right end activated position, and the virtual key B is in the inactivated position. The connection status of the cab and the external system is as follows: the cab is connected to the train management system channel 2 and the right end of the train automatic control system, the visual system service end is connected to the visual data of the right end of the train, and the 3D visual image of the downlink operation direction is displayed on the 3D visual image display end;

[0023] To manually change ends and return, first rotate the physical key to the inactive position, then select virtual key A to the left active position, while virtual key B remains in the inactive position. At this time, the cab is disconnected from the train management system and the train automatic control system. The server of the visual system remains connected to the visual data of the right end of the train, and the 3D visual display of the visual system is still in the downward operating direction.

[0024] Rotate the physical key to the activation position again, keep the virtual key A in the left activation position, and keep the virtual key B in the inactive position. At this time, the cab is reconnected to channel 2 of the train management system and the left end of the train automatic control system. The visual system server automatically switches to the left end data of the train according to the key activation status and the connection status of the cab and the external system, and displays the corresponding 3D visual image on the 3D visual image display end. Before the visual system 3D visual image display end projects the image, the server and the trackside equipment synchronize information.

[0025] Preferably, before the automatic reversal by personnel begins, the train runs to the area where automatic reversal is possible, and at this time, the key activation status is: the physical key is in the activated position, the virtual key A is in the left end activated position, and the virtual key B is in the inactivated position; the connection status between the cab and the external system is: the cab is connected to the train management system channel 1 and the left end of the train automatic control system, and the visual system server is connected to the visual data of the left end of the train and displays the 3D visual image of the upward operation direction on the 3D visual image display terminal;

[0026] The manual automatic end-switch reversal process is executed, and the physical key is rotated to the inactive position. The dual channels between the cab and the train management system and the left and right ends of the train automatic control system remain connected. Virtual key A detects the connection between the cab and the train automatic control system and automatically switches the activation position to the right end. The visual system server simultaneously links the visual data of the left and right ends of the train, and the 3D visual image display maintains the visual image in the upward operating direction unchanged.

[0027] Rotate the physical key to the activation position again, keep the virtual key A in the right activation position, and keep the virtual key B in the inactive position. At this time, the cab is disconnected from the train management system channel 1 and the left end of the train automatic control system. The visual system automatically disconnects the left end visual data link according to the key activation status and the connection change between the cab and the external system. The 3D visual screen display end switches the visual screen to the downward operation direction. Before the 3D visual screen display end projects the screen, the server end and the trackside equipment synchronize information.

[0028] Preferably, before the unmanned automatic turnaround and end change, the train is first converted from a manned mode to an unmanned mode;

[0029] The train meets the ATB mode transition conditions, the physical key is rotated from the active position to the inactive position, the virtual key A is in the left active position, and the virtual key B automatically rotates to the active position when it detects that the physical key is in the inactive position and the train enters ATB mode. At this time, the connection status between the cab and the external system is as follows: the cab is connected to the train management system channel 1 and the left end of the train automatic control system, the server end of the visual system is connected to the visual data of the left end of the train and displays the 3D visual image of the upward operation direction on the 3D visual image display end;

[0030] After the train automatically runs to the set position, virtual key B automatically switches to the inactive position. The dual channels between the cab and the train management system and the left and right ends of the train automatic control system remain connected. When virtual key A detects that the cab and the train automatic control system are connected, it automatically switches the active position to the other end. The physical key remains in the inactive position. The service end of the visual system simultaneously links the visual data of the left and right ends of the train, and the 3D visual image display end maintains the visual image in the upward operating direction unchanged.

[0031] When virtual key A automatically switches to the right-end activation position, virtual key B is reactivated, and the link between channel 1 of the train management system and the left end of the train automatic control system is disconnected. The physical key remains in the inactivated position. The visual system automatically disconnects the link relationship between the left-end visual data according to the key activation and the link status change between the cab and the external system. The 3D visual screen display end switches the visual screen to the downward operation direction. Before the 3D visual screen display end projects the screen, the server end and the trackside equipment synchronize information.

