Back-up mode operation control system and method for a train control system

Abstract

A backup mode operation control system and operation control method of a train control system, a dispatching centralized CTC system sends route information and route speed limit information of a front station to an on-board ATP device, after a train-ground wireless communication fault occurs during train operation, the on-board ATP device switches to a backup mode operation, the on-board ATP device generates a target speed control curve in the front station according to the route information and route speed limit information of the front station sent by the dispatching centralized CTC system, and the train operates to the front station according to the target speed control curve in the front station. The application improves the train receiving and dispatching efficiency and the safety of station operation in the backup mode of the train control system, and can realize compatibility with the existing train control system.

Description

Technical Field

[0001] This invention relates to a backup mode operation control system and operation control method for a train control system. Background Technology

[0002] In communication-based train control systems, vehicle-to-ground communication relies on wireless communication networks such as GSM-R / LTE / 5G. In areas with poor wireless network coverage, or after a wireless network failure, or a malfunction of the onboard radio, the train control system needs to switch to a backup train control system for degraded operation. In the CTCS-3 level train control system, when a wireless communication failure occurs, the onboard ATP equipment applies braking, and when the train speed drops to a certain threshold, it switches to the CTCS-2 level train control system for degraded operation. In the new generation train control system, a dedicated backup mode is designed. When a wireless communication failure occurs, the onboard ATP equipment applies braking to stop the train, and the driver can switch to backup mode after contacting the dispatcher or station duty officer.

[0003] In the backup mode of the new generation train control system, the onboard ATP (Automatic Train Protection) equipment achieves train positioning through multi-source fusion information, including satellite navigation, speed sensors, physical transponders, and virtual transponders. Based on the route data stored in the onboard electronic map and the temporary speed limit information input by the driver, it generates a target speed control curve with the permitted train movement ending at the next station's entrance signal to monitor safe train operation. In the backup mode of the new generation train control system, the train can run at the maximum speed limit within the section. When the train approaches the entrance signal of the next station within a certain distance, it prompts the driver to confirm the signal's open status. If the driver does not confirm the entrance signal is open, the onboard ATP equipment monitors the train and stops before the entrance signal. After the driver confirms the entrance signal is open, the train reduces to a lower fixed speed limit (20 km / h), and the onboard ATP equipment monitors the train's entry into the station at the fixed speed limit (20 km / h).

[0004] The main problem with this backup system is that after the driver confirms the signal is open, the onboard ATP equipment applies a low fixed speed limit (20 km / h), which greatly affects the efficiency of train arrivals and departures at the station, especially for busy hub stations. Furthermore, after the driver confirms the signal is open, the onboard ATP equipment switches to monitoring the opening speed, posing a risk of overstepping the limits of a prohibited signal, such as a closed departure signal.

[0005] The statements herein provide only background information in relation to this invention and do not necessarily constitute prior art. Summary of the Invention

[0006] The purpose of this invention is to provide a backup mode operation control system and operation control method for a train control system, which improves the efficiency of train arrival and departure and the safety of train operation within stations, and can achieve compatibility with existing train control systems.

[0007] To achieve the above objectives, the present invention provides a backup mode operation control method for a train control system. The centralized dispatching control system (CTC) sends route information and route speed limit information of the next station to the onboard ATP equipment. After a train-to-ground wireless communication failure occurs during train operation, the onboard ATP equipment switches to backup mode operation. The onboard ATP equipment generates a target speed control curve for the next station based on the route information and route speed limit information of the next station sent by the centralized dispatching control system (CTC). The train then runs to the next station according to the target speed control curve.

[0008] The route information and route speed limit information include: route information and route speed limit information;

[0009] The route information includes: the status of the station entrance signal and the status of the turnouts; except for the signal at the end of the route which is closed, the status of other signals on the route is open; the status of the turnouts is in the fixed or reversed position after the train route is opened.

[0010] The route speed limit information includes the minimum temporary speed limit on the main line and siding of the route.

[0011] After the centralized dispatching CTC system determines that the train has passed the departure signal of the current station, it sends the route information and route speed limit information of the next station to the onboard ATP equipment.

[0012] If the route information for the next station changes and the train has not yet arrived at the next station, the centralized dispatching system (CTC) will immediately send the latest route information and route speed limit information to the onboard ATP equipment.

