Train control method and device for signal system when catenary is powered off

Abstract

The embodiment of the present specification provides a train control method and device for a signal system when a catenary is powered off, wherein the method comprises the following steps: in the case that the train catenary is powered off, obtaining the current catenary power supply state information of the train through the signal system; based on the catenary power supply state information, disconnecting the traction of the train through the signal system, outputting emergency braking parking, and after the train is parked stably, outputting holding braking. The embodiment of the present specification can be applied to all urban rail transit projects equipped with signal systems, has strong universality, and can improve the safety of train operation.

Description

Technical Field

[0001] This document relates to the field of computer technology, and in particular to a train control method and device for a signaling system when the overhead contact line is de-energized. Background Technology

[0002] In the signaling system, when the overhead contact line loses power, the train loses both electric traction and electric braking force. At this time, if the signaling system has not detected the overhead contact line power outage or has detected it but has not taken any corresponding measures, the train will still be controlled according to the existing train control logic in ATO mode. The ATO is currently outputting traction. If it determines that the train's speed and position have not reached the expected level, it continues to output traction. At this point, the train is in a safe state as long as the speed does not exceed EBI and the position does not exceed the MA endpoint. At this time, the train's electric traction and electric braking are unable to respond to the signaling system's ATO control inertial stopping and no holding braking is implemented; the stopping position is also uncertain. If the train is on a steep uphill slope and experiences backward slippage, the ATP will implement protection according to the retreat logic. The signaling system's ATP subsystem monitors the train's retreat speed and distance, with the following logic: emergency braking is implemented when the train's retreat speed exceeds 5 km / h; the maximum number of retreats is 3; the maximum allowable distances for the 3 retreats are 2 meters, 2 meters, and 1 meter respectively; the maximum retreat distance is 5 meters, after which the onboard ATP will implement an unrelief emergency braking.

[0003] The disadvantages of the above-mentioned conventional solutions in the prior art are:

[0004] Disadvantage 1: If the signaling system fails to receive the overhead contact line power supply status sent by the vehicle or fails to respond to this status, during the traction phase, the vehicle loses electric traction and stops due to inertia. At this time, the onboard MMI displays normally with a current speed of 0, while the EBI still displays a speed value, which can easily mislead the driver.

[0005] Disadvantage 2: After the train comes to a stop due to inertia, its position is uncertain and no holding brake is applied. At this time, there is a risk that the train will roll forward or backward, which can easily cause panic among the driver and passengers and create a negative public opinion impact.

[0006] Disadvantage 3: Operating regulations on some lines require that in the event of a power outage in the overhead contact system, the train dispatcher must notify the driver via wireless dispatch or remotely to perform emergency braking on trains in that area. This involves a large workload and introduces human intervention, posing a significant risk.

[0007] In summary, in existing technologies, during train operation, when the overhead contact line loses power, regardless of whether the signaling system obtains the current power supply status of the contact line through the signal and TCMS, the ATO subsystem of the signaling system still outputs traction, and after the train stops due to inertia after losing traction, it does not output holding brake. In sections with steep gradients, the train is highly likely to roll forward or backward, posing a safety risk, causing passenger panic, and generating negative public opinion. Furthermore, in this scenario, the control center's train dispatcher typically uses the overhead contact line's power status displayed on the dispatching control interface to notify the driver via wireless train dispatch or remotely to perform emergency braking operations on trains in that area. After the overhead contact line is restored, the driver is notified via wireless train dispatch or remote emergency braking is performed on trains in that area to mitigate the aforementioned risks. Summary of the Invention

[0008] The purpose of this invention is to provide a train control method and apparatus for a signaling system when the overhead contact line is de-energized, in order to solve the above-mentioned problems in the prior art.

[0009] This invention provides a train control method for a signaling system when the overhead contact line loses power, comprising:

[0010] In the event of a power outage in the train's overhead contact system, the current power supply status of the overhead contact system is obtained through the signaling system.

[0011] Based on the power supply status information of the overhead contact line, the traction of the train is disconnected through the signal system, and an emergency braking stop is output. After the train comes to a complete stop, a holding brake is output.

[0012] This invention provides a train control device for a signaling system when the overhead contact line loses power, comprising:

[0013] The acquisition module is used to acquire the current power supply status information of the train's overhead contact system through the signaling system when the power supply to the train's overhead contact system is interrupted.