[0032] The technical solution adopted by the present invention is to set up a train cab and control the activation state of the train cab by a key, that is, to realize the change of the activation end of the head of the train, virtually switch the running direction, and realize the virtual switching of the train cab. Therefore, it has the following beneficial effects:

[0033] Using a single cab device and system software, a series of manual reversal and terminal switching scenario training, such as train reversal and train rescue, can be implemented;

[0034] Using a single cab device and system software, a series of manned automatic turnaround scenarios can be trained, such as automatic turnaround before and after a train station.

[0035] Using a single cab device and system software, a series of unmanned automatic turnaround scenarios training, such as unmanned automatic turnaround and end-to-end switching in ATB mode, can be achieved;

[0036] The vision system uses a three-dimensional vision display screen to meet the vision screen switching in various turnaround and end-changing scenarios. In various turnaround and end-changing scenarios, the three-dimensional vision screen in front of the cab switches synchronously with the changes in the vehicle head activation end, and can synchronize the status of the trackside equipment in the three-dimensional vision screen.

[0037] Therefore, a single cab device and system software can be used to complete various turnaround and end-switch line simulation operation scenario drills that normally require two sets of equipment, thereby reducing the manufacturing and maintenance costs of urban rail transit driver training equipment.

[0038] The specific technical solutions and beneficial effects of the present invention will be described in detail in the following specific embodiments with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The present invention will be further described below with reference to the accompanying drawings and specific embodiments:

[0040] Figure 1 This is a schematic diagram of the cab composition of the rail transit weak current equipment training system of the present invention;

[0041] Figure 2 This is a diagram of a manual return-end switching scenario;

[0042] Figure 3 It is a scene diagram where someone automatically turns back and switches terminals;

[0043] Figure 4 This is a diagram of an unmanned automatic return terminal change scenario (preliminary steps);

[0044] Figure 5 This is a scene diagram of unmanned automatic return and terminal change. DETAILED DESCRIPTION

[0045] The following will be combined with the accompanying drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the embodiments described are only part of the embodiments of the present invention, not all of the embodiments. The following description of at least one exemplary embodiment is actually only illustrative and is in no way intended to limit the present invention and its application or use. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0046] In this embodiment, one end of the train is the left end and the other end is the right end. The left end and the right end are relative to each other in the running direction, rather than the "left" direction and "right" direction in the conventional sense.

[0047] Embodiments of the present invention provide a rail transit weak current equipment training system using a single cab, as well as a method for virtually switching operating directions using a single driver's console. The following describes the system architecture of a single cab and the activation methods of the train cab. The activation methods of the train cab are described from two perspectives: the key activation state and the cab-to-external communication state.

[0048] In order to realize the free switching of the running direction of a single console, such as Figure 1 As shown in the figure, the rail transit weak current equipment training system mainly includes a train management system, a train automatic control system, a visual system, an input / output control system and other hardware equipment.

[0049] The train cab features a driver's console and a virtual control panel. A key is also provided to control the cab's activation state, enabling changes in the locomotive's activation terminal, virtually switching operating directions, and virtually switching cabs. The train management system, automatic train control system, visual system, input / output control system, and other hardware devices simulate corresponding settings in actual trains and signaling systems.

[0050] The train management system is divided into two channels and is connected to the train cab. It has the functions of controlling, monitoring and diagnosing the corresponding units of the train, including the status display of the traction, auxiliary, braking and door subsystems of the simulated train.

[0051] When the train management system is connected to the train cab via channel 1, it provides real-time operating data for the left side of the vehicle and status information for the corresponding control units. When the train management system is connected to the train cab via channel 2, it provides real-time operating data for the right side of the vehicle and status information for the corresponding control units. The train management system channel selection is automatic based on the key activation status.