[0013] When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the duty officer at the next station to confirm that the route of the next station is consistent with the route information and speed limit information of the next station sent by the centralized dispatching CTC system, and that the receiving route of the next station is open. Then, the onboard ATP equipment generates a target speed control curve based on the route information and speed limit information, and monitors the train to enter the station according to the existing receiving route.

[0014] When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the station duty officer to confirm that the receiving route of the next station has been opened. However, if the route of the next station is inconsistent with the route information and speed limit information of the next station sent by the centralized dispatching CTC system, the onboard ATP equipment generates a roof speed control curve according to the existing fixed speed limit and monitors the train to enter the station according to the new receiving route.

[0015] When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the station duty officer to confirm that the receiving route at the next station is not open. Then the onboard ATP equipment controls the train to run according to the new receiving route. The train stops in front of the station signal and waits for the receiving route to open.

[0016] Train arrival at the next station means that the train passes the advance signal set before the entrance signal at the next station, or the distance between the train and the entrance signal at the next station is less than a preset value.

[0017] If a train-to-ground wireless communication failure occurs during train operation, and the onboard ATP equipment determines that the onboard electronic map of the line and the train position are valid, then the onboard ATP equipment switches to backup mode; if the onboard ATP equipment determines that the onboard electronic map of the line or the train position is invalid, then the onboard ATP equipment monitors the train's entry into the station according to the fixed speed limit.

[0018] The method for determining whether the vehicle-mounted route electronic map is valid includes: after the vehicle-mounted ATP device is powered on and initialized, the vehicle-mounted ATP device verifies the vehicle-mounted route electronic map with the departure test server, or the vehicle-mounted ATP device downloads and updates the vehicle-mounted route electronic map from the departure test server. After the verification or update is completed, the vehicle-mounted ATP device considers the vehicle-mounted route electronic map data to be valid; otherwise, it considers the vehicle-mounted route electronic map to be invalid.

[0019] The method for determining whether the train position is valid includes: if the onboard ATP device identifies the valid position of the train through the ground transponder or GNSS satellite navigation information, the onboard ATP device considers the train position to be valid; otherwise, it considers the train position to be invalid.

[0020] After receiving the route information and speed limit information of the next station from the centralized dispatching CTC system, the on-board ATP equipment confirms the validity of each information field in the route information and speed limit information, stores the route information and speed limit information, and replies with confirmation to the centralized dispatching CTC system.

[0021] After receiving a confirmation reply from the onboard ATP device, the centralized dispatching CTC system sets the status of the route information and speed limit information on the train operating line to "sent and confirmed". If the status of the route information and speed limit information on the train operating line is "not sent", the centralized dispatching CTC system will send the route information and speed limit information to the onboard ATP device until it receives a confirmation reply from the onboard ATP device, or if it continues to send for a preset time without receiving a confirmation reply from the onboard ATP device, the centralized dispatching CTC system will stop sending. After sending the route information and speed limit information to the onboard ATP device, the centralized dispatching CTC system sets the status of the route information and speed limit information on the train operating line to "sent but not confirmed".

[0022] The dispatcher or the station duty officer ahead confirms the consistency of the route based on the route information and the speed limit information status indicators on the train's operating line;

[0023] If the route information and route speed limit information are marked as "sent and confirmed", the driver is notified to run according to the existing receiving route.

[0024] If the route information and route speed limit information are marked as "sent but not confirmed", the driver will be notified to run according to the new route.

[0025] The onboard ATP equipment searches for routes based on the signal point connections described in the onboard electronic map file and the signal and turnout statuses in the route information and speed limit information of the stations ahead sent by the centralized dispatching CTC system. The onboard ATP equipment generates a target speed control curve based on the track gradient, track speed limit, and temporary speed limit information in the route information and speed limit information of the stations ahead sent by the centralized dispatching CTC system.

[0026] If the searched signal is not described in the route information and route speed limit information sent by the centralized dispatching CTC system, the route search is considered to have failed, and the onboard ATP equipment will monitor the train's entry into the station according to the fixed speed limit.

[0027] If the searched signal is found in the route information and route speed limit information sent by the CTC system in the dispatch center and the signal status is off, the search stops, the route search is completed, and the end of the route sequence is used as the mobility authorization end point.