[0014] The execution module is used to disconnect the train's traction through the signal system based on the power supply status information of the overhead contact line, output emergency braking to stop the train, and output holding braking after the train has come to a complete stop.

[0015] This invention also provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the steps of the above-described train control method for the signal system when the overhead contact line is de-energized.

[0016] This invention also provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor, implements the steps of the above-described train control method for the signal system when the overhead contact line is de-energized.

[0017] By incorporating information on the energized status of the overhead contact line into the electrical interfaces and TCMS interfaces between the signaling system and the vehicle, the ATP subsystem of the signaling system performs logical judgments and implements protective measures based on the acquired energized status. This solves the problem of the signaling system failing to output a braking signal after the train has come to a complete stop in the event of an overhead contact line power outage, causing the train to roll forward or backward, and the resulting high workload and low efficiency in emergency braking operations for trains in the power outage area via train dispatching. This invention is applicable to all urban rail transit projects equipped with signaling systems, exhibiting strong versatility and improving train operation safety. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in one or more embodiments of this specification or in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in this specification. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] Figure 1 This is a flowchart of a train control method for a signaling system when the overhead contact line is de-energized, according to an embodiment of the present invention.

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

[0021] Figure 3 This is a flowchart of the overhead contact line power failure signal vehicle control process according to an embodiment of the present invention;

[0022] Figure 4 This is a schematic diagram of the train control device of the signal system when the overhead contact line is de-energized, according to an embodiment of the present invention.

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

[0024] To enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this specification, and not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of this document.

[0025] Definitions:

[0026] CBTC: Communication-based train control;

[0027] TCMS: Train Network Management System;

[0028] EBI: Emergency Braking Triggered;

[0029] ATP: Automatic Train Protection;

[0030] ATO: Automatic Train Operation;

[0031] MA: Mobile Authorization;

[0032] AM: Automatic train operation mode;

[0033] MMI: Vehicle Signal Control Panel.

[0034] Method Implementation Examples

[0035] According to an embodiment of the present invention, a train control method for a signaling system when the overhead contact line is de-energized is provided. Figure 1 This is a flowchart of a train control method for a signaling system when the overhead contact line is de-energized, according to an embodiment of the present invention. Figure 1 As shown, the train control method of the signal system when the overhead contact line is de-energized according to an embodiment of the present invention specifically includes:

[0036] Step S101: In the event of a power outage in the train's overhead contact system, obtain the current overhead contact system power supply status information of the train through the signaling system; specifically including:

[0037] The current contact 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 signaling system.

[0038] Step S102: Based on the power supply status information of the overhead contact line, disconnect the train's traction through the signal system, output emergency braking to stop the train, and output holding braking after the train has come to a complete stop.

[0039] Example 1:

[0040] The current contact power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles. The signal system receives the current contact power supply status information as low level. When the preset normally open contact is closed, it indicates that the contact power supply status information is valid or high level. When the normally open contact is open, it indicates that the contact power supply status information is invalid or low level. The normally open contact is a separate normally open contact provided by the vehicle, which is added to the ATP non-safety input when the signal system and the vehicle's electrical interface are designed to communicate.

[0041] In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface.

[0042] The ATP outputs a "Contact network power failure and vehicle stop" prompt message on the vehicle signal control panel MMI;

[0043] After the train loses electric traction and electric braking and stops and comes to a stable stop by air braking, it maintains the brake through the Automatic Train Operation (ATO) output and receives the "maintaining brake has been applied" information fed back by the train through the ATP safety input interface.

[0044] Once power to the overhead contact line is restored, the ATP stops outputting "traction cut-off" and "emergency braking" commands, and the MMI stops outputting the message "overhead contact line power failure shutdown".

[0045] Example 2

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

[0047] In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface.

[0048] The ATP outputs a "Contact network power failure and vehicle stop" prompt message on the vehicle signal control panel MMI;

[0049] After the train loses electric traction and electric braking and stops and comes to a stable stop by air braking, it maintains the brake through the Automatic Train Operation (ATO) output and receives the "maintaining brake has been applied" information fed back by the train through the ATP safety input interface.