[0052] The train automatic control system uses simulated signal system onboard software instead of actual onboard cabinets, including the Automatic Train Protection (ATP) system and the Automatic Train Operation (ATO) system. It automatically safeguards train operation safety using movement authorizations provided by the ZC subsystem and calculated using route information provided by the CBI subsystem. It implements automatic driving functions such as automatic train departure, automatic station stops, automatic door opening and closing, automatic reversal, and automatic entry and exit from operation.

[0053] The train automatic control system consists of two control terminals, one for the left ATP and the other for the right ATP and ATO application software, connected to the train cab. When the left ATP and ATO application software is connected to the cab, it provides simulated operating data related to the left end of the train; when the right ATP and ATO application software is connected to the cab, it provides simulated operating data related to the right end of the train. The two control terminals automatically select which terminal is connected to the cab based on the key activation status.

[0054] The visual system consists of a front-end, representing the 3D visual display, and a back-end, connecting to a dynamic data server. The front-end utilizes computer-generated graphics (CGI) to display the vehicle's view, trackside equipment, and track conditions in real time, using forward-facing and platform-facing visual displays. The back-end dynamically selects the data server to be linked based on key activation status and the cab's connection to external systems, automatically adjusting the front-end's 3D visual display.

[0055] The input and output control system mainly collects the actions of various buttons and switches on the driver's console, driver controller, and electrical equipment cabinet in real time, and performs real-time output control on the speedometer, air pressure gauge, various indicator lights, and switches, which can realize the display of fault information.

[0056] Other hardware equipment includes some electrical switches, equipment knobs, instruments, etc. in the train cab.

[0057] Furthermore, there are three ways to activate the train cab. The first is to activate the cab with the physical key on the driver's console; the second is to activate the cab with the virtual key A on the virtual control panel; and the third is to activate the cab with the virtual key B triggered by specific conditions within the train automatic control system software.

[0058] Activating the cab with the physical key means the cab is activated when the physical key is rotated to the active position. Virtual Key A is bound to the physical key. That is, when the physical key is activated and Virtual Key A is in the left active position, the left cab is activated. When the physical key is activated and Virtual Key A is in the right active position, the right cab is activated. Without the physical key activated, Virtual Key A cannot activate the cab regardless of its position. Virtual Key A has only two mutually exclusive states: the left active position or the right active position. Virtual Key B is normally in the inactive position. When the train meets the conditions for unmanned automatic return (qualified for entering ATB mode) and the physical key is in the inactive position, Virtual Key B automatically activates the cab. When the train exits ATB mode, Virtual Key B changes from the active state to the inactive state. If the physical key is activated while Virtual Key B is in the active state, Virtual Key B changes from the active state to the inactive state. Therefore, Virtual Key B and the physical key are mutually exclusive.

[0059] As shown in Table 1, the cab system is combined with the key activation status to form three reversal and end-changing scenarios, namely, manual reversal and end-changing at any location, automatic reversal and end-changing with personnel, and automatic reversal and end-changing without personnel.

[0060] Table 1:

[0061]

[0062] It can be understood that the three reversal and end-changing scenarios described in Table 1 only indicate the situation where the train changes ends from the left end to the right end. If the train changes ends from the right end to the left end, the corresponding key activation status, connection status with the external system, and left and right end control and connection channels of the visual system are opposite to the three scenarios in Table 1.

[0063] Example 1: A train completes a manual turnaround process on a single operator's console in any area along the entire line, i.e., a manual turnaround and terminal change scenario.

[0064] Scene description: Figure 2 As shown in Figure 1, when Train 01 leaves the mainline platform and is degraded due to a vehicle failure, it cannot continue to operate and needs to be switched back to the depot. This meets the manual switchback scenario in Table 1.

[0065] The driver drives the train out of section T1002 and into the inner side of signal X02. The key activation status is as follows: the physical key is in the active position, virtual key A is in the right-end active position, and virtual key B is in the inactive position. The cab is connected to channel 2 of the train management system and the right end of the automatic train control system. The visual system's backend is connected to the right-end visual data of the train and displays a 3D visual image of the downlink direction on the front end.