[0028] The present invention also provides a backup mode operation control system for a train control system, comprising: onboard ATP equipment, a departure test server, and a centralized dispatching control (CTC) system.

[0029] The information exchange between the centralized dispatching CTC system and the on-board ATP equipment adopts a secure communication protocol.

[0030] The present invention has the following beneficial effects:

[0031] 1. The onboard ATP equipment generates a target speed curve within the station to monitor train operation based on the route information sent by the centralized dispatching CTC system. Compared with the existing backup mode's lower fixed speed limit control curve, it improves the efficiency of train arrival and departure.

[0032] 2. When the station opens the receiving route, the onboard ATP equipment identifies the train's permitted destination within the station based on the route endpoint location of the centralized dispatching CTC system. Compared with the existing backup mode opening speed monitoring method, this can prevent trains from overstepping the signal and improve the safety of train operation within the station.

[0033] 3. Based on the existing train control system architecture and equipment, the backup mode proposed in this solution can be implemented by simply adding wireless messages, thus achieving compatibility with the existing train control system. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a backup mode operation control system for a train control system provided by the present invention.

[0035] Figure 2 This is a flowchart of a backup mode operation control method for a train control system provided by the present invention.

[0036] Figure 3 This is a schematic diagram of the state transition of route information in the centralized dispatching CTC system.

[0037] Figure 4 This is a schematic diagram of vehicle reception in an embodiment of the present invention. Detailed Implementation

[0038] The following is based on Figures 1-4 The preferred embodiments of the present invention will be described in detail below.

[0039] This invention proposes a backup mode operation control method for train control systems. The centralized traffic control (CTC) system sends the route information of the next station to the onboard ATP (Automatic Train Protection) device in advance for storage. When a wireless communication failure occurs during train operation, the system switches to backup mode. Before the train enters the station, the driver confirms the relevant route, and the onboard ATP device generates the target speed control curve within the station based on the stored route information. This improves the station arrival and departure efficiency in backup mode and monitors the safe operation of the train within the station.

[0040] To implement the backup mode operation control method of this train control system, onboard ATP equipment and a centralized dispatching CTC system are required. The onboard ATP equipment includes: an onboard computer, a wireless transmission unit, a transponder information receiving unit (BTM), a track circuit information reader (TCR), a speed and distance measurement unit, a speed sensor, a human-machine interface unit (DMI), a train interface unit (TIU), and a judicial record unit (JRU). The wireless transmission unit consists of an onboard radio and an onboard antenna. The onboard antenna is preferably installed on an unobstructed location on the roof, and the onboard radio is installed in a suitable location within a cabinet, enabling bidirectional communication with the centralized dispatching CTC system via a wireless communication network.

[0041] like Figure 1As shown, this invention provides a backup mode operation control system for a train control system, comprising an onboard ATP (Automatic Train Protection) device, a departure test server, and a centralized dispatching control (CTC) system. After the onboard ATP device is powered on and initialized, it guides the driver to verify or update the data on the onboard electronic route map. The centralized dispatching control (CTC) system determines when the train has passed the departure signal and sends route information and temporary speed limits for the next station to the onboard ATP device via a wireless network. If the route information for the next station changes during train operation, the centralized dispatching control (CTC) system sends the latest route information to the onboard ATP device. Upon receiving this information, the onboard ATP device sends a confirmation reply to the centralized dispatching control (CTC) system. The route information in the centralized dispatching CTC system includes the status of switches and signals on the train route. In backup mode, after the driver confirms that the route information of the station ahead is consistent with the information sent by the centralized dispatching CTC system, the onboard ATP equipment completes the search for the train's forward route and the calculation of movement authorization based on the connection relationship of each signal point in the onboard electronic map and the status of signals and switches in the route information of the centralized dispatching CTC system. It also generates a target speed control curve based on information such as the temporary speed limit of the route in the centralized dispatching CTC system and the line speed limit in the onboard electronic map to monitor the safe operation of the train.

[0042] The onboard electronic route map can be directly burned into the onboard ATP device via software, or the onboard ATP device can download the entire route electronic map from the ground-based departure test server, update the locally stored onboard electronic map, and store it in the power-off protection storage area of ​​the onboard ATP device. The onboard electronic route map mainly includes route information such as track division, gradient, and speed limits, signal locations, switch locations, and connections between signal points. The centralized dispatching CTC system can forward route information and temporary speed limit information from the previous station to the onboard ATP device through the existing TSRS temporary speed limit server, or it can achieve direct information interaction with the onboard ATP device by adding an interface server for message forwarding.

