A method for using backup mode in a new type of train control system

Abstract

This invention discloses a backup mode usage method applicable to a novel train control system, comprising the following steps: Step 101, the TSRS device sends inter-station temporary speed limit information to the onboard equipment, and the onboard equipment receives and saves the inter-station temporary speed limit information; Step 102, under the premise of meeting the conditions for entering the backup mode, the onboard equipment is operated to enter the backup mode; Step 103, after entering the backup mode, the onboard equipment deletes the information from the RBC and continues to use the information from the transponder; Step 104, based on the information in Step 103, the onboard equipment calculates the permissible speed of the train; This method can switch to backup mode curve monitoring state after a communication failure, and the driver does not need to be vigilant and drive at low speed, which greatly reduces the driver's operating difficulty, reduces driving fatigue, and reduces the impact of the driver's input of temporary speed limits on operating efficiency, thereby improving the availability of the novel train control system.

Description

Technical Field

[0001] This invention relates to a novel train control system, and more particularly to a method for using a backup mode suitable for a novel train control system. Background Technology

[0002] The new train control system is primarily designed for applications in western railways, where the terrain is open, satellite signal reception is good, and current signal standards cannot meet transportation needs.

[0003] The new train control system uses IP-based wireless communication to transmit data between the train and the ground, as well as interact with tail-end air pressure and speed measurement and positioning. The onboard equipment calculates a continuous target speed curve for safety protection based on the track data and temporary speed limits, and calculates train integrity based on tail-end information. The RBC equipment checks train occupancy and calculates driving permits based on train position reports and trackside detection equipment occupancy.

[0004] The new train control system continues the development of the CTCS (China Train Control System) train control system architecture, maintaining the main control mode of train operation as the full monitoring mode. In the event of faults such as the interruption of train-to-ground wireless communication, a backup monitoring mode has been added to improve transportation efficiency and ensure that faulty trains can quickly enter the station.

[0005] Currently, when the train has an effective electronic map, after the driver reports to the dispatcher, he can manually switch to backup monitoring mode and input the temporary speed limit ahead according to the dispatcher's instructions. The onboard equipment proceeds according to the fixed speed limit mode and performs vigilance operations until it passes the transponder (virtual transponder). The onboard equipment generates a target distance braking curve based on the line data and authorized distance information described in the transponder and the temporary speed limit input by the driver to monitor the train's operation to the next station entrance.

[0006] If the location of the communication failure is far from the first set of transponders ahead, the driver needs to be constantly vigilant and move at a low speed, which significantly affects the driver's control of the vehicle. Especially when the new train control system is used on the western railway with complex gradient conditions and the operation of diesel locomotives pulling large train formations, the driver's own driving fatigue level is very high. If communication is interrupted, the onboard equipment still requires the driver to be vigilant at a low speed limit, which will greatly reduce the availability of the backup mode of the new train control system. Summary of the Invention

[0007] The purpose of this invention is to solve the problem that in the event of a communication interruption, the onboard equipment still requires the driver to maintain a lower speed limit, which reduces the availability of the backup mode of the current new train control system.

[0008] To achieve the above objectives, this invention proposes a backup mode usage method suitable for novel train control systems, comprising the following steps:

[0009] Step 101: The TSRS device sends inter-station temporary speed limit information to the on-board equipment, and the on-board equipment receives and saves the inter-station temporary speed limit information.

[0010] Step 102: If the conditions for entering backup mode are met, operate the on-board equipment to enter backup mode;

[0011] Step 103: After entering backup mode, the on-board equipment deletes the information from the RBC and continues to use the information from the transponder;

[0012] Step 104: Based on the information in step 103, the on-board equipment calculates the train's permissible speed.

[0013] In step 101, the on-board equipment sends a location report to the TSRS equipment. The location report includes an LRBG number. When the LRBG number in the location report is a transponder that needs to send inter-station line data, the TSRS sends the inter-station temporary speed limit information to the on-board equipment with the transponder group corresponding to the LRBG number as a reference point.

[0014] The transponders that need to send inter-station line data are: the reverse entrance transponder and the first group of section transponders; when the train crosses the dispatch boundary, there is also a transponder that needs to send inter-station line data in front of the calling transponder.

[0015] The new train control system's onboard equipment includes multiple modes, including a backup mode. Regardless of the mode, the onboard equipment receives and saves the inter-station temporary speed limit information sent by the TSRS.