[0050] Once power to the overhead contact line is restored, the ATP stops outputting "traction cut-off" and "emergency braking" commands, and the MMI stops outputting the message "overhead contact line power failure shutdown".

[0051] As can be seen from the above technical solutions, the technical solutions of this invention utilize the existing VOBC and vehicle TCMS interface. The VOBC processing logic is clear and accurate, and current mainstream VOBC products in the industry do not implement this logic, demonstrating high feasibility and advanced technology. The technical solutions of this invention solve the problem of untimely response to overhead contact line power outages in AM mode of current urban rail transit lines, and are applicable to all urban rail transit projects equipped with signaling systems, exhibiting strong versatility and high safety.

[0052] The technical solutions of the embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0053] The signaling system obtains the current power supply status of the overhead contact line directly through the electrical interface or TCMS interface with the vehicle. When the overhead contact line is de-energized, the system disconnects the traction, outputs emergency braking to stop the train, and displays "overhead contact line de-energized stop" on the onboard MMI. After the train comes to a complete stop, the system outputs brake maintenance.

[0054] 1. Obtain the power supply status of the overhead contact line through the electrical interface and respond accordingly.

[0055] When designing the interface between the signal system and the vehicle's electrical system, an additional "Current Contact Network Power Supply Status" input is added to the ATP non-safety input. This requires the vehicle to provide a separate normally open contact. When the contact is closed, it indicates a valid signal or a high level; when the contact is open, it indicates an invalid signal or a low level. The schematic diagram is as follows: Figure 2 As shown.

[0056] After obtaining the current overhead contact line power supply status through the electrical interface with the vehicle, the signal system reacts as follows: The signal system processing flow is as follows. Figure 3 As shown:

[0057] 1) The overhead contact line power supply remains at a high level, and the ATO controls the train normally;

[0058] 2) The contact network power supply status remains low for 3 cycles (excluding misjudgments caused by relay jitter). In the next cycle, the ATP outputs "Torque Disconnection" and "Emergency Braking" commands through the vehicle's safety output interface. At this time, the vehicle feeds back the execution results of "Torque Disconnection" and "Emergency Braking Applied" through the ATP safety input interface.

[0059] 3) The ATP outputs a "Contact network power failure and stop" message on the MMI to alert the driver, who then broadcasts the situation to passengers via the vehicle's public address system, thereby reducing passenger panic.

[0060] 4) In the event of loss of electric traction and electric braking, the vehicle will stop using air braking. After the train comes to a complete stop, the ATO will output "holding brake applied," and the vehicle will provide feedback via the ATP safety input interface indicating that "holding brake has been applied."

[0061] 5) When the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and stops outputting the "Overhead Contact Line Power Cut-off Stop" message on the MMI;

[0062] 6) The driver shall continue driving in accordance with the signal display ahead or the vehicle's mobile authorization display.

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

[0064] When designing the communication between the signal system and the vehicle's TCMS interface, add a byte "current contact network power supply status" to the vehicle operating information sent by the vehicle. The valid value is 0 or 1, where 0 indicates that the contact network is de-energized and 1 indicates that the contact network is energized.

[0065] After obtaining the current overhead contact line power supply status through the vehicle's TCMS interface, the signaling system reacts as follows: The signaling system processing flow is as follows. Figure 3 As shown:

[0066] 1) The overhead contact line power supply status is 1, and the ATO is controlling the train normally;

[0067] 2) When the power supply status of the overhead contact line is 0 for 3 consecutive cycles, the ATP will output "traction cut off" and "emergency braking" commands through the vehicle's safety output interface in the next cycle. At this time, the vehicle will report the execution results of "traction cut off" and "emergency braking applied" through the ATP safety input interface.

[0068] 3) The ATP outputs a "Contact network power failure and stop" message on the MMI to alert the driver, who then broadcasts the situation to passengers via the vehicle's public address system, thereby reducing passenger panic.

[0069] 4) In the event of loss of electric traction and electric braking, the vehicle will stop using air braking. After the train comes to a complete stop, the ATO will output "holding brake applied," and the vehicle will provide feedback via the ATP safety input interface indicating that "holding brake has been applied."