[0043] This invention provides a backup mode operation control method for a train control system. Based on the existing train control system, it adds a centralized dispatching control (CTC) system to wirelessly interact with the onboard ATP (Automatic Train Protection) equipment. The CTC system transmits route information and temporary speed limits for the upcoming station to the onboard ATP equipment. If a wireless communication failure occurs during train operation, the system switches to backup mode. Before the train approaches the station, the driver confirms with the dispatcher or station duty officer that the route to the upcoming station matches the route pre-issued by the CTC system and that the receiving route is open. The onboard ATP equipment then generates a target speed control curve based on the onboard electronic route map, the route information from the CTC system, and the temporary speed limit information, enabling the train to quickly enter the station and monitoring its safe operation within the station.

[0044] After a train departs from the previous station, the route information for the next station will generally not change. In backup mode, as the train approaches the station, the onboard ATP (Automatic Train Protection) system prompts the driver to confirm the receiving or transit route for the next station. The driver confirms with the dispatcher or station duty officer that the route has not changed. After the driver confirms the relevant route, the onboard ATP system generates a target speed control curve to enable the train to enter the station quickly. If, due to special circumstances, the receiving route for the train at the next station changes, the driver can cancel the route confirmation after confirming with the dispatcher or station duty officer. The onboard ATP system will then generate a roof speed curve according to the existing fixed speed limit to monitor the train's entry into the station.

[0045] like Figure 2 As shown, in one embodiment of the present invention, the backup mode operation control method of the train control system includes the following steps:

[0046] Step S1: Verify and update the electronic map of the vehicle route.

[0047] After the onboard ATP device is powered on and initialized, the system guides the driver to verify or download and update the onboard electronic route map (including route information such as track division, gradient, and speed limits, as well as route parameters such as signal locations, switch locations, and connection relationships between signal points) with the departure test server. Once the driver completes the verification or update of the electronic map, the onboard ATP device considers the onboard electronic route map data valid; otherwise, it considers the onboard electronic route map invalid.

[0048] Step S2: The onboard ATP equipment determines the train's location.

[0049] The onboard computer obtains the train's current position information from the speed and distance measurement unit, acquires speed and displacement information through the speed sensor, and receives information from the ground transponder via the transponder antenna for position correction. Alternatively, it can use satellite receivers or other equipment to receive GNSS satellite navigation information for precise train positioning and position correction, as needed.

[0050] Step S3: The centralized dispatching CTC system sends the route information and speed limit information of the next station to the onboard ATP equipment.

[0051] Based on the occupancy and clearance status of the train in the station's track section, the centralized dispatching CTC system determines that after the train passes the exit signal, it sends the route information and route speed limit information of the station ahead to the onboard ATP equipment.

[0052] The information exchange between the centralized dispatching CTC system and the on-board ATP equipment adopts a secure communication protocol to ensure the security of information transmission.

[0053] The structure of the route information and route speed limit information packets sent by the centralized dispatching CTC system is detailed in Table 1.

[0054] Table 1

[0055]

[0056]

[0057] The route information includes: the status of the station entrance signal and the status of the turnout; except for the signal at the end of the route which is closed, the status of other signals on the route is open; the status of the turnout is that the turnout is in the fixed or reversed position after the train route is opened.

[0058] The route speed limit information includes: the minimum temporary speed limit on the main line and siding of the route. When the route speed limit information does not include temporary speed limits, the route speed limit information is filled with the maximum permissible speed of the line.

[0059] Arrival / Departure / Passing-through signs indicate that the train is either arriving at or passing through the station ahead.

[0060] During train operation, if the route information of the next station changes before the train reaches the next station, the centralized dispatching system (CTC) will immediately send the latest route information to the onboard ATP equipment.

