Train control method and device for signal system during power failure of overhead line system

Abstract

The embodiment of the invention provides a train control method and device for a signal system during power failure of an overhead line system, and the method comprises the steps: obtaining the current power supply state information of the overhead line system of a train through the signal system under the condition that the overhead line system of the train is powered off; and based on the power supply state information of the overhead line system, traction of the train is cut off through a signal system, emergency braking stopping is output, and after the train stops stably, braking is kept through output. The embodiment of the invention can be suitable for all urban rail transit projects equipped with signal systems, is high in universality, and can improve the safety of train operation.

Description

Technical Field

[0001] This document relates to the field of computer technology, and more particularly to a method and device for controlling a train in a signal system when a contact network is powered off. Background Art

[0002] In the signal system, when the overhead line is powered off, the vehicle will lose electric traction and electric braking. At this time, the signal system has not obtained the state of overhead line power failure or has obtained it but has not responded to the state. In ATO mode, the vehicle is still controlled according to the existing vehicle control logic. At this time, ATO is in output traction. If it is judged that the speed and position of the train do not meet expectations, it will continue to output traction. At this time, when the speed does not exceed EBI and the position does not exceed the MA end, the train is in a safe state. At this time, the vehicle's electric traction and electric braking can no longer respond to the ATO control inertia parking of the signal system and the holding brake is not implemented. There is also uncertainty in the parking position. If the train is on a large uphill slope and slips backward, ATP will protect according to the retreat logic. The ATP subsystem of the signal system monitors the retreat speed and distance of the train. The logic is as follows: the train retreats when the speed exceeds 5km / h and implements emergency braking; the maximum number of train retreats is 3 times; the maximum distances allowed for the train to retreat for 3 times are 2 meters, 2 meters, and 1 meter respectively; the maximum distance of the train retreat is 5 meters, and after exceeding it, the on-board ATP will implement emergency braking and cannot be relieved.

[0003] The above conventional solutions of the prior art have the following disadvantages:

[0004] Disadvantage 1: The signal system does not obtain the contact network power supply status sent by the vehicle or obtains measures that do not respond to the status. During the traction phase, the vehicle loses electric traction and inertia stops. At this time, the on-board MMI displays normally, the current speed is 0, and the EBI still displays the speed value, which can easily mislead the driver.

[0005] Disadvantage 2: After the train stops by inertia, there is a risk of the train sliding forward or backward due to the uncertainty of its position and the failure to implement holding brakes. This can easily cause panic among the driver and passengers and create a negative impact on public opinion.

[0006] Disadvantage three: The operating regulations of some lines require that in the event of a power outage on the contact network, the train dispatcher must notify the driver through wireless train dispatch or remotely perform emergency braking operations on the train in the area. This is a large workload and involves manual operation, which poses a great risk.

[0007] To sum up, in the prior art, during the operation of the signal system train, when the contact network is powered off, regardless of whether the signal system obtains the current contact network power supply status through the signal and TCMS, the signal system ATO subsystem still outputs traction, and after the train loses traction and stops by inertia, it does not output holding brakes. For sections with large slopes, the train is very likely to slide forward or backward, which poses a safety risk, causes panic among passengers, and causes adverse public opinion. In addition, in this scenario, the control center's train dispatcher usually notifies the driver through wireless train dispatching or remotely implements emergency braking operations on trains in the area based on the live state of the contact network on the dispatching control and display interface. After the contact network is restored, the driver is notified through wireless train dispatching or remote emergency braking relief is implemented on trains in the area to avoid the above risks. Summary of the invention

[0008] The object of the present invention is to provide a train control method and device for a signal system when the overhead line is powered off, aiming to solve the above-mentioned problems in the prior art.

[0009] The present invention provides a train control method of a signal system when a contact network is powered off, comprising:

[0010] When the train contact network is powered off, the current contact network power supply status information of the train is obtained through the signal system;

[0011] Based on the power supply status information of the contact network, the traction of the train is disconnected through the signal system, the emergency brake is output to stop the train, and after the train stops steadily, the holding brake is output.