[0066] The driver prepares to manually switch ends and return. He first rotates the physical key to the inactive position, then manually selects virtual key A to the left active position, while virtual key B remains in the inactive position. At this point, the cab is disconnected from both the train management system and the train automatic control system. The backend of the visual system remains connected to the right-end visual data. Because the end change is in progress, the frontend display of the visual system remains in the downward direction of operation.

[0067] The driver rotates the physical key again to the active position, while virtual key A remains in the left active position and virtual key B remains in the inactive position. The driver's cab is now reconnected to Channel 2 of the train management system and the left end of the train automatic control system. Based on the key activation status and the cab's connection status with external systems, the back-end of the visual system automatically switches to the left end of the train and displays the corresponding 3D visual image on the front end. The front-end projection of the visual system also requires synchronization with trackside equipment, such as the status of signal equipment such as signals and switches in the 3D visual image after the end switch.

[0068] Example 2: A train is in any reversible area on the entire line, and a single driver completes the manned automatic reversal process, that is, a manned automatic reversal and terminal change scenario.

[0069] Scene description: Figure 3 As shown in Figure 1, when Train 02 turns back from the upward operating direction to the downward operating direction at the reversing track, it meets the manned automatic reversal and change scenario in Table 1.

[0070] The driver drives the train to section T1004 (the automatic reversal zone). The key activation status is: the physical key is in the active position, virtual key A is in the left-end active position, and virtual key B is in the inactive position. The cab is connected to external systems: the cab is connected to channel 1 of the train management system and the left end of the train automatic control system. The back-end of the visual system is connected to the left-end visual data of the train and the front-end displays a 3D visual image of the upward operating direction.

[0071] The driver performs a manual automatic end-switch and reversal process in section T1004. The driver rotates the physical key to the inactive position. To ensure no degradation during and after the train's end-switch, the dual channels between the driver's cab and the train management system and both ends of the automatic train control system remain linked. Virtual key A detects the link between the driver's cab and the automatic train control system and automatically switches the active position to the other end (here, the right end). The backend of the visual system simultaneously links the visual data from both ends of the train, while the front end maintains the visual image in the upward operating direction.

[0072] The driver rotates the physical key again to the active position, while virtual key A remains in the right-hand active position and virtual key B remains in the inactive position. The driver's cab now disconnects from Channel 1 of the train management system and the left side of the train automatic control system. Based on the key activation status and the changes in the cab's connection to external systems, the visual system's backend automatically disconnects the left-side visual data and its frontend switches the visual display to the downlink direction. Before the frontend of the visual system can project its image, it must synchronize information with the trackside equipment.

[0073] Example 3: A train completes an unmanned automatic turnaround process at the departure or terminal station with a single driver, i.e., an unmanned automatic turnaround and terminal change scenario.

[0074] Scene description: Figure 4 、 5 As shown in Table 1, when Train 03 performs an unmanned automatic terminal change and turns back at the terminal, it changes from the upward operating direction to the downward operating direction, which meets the unmanned automatic terminal change scenario in Table 1.

[0075] The driver needs to switch the train from manned to unmanned mode at platform section T1001. Once the train has fully entered section T1001 and has come to a complete stop, the train meets the ATB mode transition conditions. The driver rotates the physical key from the active position to the inactive position. Virtual key A is in the left-end active position. Virtual key B automatically rotates to the active position when it detects the physical key is in the inactive position and the train enters ATB mode. At this point, the cab is connected to channel 1 of the train management system and the left end of the train automatic control system. The back-end of the visual system connects to the visual data of the left end of the train and displays a three-dimensional visual image of the upward operating direction on the front end.

[0076] After the train automatically reaches a steady stop at the T1004 reversing track, virtual key B automatically switches to the inactive position. The dual channels between the driver's cab and the train management system and both ends of the TACS remain linked. Virtual key A detects the link between the driver's cab and the TACS and automatically switches its active position to the other end (here, the right end), while the physical key remains in the inactive position. The backend of the visual system simultaneously links visual data from both ends of the train, while the frontend maintains the visual image in the upward direction.