[0061] The centralized dispatching CTC system sets the status indicators for route information and route speed limit information to three states: not sent, sent but not acknowledged, and sent and acknowledged. For example... Figure 3 As shown, if the route information and route speed limit information status is "not sent," the centralized dispatching CTC system will send the route information and route speed limit information to the onboard ATP equipment until it receives a confirmation reply from the onboard ATP equipment or after continuously sending for a certain period of time without receiving confirmation from the onboard ATP equipment. At this point, the centralized dispatching CTC system will stop sending the route information and route speed limit information. After sending the route information and route speed limit information to the onboard ATP equipment, the centralized dispatching CTC system will set the status of the route information and route speed limit information to "sent but not confirmed." After receiving confirmation of the route information and route speed limit information from the onboard ATP equipment, the centralized dispatching CTC system will set the status of the route information and route speed limit information to "sent and confirmed." To notify the dispatcher or station duty officer, the centralized dispatching CTC system can use special lines or colors to indicate the status of the train's route information and route speed limit information on the operating line.

[0062] Step S4: The on-board ATP device receives the route information and route speed limit information sent by the centralized dispatch CTC system and then replies with confirmation.

[0063] After receiving the route information and speed limit information from the centralized dispatching control (CTC) system, the onboard ATP equipment verifies the validity of each information field in Table 1. If the equipment deems the route and speed limit information valid, it stores them in the onboard computer's memory and sends a confirmation message to the CTC system. Upon receiving the confirmation, the CTC system marks the route and speed limit information as "sent and confirmed" on the train's running line.

[0064] Step S5: A vehicle-to-ground wireless communication failure occurs, and the onboard ATP equipment switches to backup mode.

[0065] If a train-to-ground wireless communication failure occurs during train operation, the onboard ATP equipment determines that the onboard electronic map of the line is valid and the train's position is valid (valid train position means that the onboard ATP equipment can identify the valid position of the train through the ground transponder or GNSS satellite navigation information). According to the existing processing method, the driver confirms with the dispatcher or station duty officer and then switches to backup mode. Based on the line data described in the onboard electronic map, a target speed control curve with the moving authorization endpoint as the entry signal of the next station is generated, and the train operation in the section is monitored, and then the process proceeds to step S6. If the onboard electronic map of the line is invalid or the train's position is invalid, the onboard ATP equipment switches to a fixed speed limit monitoring mode for the train operation in the section with a lower speed limit, and the process ends.

[0066] Step S6: As the train approaches the station, the onboard ATP equipment prompts the driver to confirm the route information.

[0067] Based on the onboard electronic map of the route, the onboard ATP (Automatic Train Protection) system determines that the train is approaching the next station after passing a warning signal before the station's entrance signal or after the train is within a certain distance (500m) of the entrance signal. The onboard ATP system then prompts the driver to confirm the route information. The system displays the pre-stored route information to the driver through the Human-Machine Interface (DMI). For arriving / departing trains, it displays "Please confirm train arrival on track xx"; for passing trains, it displays "Please confirm train passing on track xx," etc.

[0068] The driver confirms the route information with the dispatcher or the station duty officer ahead. The dispatcher or station duty officer verifies the consistency of the route information and speed limit information status indicators on the operating line. If the route information and speed limit information status indicators are "sent and confirmed," the driver is notified to enter the station according to the existing receiving route. If the route information and speed limit information status indicators show "sent but not confirmed," it means that the onboard ATP equipment did not receive the route information and speed limit information after they were sent, or that the onboard ATP equipment did not confirm the route information after it was changed, and the driver is notified to enter the station according to the new receiving route.

[0069] If the driver confirms that the receiving route at the next station is open and matches the route information pre-stored in the onboard ATP equipment, and confirms this on the DMI (Manual Interface Unit) of the onboard ATP equipment, the onboard ATP equipment generates a target speed control curve based on the route information, route speed limit information, and line data in the onboard electronic map, and proceeds to step S7. If the driver confirms that the receiving route at the next station is open but does not match the route information pre-stored in the onboard ATP equipment (at this time, the status of the route information and route speed limit information is "sent but not confirmed"), the driver cancels the route confirmation, and the onboard ATP equipment generates a fixed speed limit canopy control curve according to the existing logic to monitor the train's entry into the station. If the receiving route is not open (at this time, the status of the route information and route speed limit information may be "sent and confirmed"), the driver controls the train to stop in front of the entry signal according to the onboard ATP equipment, and waits for the receiving route to open before re-entering step S6 for judgment. After the route is opened, the driver checks the route status with the CTC dispatcher. If they match, a target curve can be generated for entry into the station.

[0070] Step S7: The onboard ATP equipment generates the target speed control curve and monitors the train operation.