[0012] The present invention provides a train control device for a signal system when a contact network is powered off, comprising:

[0013] An acquisition module is used to obtain the current contact network power supply status information of the train through the signal system when the contact network of the train is powered off;

[0014] The execution module is used to disconnect the traction of the train through the signal system based on the power supply status information of the contact network, output emergency braking to stop the train, and output holding braking after the train stops steadily.

[0015] An embodiment of the present invention also provides an electronic device, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the computer program is executed by the processor, the steps of the train control method of the signal system when the contact network is powered off are implemented.

[0016] An embodiment of the present invention also provides a computer-readable storage medium, on which a program for implementing information transmission is stored. When the program is executed by a processor, the steps of the train control method of the signal system when the contact network is powered off are implemented.

[0017] By adopting the embodiment of the present invention, the information of the live state of the contact network is added to the electrical interface between the signal system and the vehicle and the TCMS interface, and the ATP subsystem of the signal system performs logical judgment and protection according to the acquired live state of the contact network. The problem that when the contact network is powered off, the signal system does not output to keep the brake train from sliding forward or backward after the train stops, and the workload and efficiency of emergency braking operations on trains in the power-off area through train dispatching are large and inefficient is solved. It can be applied to all urban rail transit projects equipped with signal systems, has strong versatility, and can improve the safety of train operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate one or more embodiments of this specification or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0019] Figure 1 is a flow chart of a train control method of a signal system when overhead line power failure occurs according to an embodiment of the present invention;

[0020] Figure 2 is a schematic diagram of the signal and vehicle ATP non-safety input electrical principle of an embodiment of the present invention;

[0021] Figure 3 This is a flow chart of vehicle control using a contact network power-off signal according to an embodiment of the present invention;

[0022] Figure 4 Schematic diagram of a train control device of a signal system when the overhead line is powered off according to an embodiment of the present invention;

[0023] Figure 5 is a schematic diagram of an electronic device according to an embodiment of the present invention. DETAILED DESCRIPTION

[0024] In order to enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the following will be combined with the drawings in one or more embodiments of this specification to clearly and completely describe the technical solutions in one or more embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of this document.

[0025] Glossary:

[0026] CBTC: Communication-based Train Control;

[0027] TCMS: Train Network Management System;

[0028] EBI: Emergency Brake Initiation;

[0029] ATP: Automatic Train Protection;

[0030] ATO: Automatic Train Operation;

[0031] MA: Mobile Authorization;

[0032] AM: automatic train driving mode;

[0033] MMI: vehicle signal control panel.

[0034] Method Embodiment

[0035] According to an embodiment of the present invention, a train control method of a signal system when a contact network is powered off is provided. Figure 1 FIG. 1 is a flow chart of a train control method of a signal system when the overhead line is powered off according to an embodiment of the present invention. Figure 1 As shown, the train control method of the signal system when the overhead line is powered off according to an embodiment of the present invention specifically includes:

[0036] Step S101, when the overhead contact network of the train is powered off, obtaining the current overhead contact network power supply status information of the train through the signal system; specifically includes:

[0037] The current catenary power supply status information of the train is obtained from the train's electrical interface or the train network management system TCMS interface through the signal system.

[0038] Step S102, based on the power supply status information of the overhead line, the traction of the train is disconnected through the signal system, emergency braking is output to stop the train, and after the train stops, holding braking is output.

[0039] Example 1:

[0040] The current contact network power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles as a low level, wherein when the preset normally open contact is closed, it indicates that the contact network power supply status information is valid or at a high level, and when the normally open contact is disconnected, it indicates that the contact network power supply status information is invalid or at a low level; the normally open contact is a separate normally open contact provided by the vehicle, which is required to be provided by the vehicle when the signal system and the vehicle electrical interface are designed to communicate with each other and add a "current contact network power supply status" to the ATP non-safety input;

[0041] The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface;

[0042] Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP;

[0043] When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface;

[0044] When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure and parking".

[0045] Example 2

[0046] The current contact network power supply status information of the train obtained from the TCMS interface of the train through the signal system for N consecutive cycles is 0, where 0 indicates that the contact network is de-energized and 1 indicates that the contact network is energized. The contact network power supply status information is a byte added to the vehicle operating condition information sent by the vehicle to the signal when the signal system and the vehicle TCMS interface are designed to communicate, and the valid value is 0 or 1;

[0047] The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface;

[0048] Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP;

[0049] When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface;

[0050] When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure and parking".