[0070] 5) When the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and stops outputting the "Overhead Contact Line Power Cut-off Stop" message on the MMI;

[0071] 6) The driver shall continue driving in accordance with the signal display ahead or the vehicle's mobile authorization display.

[0072] In summary, this invention adds information about the energized status of the overhead contact line to the electrical interfaces between the signaling system and the vehicle, as well as the TCMS interface. The ATP subsystem of the signaling system performs logical judgments and implements protection based on the acquired energized status of the overhead contact line. This solution solves the problems of trains rolling forward or backward without holding brakes after coming to a complete stop when the overhead contact line is de-energized, and the high workload and low efficiency of emergency braking operations for trains in the de-energized area through train dispatching. This improves the safety and operational efficiency of urban rail transit.

[0073] Device Example 1

[0074] According to an embodiment of the present invention, a train control device for a signaling system is provided when the overhead contact line is de-energized. Figure 4 This is a schematic diagram of the train control device of the signal system when the overhead contact line is de-energized, according to an embodiment of the present invention. Figure 4 As shown, the train control device of the signal system when the overhead contact line is de-energized 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 signaling system when the train's contact network is de-energized; specifically, it is used for:

[0076] The current contact 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 signaling system.

[0077] Execution module 42 is used to disconnect the train's traction via the signal system based on the power supply status information of the overhead contact line, output emergency braking to stop the train, and output maintaining braking after the train has come to a complete stop. Specifically, it is used for:

[0078] The current contact power supply status information of the train is obtained from the train's electrical interface through the signal system for N consecutive cycles. The signal system receives the current contact power supply status information as low level. When the preset normally open contact is closed, it indicates that the contact power supply status information is valid or high level. When the normally open contact is open, it indicates that the contact power supply status information is invalid or low level. The normally open contact is a separate normally open contact provided by the vehicle, which is added to the ATP non-safety input when the signal system and the vehicle's electrical interface are designed to communicate.

[0079] In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface.

[0080] The ATP outputs a "Contact network power failure and vehicle stop" prompt message on the vehicle signal control panel MMI;

[0081] After the train loses electric traction and electric braking and stops and comes to a stable stop by air braking, it maintains the brake through the Automatic Train Operation (ATO) output and receives the "maintaining brake has been applied" information fed back by the train through the ATP safety input interface.

[0082] Once power to the overhead contact line is restored, the ATP stops outputting "traction cut-off" and "emergency braking" commands, and the MMI stops outputting the message "overhead contact line power failure shutdown".

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

[0084] In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface.

[0085] The ATP outputs a "Contact network power failure and vehicle stop" prompt message on the vehicle signal control panel MMI;

[0086] After the train loses electric traction and electric braking and stops and comes to a stable stop by air braking, it maintains the brake through the Automatic Train Operation (ATO) output and receives the "maintaining brake has been applied" information fed back by the train through the ATP safety input interface.

[0087] Once power to the overhead contact line is restored, the ATP stops outputting "traction cut-off" and "emergency braking" commands, and the MMI stops outputting the message "overhead contact line power failure shutdown".

[0088] By utilizing the technical solution of this invention, the energized status of the overhead contact line is obtained through the electrical interface between the signal and the vehicle or the TCMS interface, and the system responds promptly, thereby mitigating the risks associated with the loss of electric traction and braking. In the event of an overhead contact line power outage, after the train comes to a complete stop, the ATO output maintains braking to reduce unexpected train movement caused by forward or backward slippage. The MMI outputs "Overhead Contact Line Power Outage - Stop" to alert the driver and passengers, reducing the adverse effects of the fault.

[0089] The embodiments of the present invention are device embodiments corresponding to the above method embodiments. The specific operation of each module can be understood with reference to the description of the method embodiments, and will not be repeated here.

[0090] Device Example 2

[0091] This 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, wherein the computer program, when executed by the processor 52, performs the steps as described in the method embodiment.

[0092] Device Example 3

[0093] This invention provides a computer-readable storage medium storing an information transmission implementation program, which, when executed by a processor 52, performs the steps described in the method embodiment.