[0077] The system detects that virtual key A has automatically switched to the right-hand activation position and reactivates virtual key B. It also disconnects Channel 1 of the train management system from the left end of the train automatic control system, leaving the physical key in the inactive position. Based on key activation and changes in the cab's connection status with external systems, the visual system's backend automatically disconnects the left-hand visual data and switches the frontend to the downlink operating direction. Before projecting the visual system's image, the frontend must synchronize information with the trackside equipment.

[0078] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Those skilled in the art will understand that the present invention includes, but is not limited to, the contents described in the above specific embodiment. Any modifications that do not deviate from the functional and structural principles of the present invention are intended to be included within the scope of the claims.

Claims

1. A rail transit weak current equipment training system, characterized in that: include: A train cab, wherein the train cab is provided with a driver's console and a virtual control panel; Key, used to control the activation status of the train cab; A train management system, which uses a dual-channel link with the train cab and provides real-time operating data and corresponding control unit status information for the left and right ends of the train respectively, and automatically selects the channel according to the activation status of the key; A train automatic control system, which has two left and right control terminals, which are connected to the train cab and provide relevant simulated operation data at both ends of the train. One of the control terminals is automatically selected to connect to the train cab according to the activation status of the key; A visual system comprising a 3D visual image display terminal and a server terminal linked to a dynamic data server; the 3D visual image display terminal is equipped with a forward visual display and a platform visual display, which synchronously display the visual landscape of the train in operation and the dynamic changes of the trackside equipment and track conditions in real time; the server terminal dynamically selects the data to be linked from the data server based on the key activation status and the status of the train cab's connection to the external system, and automatically adjusts the 3D visual image display of the 3D visual image display terminal; The key activation form includes activation by a physical key. A physical key socket is provided on the driver's console, and an activation position is provided corresponding to the physical key socket. When the physical key is rotated to the activation position, it means that the physical key is activated. The key activation form also includes activation by a virtual key A on the virtual control panel, and the train automatic control system triggers the virtual key B to activate according to specific conditions. The virtual key A has a binding relationship with the physical key. When the physical key is in the activated state, the virtual key A is in the left end activation position, which means that the left end cab is activated; when the physical key is in the activated state, the virtual key A is in the right end activation position, which means that the right end cab is activated. The virtual key A has only two states, the left end activation position or the right end activation position, and they are mutually exclusive. The virtual key B automatically activates the cab when the train meets the unmanned automatic return conditions and the physical key is in the inactivated position. When the train exits the ATB mode, the virtual key B changes from the activated state to the inactivated state. When the physical key is activated when the virtual key B is in the activated state, the virtual key B changes from the activated state to the inactivated state.

2. A rail transit weak current equipment training system according to claim 1, characterized in that: When the train management system is linked to the train cab through channel 1, it provides real-time operation data of the left end of the train and status information of the corresponding control unit; when the train management system is linked to the train cab through channel 2, it provides real-time operation data of the right end of the train and status information of the corresponding control unit.

3. A rail transit weak current equipment training system according to claim 1, characterized in that: When the left-end control terminal is linked to the train cab, it provides relevant simulation operation data of the left end of the train; when the right-end control terminal is linked to the train cab, it provides relevant simulation operation data of the right end of the train.

4. A rail transit weak current equipment training method, characterized in that: The training system according to claim 1 is used for training, comprising the following steps: Control the activation status of the train cab via a key; The channel is automatically selected to be linked to the train cab according to the change of the activation state of the key, one of the control terminals is automatically selected to be linked to the train cab, and the visual system automatically adjusts the three-dimensional visual image display of the three-dimensional visual image display terminal.