[0051] It can be seen from the above technical solutions that the technical solution of the embodiment of the present invention is implemented by using the existing VOBC and vehicle TCMS interface. The processing logic of VOBC is clear and accurate. The mainstream VOBC products in the industry currently do not implement this logic, which is highly feasible and advanced. The technical solution of the embodiment of the present invention solves the problem of untimely response to contact network power failure in the AM mode of the signal system in various lines of urban rail transit, and is applicable to all urban rail transit projects equipped with signal systems, with strong versatility and high safety.

[0052] The above technical solution of the embodiment of the present invention is described in detail below in conjunction with the accompanying drawings.

[0053] The signal system directly obtains the current power supply status of the contact network through the electrical interface or TCMS interface with the vehicle, and disconnects traction when it is obtained that the contact network is powered off, outputs emergency braking to stop the train, and prompts "Contact network power off stop" on the on-board MMI. After the train stops, the output holds the brake.

[0054] 1. Obtain the contact network power supply status through the electrical interface and respond.

[0055] When designing the communication between the signal system and the vehicle electrical interface, add a "current contact network power supply status" to the ATP non-safety input, requiring the vehicle to provide a separate normally open contact. When the contact is closed, it indicates that the signal is valid or high level, and when the contact is open, it indicates that the signal is invalid or low level. The schematic diagram is as follows Figure 2 shown.

[0056] After the signal system obtains the current contact network power supply status through the electrical interface of the vehicle, it responds as follows. The signal system processing flow is as follows: Figure 3 As shown:

[0057] 1) The contact network power supply is continuously at a high level, and the ATO controls the vehicle normally;

[0058] 2) The contact network power supply state is low level for 3 cycles (excluding misjudgment caused by relay jitter), and the ATP outputs the "cut off traction" and "emergency brake" commands through the safety output interface of the vehicle in the next cycle. At this time, the vehicle feeds back the execution results of "traction has been cut off" and "emergency brake has been applied" through the ATP safety input interface;

[0059] 3) ATP outputs the prompt "Catnet power failure, parking" on the MMI to remind the driver, and the driver broadcasts the relevant situation to the passengers through the car radio, thereby reducing passenger panic;

[0060] 4) When the vehicle loses electric traction and electric braking, it stops by air braking. After the train stops, the ATO outputs the holding brake, and the vehicle feedbacks "holding brake applied" through the ATP safety input interface;

[0061] 5) When the overhead line power supply is restored, ATP stops outputting the "cut off traction" and "emergency brake" commands, and stops outputting the prompt "overhead line power failure parking" on the MMI;

[0062] 6) The driver continues driving according to the signal display ahead or the on-board movement authorization display.

[0063] 2. Obtain the contact network power supply status through the TCMS interface and respond.

[0064] When the signal system and the vehicle TCMS interface are designed to communicate, a byte of "current contact network power supply status" is added to the vehicle operating condition information sent by the vehicle to the signal. The valid value is 0 or 1. 0 indicates that the contact network is de-energized, and 1 indicates that the contact network is energized.

[0065] After the signal system obtains the current contact network power supply status through the TCMS interface of the vehicle, it responds as follows. The signal system processing flow is as follows: Figure 3 As shown:

[0066] 1) The contact network power supply status is 1, and ATO controls the vehicle normally;

[0067] 2) The contact network power supply state is 0 for 3 consecutive cycles. In the next cycle, ATP outputs the "cut off traction" and "emergency brake" commands through the safety output interface of the vehicle. At this time, the vehicle feeds back the execution results of "traction has been cut off" and "emergency brake has been applied" through the ATP safety input interface;

[0068] 3) ATP outputs the prompt "Catnet power failure, parking" on the MMI to remind the driver, and the driver broadcasts the relevant situation to the passengers through the car radio, thereby reducing passenger panic;

[0069] 4) When the vehicle loses electric traction and electric braking, it stops by air braking. After the train stops, the ATO outputs the holding brake, and the vehicle feedbacks "holding brake applied" through the ATP safety input interface;

[0070] 5) When the overhead line power supply is restored, ATP stops outputting the "cut off traction" and "emergency brake" commands, and stops outputting the prompt "overhead line power failure parking" on the MMI;

[0071] 6) The driver continues driving according to the signal display ahead or the on-board movement authorization display.