[0016] In step 102, the condition for entering the backup mode is that the electronic map of the vehicle-mounted device is valid.

[0017] In step 102, when the train comes to a complete stop, the driver receives authorization from the dispatcher to switch to backup mode and then operates the onboard equipment to enter backup mode.

[0018] In step 103, the information from the RBC deleted by the on-board equipment includes: link information; driving permission; gradient information; SSP; level conversion command; temporary speed limit; mode curve; RBC switching command; unconditional emergency stop; conditional emergency stop; track clearance request ahead; special section; turnout signal status; visual authorization and visual area transponder list.

[0019] In step 103, the information from the transponder that the on-board equipment continues to use includes: block authorization information; link information; gradient information; SSP; and special sections.

[0020] The transponders used by the vehicle-mounted equipment in the information from the transponders include virtual transponders.

[0021] In step 103, the onboard equipment continues to use the information stored onboard, including: country value; MA request parameters; location report parameters; plain text information; geographic location; location information; train data; driver number; class information; RBCID & IP / TSRS ID & IP; train number; the last eight LRBGs; and inter-station temporary speed limit information from TSRS.

[0022] In step 104, when there is no temporary speed limit in the inter-station temporary speed limit information display section from TSRS, the on-board equipment directly generates the target speed control curve for train operation protection; when there is a temporary speed limit in the inter-station temporary speed limit information display section from TSRS, there is no need to input the temporary speed limit, and the on-board equipment accurately calculates the dynamic allowable speed curve according to the section with the temporary speed limit.

[0023] In step 104, as the train approaches the station, the onboard equipment monitors the train at a fixed speed limit until the train stops at the station.

[0024] This application proposes a method for optimizing and upgrading the backup monitoring mode of a novel train control system. This method allows the system to switch to a backup monitoring mode with curved monitoring parameters after a communication failure. Compared with existing technologies, this application has the following advantages and beneficial effects:

[0025] After entering the backup monitoring mode, the driver does not need to maintain a fixed speed limit while proceeding cautiously; this reduces the difficulty of locomotive operation when freight trains are moving at low speeds on slopes, alleviates driver fatigue, and reduces the impact of the driver's input of temporary speed limits on operating efficiency; it also reduces the impact of the signal system on transportation in the event of a train-to-ground communication interruption; and it improves the availability of the new train control system for fault scenarios. Attached Figure Description

[0026] Figure 1 This is a flowchart illustrating a backup mode usage method applicable to a novel train control system according to this application.

[0027] Figure 2 A schematic diagram of the temporary speed limit jurisdiction of a TSRS;

[0028] Figure 3 A graph showing the permissible speed of onboard equipment in backup mode without temporary speed limits in sections, obtained using existing methods.

[0029] Figure 4 A graph showing the permissible speed of the on-board equipment in backup mode without temporary speed limits in sections, obtained using the method of this application.

[0030] Figure 5 This is a graph showing the permissible speed of onboard equipment in backup mode when there are temporary speed limits in the section, obtained using existing methods.

[0031] Figure 6 This is a graph showing the permissible speed of the on-board equipment in backup mode when there is a temporary speed limit in the section, obtained using the method of this application. Detailed Implementation

[0032] The following will be combined with the embodiments of the present invention. Figures 1-6 The technical solutions, structural features, objectives and effects achieved in the embodiments of the present invention will be described in detail.

[0033] It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions. They are only used to facilitate and clarify the purpose of illustrating the embodiments of the present invention, and are not intended to limit the implementation conditions of the present invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportional relationship, or adjustments to the size should still fall within the scope of the technical content disclosed in the present invention, provided that they do not affect the effects and objectives that the present invention can produce.

[0034] It should be noted that, in this invention, relational terms such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only the expressly listed elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0035] The new train control system's onboard equipment has 10 operating modes, including full mode and backup mode. The backup mode is a new operating mode added by the new train control system compared to the traditional train control system. When the onboard equipment of the new train control system is operating in full mode, the train operation permission and track data are provided by the RBC (Radio Block Center). The backup mode is the operating mode when the train-to-ground communication is interrupted. In the backup mode, the onboard equipment calculates the dynamic speed curve to monitor the train operation based on the train operation permission and track data provided by the transponder.