[0071] like Figure 4 As shown, taking the IG (Incoming Train) reception at a station as an example, the route information sent by the centralized dispatching control (CTC) system to the onboard ATP (Automatic Train Protection) equipment is: entrance signal X is open, turnout SW1 is positioned, and exit signal X1 is closed. After the driver confirms that the reception route is open and that the reception route is an IG reception, the onboard ATP equipment searches for a route along the train's current direction of travel based on the train's current position. According to the signal point connection relationships described in the onboard electronic map file and the signal status in the route information of the centralized dispatching control (CTC) system, it records the track gradient, speed limit, and other track information along the train's direction of travel on the route ahead in the reception route.

[0072] On straight tracks (before passing a turnout), the onboard ATP equipment will start from the train's location and record track information sequentially along the train's direction of travel on the track where the train is located. When the route search encounters a turnout, it will search for the track corresponding to the turnout status in the onboard electronic map of the track based on the turnout status in the route information of the centralized dispatching CTC system, and switch the route search track.

[0073] If the searched signal is not described in the route information of the centralized dispatching CTC system, the route search is considered to have failed. The onboard ATP equipment generates a fixed speed limit curve to monitor the train's entry into the station, and the process ends.

[0074] If the searched signal is in the route information of the centralized dispatching CTC system and the signal status is closed, the search stops, the route search is completed, and the end of the route sequence is used as the movement authorization endpoint. In backup mode, before the driver confirms the route with the dispatcher, the entry signal of the preceding station is used as the movement authorization endpoint; once the driver confirms the signal is open and the route is consistent with the dispatcher's confirmation, the ATP extends the route authorization in backup mode to the exit signal. The onboard ATP equipment generates a target speed control curve based on information such as the line gradient, line speed limit, and temporary speed limit in the route information of the centralized dispatching CTC system, and monitors the train to stop at the exit signal X1 before the station.

[0075] This invention combines a dispatching system with a train control system to enable trains to quickly enter and exit stations in backup mode, while ensuring train operation safety.

[0076] It should be noted that, in the embodiments of the present invention, the terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential," etc., indicating the orientation or positional relationship, are based on the orientation or positional relationship shown in the accompanying drawings and are only for the convenience of describing the embodiments. They do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0077] In this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing," etc., should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0078] 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 backup mode operation control method for a train control system, characterized in that, Include: The centralized dispatching system (CTC) sends route information and speed limit information for the next station to the onboard ATP equipment. This route information and speed limit information include: route information and speed limit information; the route information includes: the status of the station's entrance signal and the status of the switches; except for the signal at the end of the route which is closed, all other signals on the route are open; the switch status indicates whether the switches are in the correct or reverse position after the train route is opened; the speed limit information includes: the minimum temporary speed limit on the main line and sidings of the route. If a train-to-ground wireless communication failure occurs during train operation, the onboard ATP equipment will switch to backup mode if it determines that the onboard electronic map of the line is valid and the train position is valid. If the onboard ATP equipment determines that the onboard electronic map of the route is invalid or the train position is invalid, the onboard ATP equipment will monitor the train's entry into the station according to the fixed speed limit. After the centralized dispatching CTC system determines that the train has passed the exit signal of the current station, it sends the route information and route speed limit information of the next station to the onboard ATP equipment. After the onboard ATP equipment switches to backup mode, it generates the target speed control curve for the station ahead based on the route information and speed limit information of the station ahead sent by the centralized dispatching CTC system. The train proceeds to the next station according to the target speed control curve within the aforementioned station. When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the duty officer at the next station to confirm that the route of the next station is consistent with the route information and speed limit information of the next station sent by the centralized dispatching CTC system and that the receiving route of the next station is open. Then the onboard ATP equipment generates a target speed control curve based on the route information and speed limit information and monitors the train to enter the station according to the existing receiving route. The onboard ATP equipment searches for routes based on the signal point connection relationships described in the onboard electronic map file and the signal and turnout status in the route information and speed limit information of the stations ahead sent by the centralized dispatching CTC system. The onboard ATP equipment generates a target speed control curve based on the line gradient, line speed limit, and temporary speed limit information in the route information and speed limit information of the stations ahead sent by the centralized dispatching CTC system. If the searched signal is found in the route information and route speed limit information sent by the CTC system in the dispatch center and the signal status is off, the search stops, the route search is completed, and the end of the route sequence is used as the mobility authorization end point.