[0072] In summary, the embodiment of the present invention adds information about the live state of the contact network through the electrical interface between the signal system and the vehicle and the TCMS interface, and the ATP subsystem of the signal system makes logical judgments and performs protection based on the acquired live state of the contact network. This solution solves the problem that when the contact network is powered off, the train will slide forward or backward without holding the brake after it stops, and the problem that the workload and efficiency of emergency braking operations for trains in the power-off area are large through train dispatching, thereby improving the safety and operation organization efficiency of urban rail transit.

[0073] Device Example 1

[0074] According to an embodiment of the present invention, a train control device for a signal system when a contact network is powered off is provided. Figure 4 Schematic diagram of a train control device of a signal system when the overhead line is powered off according to an embodiment of the present invention. Figure 4 As shown, the train control device of the signal system when the overhead line is powered off according to an embodiment of the present invention specifically includes:

[0075] The acquisition module 40 is used to acquire the current contact network power supply status information of the train through the signal system when the contact network of the train is powered off; specifically, it is used to:

[0076] The current catenary power supply status information of the train is obtained from the train's electrical interface or the train network management system TCMS interface through the signal system.

[0077] The execution module 42 is used to disconnect the traction of the train through the signal system based on the power supply status information of the overhead line, output emergency braking to stop the train, and output holding braking after the train stops steadily. Specifically used for:

[0078] The current contact network power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles as a low level, wherein when the preset normally open contact is closed, it indicates that the contact network power supply status information is valid or at a high level, and when the normally open contact is disconnected, it indicates that the contact network power supply status information is invalid or at a low level; the normally open contact is a separate normally open contact provided by the vehicle, which is required to be provided by the vehicle when the signal system and the vehicle electrical interface are designed to communicate with each other and add a "current contact network power supply status" to the ATP non-safety input;

[0079] The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface;

[0080] Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP;

[0081] When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface;

[0082] When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure and parking".

[0083] In another embodiment, the execution module 42 obtains the current contact network power supply status information of the train from the TCMS interface of the train through the signal system for N consecutive cycles, which is 0, wherein 0 indicates that the contact network is de-energized, and 1 indicates that the contact network is energized. The contact network power supply status information is a byte added to the vehicle operating condition information sent by the vehicle to the signal when the signal system communicates with the vehicle TCMS interface design, and the valid value is 0 or 1;

[0084] The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface;

[0085] Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP;

[0086] When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface;

[0087] When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure and parking".

[0088] With the help of the technical solution of the embodiment of the present invention, the energized state of the overhead line is obtained through the signal and the electrical interface of the vehicle or the TCMS interface, and the system responds in time, thereby avoiding the risk of the vehicle losing electric traction and electric braking. In the scenario of overhead line power failure, after the train stops, the ATO output maintains the brake to reduce the unexpected movement of the train caused by the front and rear slip of the train. "Optoelectronic power failure and parking" is output on the MMI to remind the driver and passengers to reduce the adverse effects of the fault state.

[0089] The embodiment of the present invention is a device embodiment corresponding to the above method embodiment. The specific operations of each module can be understood by referring to the description of the method embodiment, which will not be repeated here.

[0090] Device Example 2

[0091] An embodiment of the present invention provides an electronic device, such as Figure 5 As shown, it includes: a memory 50, a processor 52, and a computer program stored in the memory 50 and executable on the processor 52. When the computer program is executed by the processor 52, the steps described in the method embodiment are implemented.

[0092] Device Example 3

[0093] An embodiment of the present invention provides a computer-readable storage medium, on which a program for implementing information transmission is stored. When the program is executed by the processor 52, the steps described in the method embodiment are implemented.

[0094] The computer-readable storage medium in this embodiment includes, but is not limited to, ROM, RAM, magnetic disk or optical disk, etc.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or replace some or all of the technical features therein by equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train control method for a signal system when a contact network is powered off, characterized in that: include: When the train contact network is powered off, the current contact network power supply status information of the train is obtained through the signal system; Based on the power supply status information of the contact network, the traction of the train is disconnected through the signal system, the emergency brake is output to stop the train, and after the train stops steadily, the holding brake is output.