[0036] Currently, in the use of the new train control system, when both positioning and electronic map are valid, the driver reports to the dispatcher and, after receiving authorization from the dispatcher to switch to backup mode, presses a dedicated button while the train is stopped to switch the onboard equipment to backup mode. In backup mode, when the onboard equipment lacks line data or temporary speed limit or block authorization information, the onboard equipment monitors the train operation at a fixed speed limit (e.g., 20 km / h), and the driver drives the train and takes appropriate action based on ground conditions.

[0037] Meanwhile, there are also requirements for the backup mode: after entering the backup mode, the onboard equipment should delete the driving permits and track data previously received from the transponder, specifically including: a) link information; b) driving permits; c) gradient information; d) SSP (Static Speed ​​Profile); e) level conversion command; f) temporary speed limit; g) mode profile; h) RBC switching command; i) unconditional emergency stop; j) conditional emergency stop; k) request for clear track ahead; l) special section (crossing phase); m) visual speed, distance and transponder list; and n) shunting transponder list. Therefore, when the onboard equipment switches to the backup mode, it will switch to the fixed speed limit state. The onboard equipment monitors the train operation at the fixed speed limit (i.e., 20 km / h) until it receives new transponder data. The new transponder data needs to contain complete driving permits and track data. Therefore, after the train-to-ground communication is interrupted, the operating efficiency will decrease.

[0038] In addition, the temporary speed limit information in the backup mode of the new train control system needs to be input or confirmed by the driver through the DMI (Train Control Onboard Equipment Human-Machine Interface). This temporary speed limit information only includes speed information and does not include temporary speed limit range information. This temporary speed limit information is different from the fixed speed limit, which is the inherent speed in backup mode. The speed limit information is the speed determined by the driver based on the actual route information. The speed of the temporary speed limit information cannot be greater than the fixed speed limit. Therefore, after running in backup mode for a period of time, after passing the transponder in the section, the driver will be prompted to input temporary speed limit information. After the driver inputs a fixed speed limit value as the temporary speed limit information in the DMI, the dynamic speed curve is calculated in combination with the route speed limit and the train permit. When there is a shorter but lower temporary speed limit in the section ahead after entering backup mode, the driver can only input the lower speed value as the temporary speed limit information. The onboard equipment will calculate the dynamic speed curve from the current position to the authorized end point according to the lower speed limit value.

[0039] To address the aforementioned problems and effectively improve the availability of temporary speed limits in backup mode, this embodiment discloses a method for using backup mode applicable to a new type of train control system, such as... Figure 1 As shown, it includes the following steps:

[0040] Step 101: The TSRS (Temporary Speed ​​Limit Server) device sends inter-station temporary speed limit information to the vehicle-mounted equipment, and the vehicle-mounted equipment receives and saves the inter-station temporary speed limit information.

[0041] In step 101, the on-board equipment periodically sends a location report to the TSRS equipment (the on-board equipment starts sending the report after establishing a connection with the TSRS, usually with a period of 6 seconds). The location report includes the LRBG (Learst Relevant Transponder Group) number. When the LRBG number in the location report is a transponder that needs to send inter-station line data, the TSRS sends inter-station temporary speed limit information to the on-board equipment with the transponder group corresponding to the LRBG number as the reference point.

[0042] The transponders that need to transmit inter-station line data are: a reverse entrance transponder and a first group of section transponders; when the train crosses the dispatch boundary, transponders that need to transmit inter-station line data are also set up in front of the calling transponder. The calling transponder is a specific group of transponders. This group of transponders describes the ID number of the preceding TSRS and the corresponding IP information. After the on-board equipment receives the transponder, it can initiate a session establishment request to the corresponding TSRS, establish a session with the preceding TSRS, and thus obtain information such as the temporary speed limit of the preceding section; Figure 2 For example, transponder 9 is the reverse entrance transponder for station C, and transponder 11 is the first set of section transponders from station C to station D. Figure 2 It only describes the data transmission range of stations within the jurisdiction of a single TSRS, without crossing scheduling boundaries, therefore Figure 2 There is no call responder.

[0043] It should be noted that, regardless of the mode, the on-board equipment receives and saves the inter-station temporary speed limit information sent by the TSRS.

[0044] Step 102: If the conditions for entering backup mode are met, operate the on-board equipment to enter backup mode.