[0094] The computer-readable storage media described in this embodiment include, but are not limited to, ROM, RAM, disk, or optical disk.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some or all of the technical features; and these modifications or substitutions 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 signaling system when the overhead contact line is de-energized, characterized in that, include: In the event of a power outage in the train's overhead contact system, the current overhead contact system power supply status information is obtained through the signaling system. Specifically, this includes obtaining the current overhead contact system power supply status information from the train's electrical interface or the Train Network Management System (TCMS) interface through the signaling system. Based on the power supply status information of the overhead contact line, the train's traction is disconnected via the signal system, an emergency braking stop is initiated, and after the train has come to a complete stop, a holding brake is initiated; specifically including: 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, and is at a low level. Specifically, 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 open, 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 added to the ATP non-safety input when the signal system and the vehicle's electrical interface are designed to communicate. In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface. The ATP outputs a "Contact network power failure, vehicle stop" message on the vehicle signal control panel (MMI). After the train loses electric traction and electric braking and stops and comes to a complete stop by air braking, it maintains the brakes by outputting the Automatic Train Operation (ATO) and receiving the "Brakes have been applied" information fed back by the train through the ATP safety input interface. Once the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and the MMI stops outputting the message "Overhead Contact Line Power Outage Stop".

2. The method according to claim 1, characterized in that, Based on the power supply status information of the overhead contact line, the train's traction is disconnected via the signal system, an emergency braking stop is output, and after the train has come to a complete stop, a holding braking stop is output, specifically including: The current contact network power supply status information of the train is obtained from the train's TCMS interface for N consecutive cycles through the signal system. The information 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 when the signal system communicates with the vehicle's TCMS interface. The effective value is 0 or 1. In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface. The ATP outputs a "Contact network power failure, vehicle stop" message on the vehicle signal control panel (MMI). After the train loses electric traction and electric braking and stops and comes to a complete stop by air braking, it maintains the brakes by outputting the Automatic Train Operation (ATO) and receiving the "Brakes have been applied" information fed back by the train through the ATP safety input interface. Once the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and the MMI stops outputting the message "Overhead Contact Line Power Outage Stop".

3. A train control device for a signaling system when the overhead contact line is de-energized, characterized in that, include: The acquisition module is used to acquire the current contact network power supply status information of the train through the signal system when the contact network is de-energized; specifically, the acquisition module is used to acquire the current contact network power supply status information of the train from the train's electrical interface or the Train Network Management System (TCMS) interface through the signal system. The execution module is used to disconnect the train's traction via the signal system based on the power supply status information of the overhead contact line, output emergency braking to stop the train, and output maintaining braking after the train has come to a complete stop; 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, and is at a low level. Specifically, 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 open, 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 added to the ATP non-safety input when the signal system and the vehicle's electrical interface are designed to communicate. In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface. The ATP outputs a "Contact network power failure, vehicle stop" message on the vehicle signal control panel (MMI). After the train loses electric traction and electric braking and stops and comes to a complete stop by air braking, it maintains the brakes by outputting the Automatic Train Operation (ATO) and receiving the "Brakes have been applied" information fed back by the train through the ATP safety input interface. Once the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and the MMI stops outputting the message "Overhead Contact Line Power Outage Stop".

4. The apparatus according to claim 3, 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 TCMS interface for N consecutive cycles through the signal system. The information 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 when the signal system communicates with the vehicle's TCMS interface. The effective value is 0 or 1. In the next cycle, the Automatic Train Protection (ATP) outputs "Torque Disconnect" and "Emergency Braking" commands from the safety output interface and receives the execution results "Torque Disconnected" and "Emergency Braking Applied" from the safety input interface. The ATP outputs a "Contact network power failure, vehicle stop" message on the vehicle signal control panel (MMI). After the train loses electric traction and electric braking and stops and comes to a complete stop by air braking, it maintains the brakes by outputting the Automatic Train Operation (ATO) and receiving the "Brakes have been applied" information fed back by the train through the ATP safety input interface. Once the power supply to the overhead contact line is restored, the ATP stops outputting the "Torque Cut-off" and "Emergency Braking" commands, and the MMI stops outputting the message "Overhead Contact Line Power Outage Stop".

5. 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 the train control method for a signaling system when the overhead contact line is de-energized as described in any one of claims 1 to 2.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores an information transmission implementation program, which, when executed by a processor, implements the steps of the train control method for the signal system when the overhead contact line is de-energized as described in any one of claims 1 to 2.

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