2. The method according to claim 1, characterized in that The obtaining of the current catenary power supply status information of the train through the signal system specifically includes: The current catenary power supply status information of the train is obtained from the train's electrical interface or the train network management system TCMS interface through the signal system.

3. The method according to claim 2, characterized in that Based on the power supply status information of the overhead line, the traction of the train is disconnected through the signal system, the emergency brake is output to stop the train, and after the train stops steadily, the holding brake is output, which specifically includes: The current contact network power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles as a low level, wherein when the preset normally open contact is closed, it indicates that the contact network power supply status information is valid or at a high level, and when the normally open contact is disconnected, it indicates that the contact network power supply status information is invalid or at a low level; the normally open contact is a separate normally open contact provided by the vehicle, which is required to be provided by the vehicle when the signal system and the vehicle electrical interface are designed to communicate with each other and add a "current contact network power supply status" to the ATP non-safety input; The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface; Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP; When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface; When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure parking".

4. The method according to claim 2, characterized in that: Based on the power supply status information of the overhead line, the traction of the train is disconnected through the signal system, the emergency brake is output to stop the train, and after the train stops steadily, the holding brake is output, which specifically includes: The current contact network power supply status information of the train obtained from the TCMS interface of the train through the signal system for N consecutive cycles is 0, where 0 indicates that the contact network is de-energized and 1 indicates that the contact network is energized. The contact network power supply status information is a byte added to the vehicle operating condition information sent by the vehicle to the signal when the signal system and the vehicle TCMS interface are designed to communicate, and the valid value is 0 or 1; The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface; Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP; When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface; When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure parking".

5. A train control device for a signal system when the overhead line is powered off, characterized in that: include: An acquisition module is used to obtain the current contact network power supply status information of the train through the signal system when the contact network of the train is powered off; The execution module is used to disconnect the traction of the train through the signal system based on the power supply status information of the contact network, output emergency braking to stop the train, and output holding braking after the train stops steadily.

6. The device according to claim 5, characterized in that The acquisition module is specifically used for: The current catenary power supply status information of the train is obtained from the train's electrical interface or the train network management system TCMS interface through the signal system.

7. The device according to claim 6, characterized in that The execution module is specifically used for: The current contact network power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles as a low level, wherein when the preset normally open contact is closed, it indicates that the contact network power supply status information is valid or at a high level, and when the normally open contact is disconnected, it indicates that the contact network power supply status information is invalid or at a low level; the normally open contact is a separate normally open contact provided by the vehicle, which is required to be provided by the vehicle when the signal system and the vehicle electrical interface are designed to communicate with each other and add a "current contact network power supply status" to the ATP non-safety input; The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface; Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP; When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface; When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure parking".

8. The device according to claim 6, characterized in that The execution module is specifically used for: The current contact network power supply status information of the train obtained from the TCMS interface of the train through the signal system for N consecutive cycles is 0, where 0 indicates that the contact network is de-energized and 1 indicates that the contact network is energized. The contact network power supply status information is a byte added to the vehicle operating condition information sent by the vehicle to the signal when the signal system and the vehicle TCMS interface are designed to communicate, and the valid value is 0 or 1; The train automatic protection ATP outputs the "traction cut-off" and "emergency brake" commands from the safety output interface in the next cycle, and receives the "traction cut-off" and "emergency brake applied" execution results fed back by the train from the safety input interface; Output the prompt message of "overhead line power failure and parking" on the vehicle signal control panel MMI through ATP; When the train loses electric traction and electric brakes and stops by air brakes, the train automatically operates the ATO to output holding brakes and receives the "holding brake applied" information fed back by the train through the ATP safety input interface; When the overhead line power supply is restored, the ATP stops outputting the "cut off traction" and "emergency brake" commands, and the MMI stops outputting the prompt "overhead line power failure parking".

9. An electronic device, characterized in that: include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the steps of a train control method of a signal system when a contact network is de-energized as described in any one of claims 1 to 4.

10. A computer-readable storage medium, characterized in that: The computer-readable storage medium stores an implementation program for information transmission, and when the program is executed by a processor, the steps of the train control method of the signal system when the overhead line is powered off as described in any one of claims 1 to 4 are implemented.

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