[0045] In step 102, the condition for entering the backup mode is that the electronic map of the on-board equipment is valid. Compared with the prior art, which requires both train positioning and electronic map to be valid before the on-board equipment can enter the backup mode, this method has fewer restrictions.

[0046] Entering backup mode requires the following steps: After the train comes to a complete stop, the driver receives authorization from the dispatcher to enter backup mode and then operates the onboard equipment to enter backup mode.

[0047] Step 103: After entering backup mode, the on-board equipment deletes the information from the RBC and continues to use the information from the transponder.

[0048] After the onboard equipment enters backup mode, the information deleted from the RBC by the onboard equipment includes: a) link information; b) driving permission; c) gradient information; d) SSP; e) level conversion command; f) temporary speed limit; g) mode curve; h) RBC switching command; i) unconditional emergency stop; j) conditional emergency stop; k) track clearance request ahead; l) special section; m) turnout signal status; n) visual authorization and visual area transponder list.

[0049] After the on-board equipment enters backup mode, the information from the transponders that the on-board equipment continues to use includes: a) block authorization information; b) link information; c) gradient information; d) SSP (Special Section Protection); and e) special sections. The transponders include virtual transponders. The information from the transponders that the on-board equipment continues to use is sent to the on-board equipment by the transponder group it passed through before entering backup mode.

[0050] In addition, after the onboard equipment enters backup mode, the onboard equipment will continue to use the following information stored onboard: a) country value; b) MA request parameters; c) location report parameters; d) plain text information; e) geographic location (kilometer markers); f) location information; g) train data; h) driver number; i) class information; j) RBC ID & IP / TSRS ID & IP (RBC ID represents the identity of the RBC device, and IP represents the communication IP address of the RBC device; TSRS ID represents the identity of the TSRS device, and IP is the communication IP address of the TSRS); k) train number; l) last eight LRBGs; m) inter-station temporary speed limit information from TSRS.

[0051] Step 104: Based on the information in step 103, the onboard equipment calculates the train's permissible speed, including the following cases:

[0052] Scenario 1: When the temporary speed limit information between stations from TSRS shows that there is no temporary speed limit in the section, the on-board equipment directly generates the target speed control curve for train operation protection. There is no need to proceed cautiously according to the fixed speed limit. The on-board equipment only needs to monitor according to the fixed speed limit when approaching the station until the driver drives the train into the station and stops.

[0053] Scenario 2: When the temporary speed limit information between stations from TSRS shows that there is a temporary speed limit in the section, there is no need to input the temporary speed limit. The onboard equipment accurately calculates the dynamic permissible speed curve according to the section with the temporary speed limit. When approaching the station, the onboard equipment monitors according to the fixed speed limit until the driver drives the train into the station and stops.

[0054] like Figure 3 and Figure 4The paper presents a comparison of the permissible speed curves of the on-board equipment when there are no temporary speed limits in the section, using the existing method and the method of this application.

[0055] Figure 3 The displayed speed curve for onboard equipment using existing methods includes the following processes in sequence:

[0056] When the train is at position A1, the communication between the train and the ground is interrupted during the operation between positions A1 and A2. The onboard equipment outputs the normal braking to stop the train. When the train reaches position A2, the speed is 0.

[0057] At position A2, when the conditions of vehicle-mounted equipment positioning and electronic map validity are met, the driver operates to put the vehicle-mounted equipment into backup mode. The DMI confirms or enters the temporary speed limit of the section ahead. Since the vehicle-mounted equipment deletes the information previously received from the transponder at this time, it lacks line data or temporary speed limit or block authorization information. Therefore, it monitors according to the fixed speed limit.

[0058] At position A3, after passing the transponder, the onboard equipment receives the block authorization. The driver confirms or enters the temporary speed limit for the section ahead in the DMI. At this time, the station entry signal ahead is closed by default, and the train operation is monitored.

[0059] At position A4, the onboard equipment uses the track data information in the virtual transponder. The driver confirms or enters the temporary speed limit of the section ahead in the DMI. The onboard equipment calculates the train speed and monitors it.

[0060] At position A5, approaching the station, the driver confirms the entry signal is open, and subsequent trains reduce to a fixed speed limit. Onboard equipment monitors the train at this fixed speed limit until it arrives at the station and stops; or...