2. The backup mode operation control method for a train control system as described in claim 1, characterized in that, If the route information for the next station changes and the train has not yet arrived at the next station, the centralized dispatching system (CTC) will immediately send the latest route information and route speed limit information to the onboard ATP equipment.

3. The backup mode operation control method for a train control system as described in claim 2, characterized in that, When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the station duty officer to confirm that the receiving route of the next station has been opened. However, if the route of the next station is inconsistent with the route information and speed limit information of the next station sent by the centralized dispatching CTC system, the onboard ATP equipment generates a roof speed control curve according to the existing fixed speed limit and monitors the train to enter the station according to the new receiving route.

4. The backup mode operation control method for a train control system as described in claim 2, characterized in that, When the train arrives at the next station, the onboard ATP equipment prompts the driver and dispatcher or the station duty officer to confirm that the receiving route at the next station is not open. Then the onboard ATP equipment controls the train to run according to the new receiving route. The train stops in front of the station signal and waits for the receiving route to open.

5. The backup mode operation control method for a train control system as described in any one of claims 2-4, characterized in that, Train arrival at the next station means that the train passes the advance signal set before the entrance signal at the next station, or the distance between the train and the entrance signal at the next station is less than a preset value.

6. The backup mode operation control method for a train control system as described in claim 1, characterized in that, The method for determining whether the vehicle-mounted route electronic map is valid includes: after the vehicle-mounted ATP device is powered on and initialized, the vehicle-mounted ATP device verifies the vehicle-mounted route electronic map with the departure test server, or the vehicle-mounted ATP device downloads and updates the vehicle-mounted route electronic map from the departure test server. After the verification or update is completed, the vehicle-mounted ATP device considers the vehicle-mounted route electronic map data to be valid; otherwise, it considers the vehicle-mounted route electronic map to be invalid. The method for determining whether the train position is valid includes: if the onboard ATP device identifies the valid position of the train through the ground transponder or GNSS satellite navigation information, the onboard ATP device considers the train position to be valid; otherwise, it considers the train position to be invalid.

7. The backup mode operation control method for a train control system as described in claim 6, characterized in that, After receiving the route information and speed limit information of the next station from the centralized dispatching CTC system, the on-board ATP equipment confirms the validity of each information field in the route information and speed limit information, stores the route information and speed limit information, and replies with confirmation to the centralized dispatching CTC system.

8. The backup mode operation control method for a train control system as described in claim 7, characterized in that, After receiving a confirmation reply from the onboard ATP device, the centralized dispatching CTC system sets the status of the route information and speed limit information on the train operating line to "sent and confirmed". If the status of the route information and speed limit information on the train operating line is "not sent", the centralized dispatching CTC system will send the route information and speed limit information to the onboard ATP device until it receives a confirmation reply from the onboard ATP device, or if it continues to send for a preset time without receiving a confirmation reply from the onboard ATP device, the centralized dispatching CTC system will stop sending. After sending the route information and speed limit information to the onboard ATP device, the centralized dispatching CTC system sets the status of the route information and speed limit information on the train operating line to "sent but not confirmed".

9. The backup mode operation control method for a train control system as described in claim 8, characterized in that, The dispatcher or the duty officer at the next station confirms the consistency of the route based on the route information and the status indicators of the route speed limit information on the train's operating line; If the route information and route speed limit information are marked as "sent and confirmed", the driver is notified to run according to the existing pick-up route; If the route information and route speed limit information status is "sent but not confirmed", the driver will be notified to run according to the new receiving route.

10. The backup mode operation control method for a train control system as described in claim 1, characterized in that, If the searched signal is not described in the route information and route speed limit information sent by the centralized dispatching CTC system, the route search is considered to have failed, and the onboard ATP equipment will monitor the train's entry into the station according to the fixed speed limit.

11. A backup mode operation control system for a train control system that implements the backup mode operation control method for a train control system as described in any one of claims 1-10, characterized in that, Includes: onboard ATP equipment, departure test server, and centralized dispatching CTC system.

12. The backup mode operation control system of the train control system as described in claim 11, characterized in that, The information exchange between the centralized dispatching CTC system and the on-board ATP equipment adopts a secure communication protocol.

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