5. A rail transit weak current equipment training method according to claim 4, characterized in that: Before the manual reversal and end change begins, the physical key is in the active position, virtual key A is in the right end active position, and virtual key B is in the inactive position. The connection status between the cab and the external system is as follows: the cab is connected to the train management system channel 2 and the right end of the train automatic control system, the visual system server is connected to the right end visual data of the train, and the 3D visual image of the downlink operation direction is displayed on the 3D visual image display terminal; To manually change ends and return, first rotate the physical key to the inactive position, then select virtual key A to the left active position, while virtual key B remains in the inactive position. At this time, the cab is disconnected from the train management system and the train automatic control system. The server of the visual system remains connected to the visual data of the right end of the train, and the 3D visual display of the visual system is still in the downward operating direction. Rotate the physical key to the activation position again, keep the virtual key A in the left activation position, and keep the virtual key B in the inactive position. At this time, the cab is reconnected to channel 2 of the train management system and the left end of the train automatic control system. The visual system server automatically switches to the left end data of the train according to the key activation status and the connection status of the cab and the external system, and displays the corresponding 3D visual image on the 3D visual image display end. Before the visual system 3D visual image display end projects the image, the server and the trackside equipment synchronize information.

6. A rail transit weak current equipment training method according to claim 4, characterized in that: Before the start of the automatic reversal, the train runs to the area where automatic reversal is possible. At this time, the key activation status is: the physical key is in the active position, the virtual key A is in the left-end active position, and the virtual key B is in the inactive position. The connection status between the cab and the external system is: the cab is connected to the train management system channel 1 and the left end of the train automatic control system, and the visual system server is connected to the left end visual data of the train and displays the 3D visual image of the upward operation direction on the 3D visual image display. The manual automatic end-switch reversal process is executed, and the physical key is rotated to the inactive position. The dual channels between the cab and the train management system and the left and right ends of the train automatic control system remain connected. Virtual key A detects the connection between the cab and the train automatic control system and automatically switches the activation position to the right end. The visual system server simultaneously links the visual data of the left and right ends of the train, and the 3D visual image display maintains the visual image in the upward operating direction unchanged. Rotate the physical key to the activation position again, keep the virtual key A in the right activation position, and keep the virtual key B in the inactive position. At this time, the cab is disconnected from the train management system channel 1 and the left end of the train automatic control system. The visual system automatically disconnects the left end visual data link according to the key activation status and the connection change between the cab and the external system. The 3D visual screen display end switches the visual screen to the downward operation direction. Before the 3D visual screen display end projects the screen, the server end and the trackside equipment synchronize information.

7. A rail transit weak current equipment training method according to claim 4, characterized in that: Before the unmanned automatic turnaround and end-to-end change, the train is first converted from manned to unmanned mode; The train meets the ATB mode transition conditions, the physical key is rotated from the active position to the inactive position, the virtual key A is in the left active position, and the virtual key B automatically rotates to the active position when it detects that the physical key is in the inactive position and the train enters ATB mode. At this time, the connection status between the cab and the external system is as follows: the cab is connected to the train management system channel 1 and the left end of the train automatic control system, the server end of the visual system is connected to the visual data of the left end of the train and displays the 3D visual image of the upward operation direction on the 3D visual image display end; After the train automatically runs to the set position, virtual key B automatically switches to the inactive position. The dual channels between the cab and the train management system and the left and right ends of the train automatic control system remain connected. When virtual key A detects that the cab and the train automatic control system are connected, it automatically switches the active position to the other end. The physical key remains in the inactive position. The service end of the visual system simultaneously links the visual data of the left and right ends of the train, and the 3D visual image display end maintains the visual image in the upward operating direction unchanged. When virtual key A automatically switches to the right-end activation position, virtual key B is reactivated, and the link between channel 1 of the train management system and the left end of the train automatic control system is disconnected. The physical key remains in the inactivated position. The visual system automatically disconnects the link relationship between the left-end visual data according to the key activation and the link status change between the cab and the external system. The 3D visual screen display end switches the visual screen to the downward operation direction. Before the 3D visual screen display end projects the screen, the server end and the trackside equipment synchronize information.

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