[0061] At position A5, as the driver approached the station, he did not confirm that the entrance signal was open. The onboard equipment then monitored the vehicle's stop in front of the entrance signal.

[0062] Using the method of this application, such as Figure 4 As shown, the permissible speed curve of the on-board equipment includes the following processes in sequence:

[0063] At position B1, after passing the exit transponder, the onboard equipment receives inter-station temporary speed limit information from the TSRS;

[0064] At position B2, during the operation of the section, the vehicle-to-ground communication is interrupted. Between positions B2 and B3, the onboard equipment outputs the normal braking to stop. When the train reaches position B3, the speed will be 0 and the train will stop.

[0065] At position B3, when the electronic map of the onboard equipment is valid, the driver operates to put the onboard equipment into backup mode, and the onboard equipment directly generates the target speed control curve for train operation protection.

[0066] At position B4, approaching the station, the driver confirms the entry signal is open. Subsequently, the train reduces to a fixed speed limit, and the onboard equipment monitors this speed until the train arrives at the station and stops; or...

[0067] At position B4', approaching the station, the driver did not confirm that the entrance signal was open. Subsequently, the onboard equipment monitored the vehicle's stop in front of the entrance signal.

[0068] Comparing the two curves above, when a train-to-ground communication interruption occurs, the optimized solution eliminates the need for the driver to proceed cautiously at a lower fixed speed limit until reaching the next transponder. Instead, the driver can directly generate a target speed control curve for train operation protection, significantly improving the availability of the backup mode. This also provides favorable support for reducing the density of transponders in the section.

[0069] like Figure 5 and Figure 6 The paper presents a comparison of the permissible speed curves of the on-board equipment when there are temporary speed limits in the section, using existing methods and the method of this application.

[0070] Figure 5 The displayed speed curve for onboard equipment when using existing methods, under temporary speed limits, includes the following processes in sequence:

[0071] At position C1, during the operation of the section, the vehicle-to-ground communication was interrupted. Between positions C1 and C2, the onboard equipment output the normal braking to stop. When the train reached position C2, the speed dropped to 0 and the train stopped.

[0072] At position C2, when the conditions of vehicle-mounted equipment positioning and electronic map validity are met, the driver operates to put the vehicle-mounted equipment into backup mode. The DMI confirms or inputs the temporary speed limit of the section ahead. Since the vehicle-mounted equipment deletes the information previously received from the transponder at this time, it lacks route data or temporary speed limit or block authorization information. Therefore, subsequent monitoring is carried out according to the fixed speed limit.

[0073] At position C3, after passing the transponder, the onboard equipment receives block authorization. The driver confirms or enters the temporary speed limit for the section ahead in the DMI. Subsequently, the next station entry signal is closed by default, and the train operation is monitored.

[0074] At position C4, due to the temporary speed limit in the section, the on-board equipment calculates the dynamic speed curve according to the temporary speed limit input by the driver.

[0075] At position C5, approaching the station, the driver confirms the entry signal is open, the train reduces to the fixed speed limit, and subsequent onboard equipment monitors the train at the fixed speed limit until it arrives at the station and stops; or...

[0076] At position C5', approaching the station, the driver did not confirm that the entrance signal was open, and the onboard equipment subsequently monitored the vehicle stopping in front of the entrance signal.

[0077] Figure 6 The displayed speed curve for on-board equipment when using the method of this application, under temporary speed limits, includes the following processes in sequence:

[0078] At position D1, after passing the exit transponder, the onboard equipment receives inter-station temporary speed limit information from the TSRS;

[0079] At position D2, during the operation of the section, the vehicle-to-ground communication was interrupted. Between positions D2 and D3, the onboard equipment output the normal braking to stop. When the train reached position D3, the speed dropped to 0 and the train stopped.

[0080] At location D3, when the electronic map on the in-vehicle device is valid, the driver operates the in-vehicle device to enter backup mode.

[0081] At position D4, due to the temporary speed limit in the section, the train speed is the speed required for the temporary speed limit section.

[0082] When the train enters the backup mode, the on-board equipment performs dynamic curve calculations based on the actual temporary speed limit section, so that the train gradually decelerates before reaching the temporary speed limit section, and the speed drops to the required speed of the temporary speed limit section just (or ahead of time) when it reaches the temporary speed limit section (i.e., position D4), and then accelerates again after leaving the temporary speed limit section.

[0083] At position D5, approaching the station, the driver confirms the entry signal is open, the train reduces to the fixed speed limit, and subsequent onboard equipment monitors the train at the fixed speed limit until it arrives at the station and stops; or...

[0084] At position D5', approaching the station, the driver did not confirm that the entrance signal was open, and the subsequent onboard equipment monitored the vehicle stopping in front of the entrance signal.

[0085] Comparing the two curves above, when there is a lower temporary speed limit in the section, under the backup mode, after optimization according to this solution, the driver does not need to input the temporary speed limit, and the on-board equipment can accurately perform dynamic curve calculation according to the section with the temporary speed limit, instead of calculating the curve according to the uniform speed limit value input by the driver. This effectively improves the throughput of the section and improves the operating efficiency of the backup mode.

[0086] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for using backup mode in a novel train control system, characterized in that, Includes the following steps: Step 101: The TSRS device sends inter-station temporary speed limit information to the onboard equipment, and the onboard equipment receives and saves the inter-station temporary speed limit information; Step 102: Under the premise that the conditions for entering the backup mode are met, the onboard equipment is operated to enter the backup mode; Step 103: After entering the backup mode, the onboard equipment deletes the information from the RBC and continues to use the information from the transponder; Step 104: Based on the information in Step 103, the onboard equipment calculates the permissible speed of the train. Among them, the new train control system on-board equipment includes multiple modes, including backup mode. Regardless of the mode, the on-board equipment receives and saves the inter-station temporary speed limit information sent by the TSRS. In step 103, the transponders in the information from the transponders that the on-board equipment continues to use include virtual transponders; the on-board equipment also continues to use the inter-station temporary speed limit information from TSRS stored in the on-board equipment. In step 104, when the temporary speed limit information displayed between stations from TSRS shows no temporary speed limit in the section, the on-board equipment directly generates the target speed control curve for train operation protection; when the temporary speed limit information displayed between stations from TSRS shows a temporary speed limit in the section, there is no need to input the temporary speed limit, and the on-board equipment accurately calculates the dynamic permissible speed curve according to the section with the temporary speed limit.

2. The backup mode usage method applicable to a novel train control system as described in claim 1, characterized in that, In step 101, the on-board equipment sends a location report to the TSRS equipment. The location report includes an LRBG number. When the LRBG number in the location report is a transponder that needs to send inter-station line data, the TSRS sends the inter-station temporary speed limit information to the on-board equipment with the transponder group corresponding to the LRBG number as a reference point.

3. The backup mode usage method applicable to a novel train control system as described in claim 2, characterized in that, The transponders that need to send inter-station line data are: the reverse entrance transponder and the first group of section transponders; when the train crosses the dispatch boundary, there is also a transponder that needs to send inter-station line data in front of the calling transponder.

4. The backup mode usage method applicable to a novel train control system as described in claim 1, characterized in that, In step 102, the condition for entering the backup mode is that the electronic map of the vehicle device is valid.

5. A method for using the backup mode of a novel train control system as described in claim 4, characterized in that, In step 102, after the train comes to a complete stop, the driver receives authorization from the dispatcher to switch to backup mode and then operates the onboard equipment to enter backup mode.

6. The backup mode usage method applicable to a novel train control system as described in claim 1, characterized in that, In step 103, the information from the RBC deleted by the on-board equipment includes: link information; driving permission; gradient information; SSP; level conversion command; temporary speed limit; mode curve; RBC switching command; unconditional emergency stop; conditional emergency stop; track clearance request ahead; special section; turnout signal status; visual authorization and visual area transponder list.

7. A method for using the backup mode of a novel train control system as described in claim 6, characterized in that, In step 103, the information from the transponder that the on-board equipment continues to use includes: block authorization information; link information; gradient information; SSP; special section.

8. A method for using the backup mode of a novel train control system as described in claim 7, characterized in that, In step 103, the onboard equipment continues to use the information stored onboard, including: country value; MA request parameters; location report parameters; plain text information; geographic location; location information; train data; driver number; class information; RBC ID & IP / TSRSID & IP; train number; and the last eight LRBGs.

9. A method for using the backup mode of a novel train control system as described in claim 1, characterized in that, In step 104, as the train approaches the station, the onboard equipment monitors the train at a fixed speed limit until the train stops at the station.

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