Full-automatic driving mode switching method and system for train control on-board equipment

Abstract

The invention relates to a full-automatic driving mode switching method, system and device for train control on-board equipment and a medium, and the switching method comprises the steps that according to a current driving mode and a to-be-switched driving mode, the operation standard of mode switching of a current train is determined; the running state is compared with the running standard, and whether the running state of the current train meets the running standard or not is determined; and when the running state meets the running standard, the train control on-board equipment is switched from the current driving mode to the to-be-switched driving mode for running. According to the scheme, switching between the existing driving mode and the full-automatic driving mode is achieved, and meanwhile the safety of the train in the driving mode switching process and the safety of the train in the full-automatic driving mode operation process are guaranteed by configuring the operation standard.

Description

Technical Field

[0001] The present invention belongs to the field of train control technology, and in particular relates to a method, system, electronic device and storage medium for switching a fully automatic driving mode of a train control vehicle-mounted device. Background Art

[0002] The CTCS2+ATO train control system is based on the CTCS2-level train control system. The train control onboard equipment is equipped with an ATO unit to realize automatic driving control, and a dedicated precise positioning transponder is set on the ground to realize precise positioning. The ground equipment realizes platform door control, inter-station data transmission and train operation adjustment plan processing through GPRS communication. The realization of the above functions makes the automation level of the CTCS2+ATO train control system reach GOA2 level. GOA2 level means that the train can automatically complete driving tasks such as starting, accelerating, cruising, decelerating, and precise parking under certain conditions, but the train still needs to be equipped with a driver to monitor the train operation status and perform manual intervention when necessary.

[0003] The main functions of the CTCS2+ATO train control system include: automatic departure at stations, automatic operation in sections, automatic parking at stations, automatic door opening, and door / platform door linkage control. With the application and promotion of the CTCS2+ATO train control system, further improving the automation level has become an urgent need. At the same time, the operation safety of trains after the automation level is improved is also a problem that needs to be solved. Summary of the invention

[0004] To solve the above problems, the present invention provides a method, system, electronic device and storage medium for switching the fully automatic driving mode of a train control on-board equipment. According to the operating standards for switching the fully automatic driving mode, the driving mode is switched only after it is determined that the train operating status meets the operating standards, thereby ensuring the safety of the train driving mode switching process and the operation of the fully automatic driving mode.

[0005] In order to solve the above technical problems, the first aspect of the present invention proposes a method for switching a fully automatic driving mode of a train control vehicle-mounted device, the method comprising: Acquire the running status of the current train, the current driving mode in which the train control onboard device is running, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode; Determining an operation standard for mode switching of the current train according to the current driving mode and the driving mode to be switched; Comparing the running state with the running standard to determine whether the running state of the current train meets the running standard; When the operating state meets the operating standard, the train control on-board device is controlled to switch from the current driving mode to the driving mode to be switched.

[0006] According to a preferred embodiment of the present invention, the method further comprises: When the current driving mode in which the train control onboard device is running is the fully automatic driving mode, comparing the running state with the abnormal standard table of train running; When the operating state meets any abnormal standard in the abnormal standard table, the train control on-board equipment is controlled to operate according to the preset abnormal handling method corresponding to the abnormal standard met by the operating state.

[0007] According to a preferred embodiment of the present invention, when the operating state meets any abnormal standard in the abnormal standard table, according to the preset abnormal handling method corresponding to the abnormal standard met by the operating state, controlling the train control on-board device to operate according to the preset abnormal handling method includes: When the current driving mode is the FAM driving mode, confirming whether the train control onboard equipment and the ground equipment of the current train can perform data transmission according to the running state; When the train control on-board device and the ground device cannot perform data transmission, the operating state meets the abnormal standard, and the train control on-board device is controlled to operate according to a preset abnormal processing method corresponding to the abnormal standard.

[0008] According to a preferred embodiment of the present invention, when the operating state meets any abnormal standard in the abnormal standard table, according to the preset abnormal handling method corresponding to the abnormal standard met by the operating state, controlling the train control on-board device to operate according to the preset abnormal handling method includes: When the current driving mode is the CAM driving mode, confirming the real-time running speed of the current train according to the running state; When the real-time operating speed exceeds the preset brake trigger speed for a preset number of times, the operating state meets the abnormal standard, and the train control on-board equipment is controlled to operate according to the preset abnormal processing method corresponding to the abnormal standard.

[0009] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FS driving mode and the driving mode to be switched is the FAM driving mode, according to the running state, determine whether the current train is in a stable state, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the direction handle is in the neutral position, and the cab is in the activated state, and the key is in the open position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment The wireless communication is normal, and the permission code of the track circuit is received, and no brake heavy fault is detected; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0010] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the FS driving mode, determining whether the current train is in a stationary state, the key is in the open position, and the line data in the FS driving mode is available according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0011] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the PS driving mode and the driving mode to be switched is the FAM driving mode, determine whether the current train is in a stopped state according to the operating state, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the cab is in the activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment communicate wirelessly normally, and the permission code of the track circuit is received, and the train control on-board equipment is in an automatic wake-up state or an automatic return state, and no brake serious fault is detected; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0012] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the PS driving mode, determining, according to the running state, whether the current train is in a stationary state, the key is in the open position, and there is no line data in the FS driving mode; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0013] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the SB driving mode, determining whether the current train is in a stable state and receiving a sleep confirmation instruction according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0014] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the CAM driving mode, according to the running state, it is determined whether the train control onboard equipment of the current train has a network communication failure, or receives an instruction to apply to enter the CAM driving model, or the real-time running speed exceeds the preset brake trigger speed for a preset number of times, or traction or braking feedback abnormality is detected; If yes, a CAM mode application request is sent to the ground device; if no, the current train does not meet the operation standard; According to the running state, determine whether the current train is in a stationary state, and the pre-selected highest driving mode is the FAM driving mode, and the cab is in an activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the current driving mode is the FAM driving mode, and the permission code of the track circuit is received, and the CAM driving mode permission instruction issued by the ground equipment is received, and no brake serious fault is detected; If so, the current train meets the operating standard, and if not, the current train does not meet the operating standard.

[0015] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the CAM driving mode and the driving mode to be switched is the FS driving mode, determining whether the current train is in a stationary state and the key is in an open position according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0016] According to a preferred embodiment of the present invention, comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the CAM driving mode and the driving mode to be switched is the SB driving mode, determining, according to the running state, whether the current train is in a stable state and has received a sleep confirmation instruction; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

[0017] In order to solve the above technical problems, the second aspect of the present invention proposes a fully automatic driving mode switching system for a train control vehicle-mounted device, the system comprising: An information acquisition module, used to acquire the current running state of the train, the current driving mode in which the train control onboard equipment is running, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode; A standard determination module, used for determining an operation standard for mode switching of the current train according to the current driving mode and the driving mode to be switched; A comparison module, used to compare the running state with the running standard to determine whether the running state of the current train meets the running standard; The control module is used to control the train control vehicle-mounted equipment to switch from the current driving mode to the driving mode to be switched when the operating state meets the operating standard.

[0018] In order to solve the above technical problem, the third aspect of the present invention provides an electronic device, comprising: Processor; and A memory storing computer executable instructions, wherein when the computer executable instructions are executed, the processor executes the method described in any one of the above embodiments.

[0019] In order to solve the above technical problems, the fourth aspect of the present invention proposes a computer storage medium, wherein the computer storage medium stores one or more programs, and when the one or more programs are executed by a processor, the method described in any one of the above embodiments is implemented.

[0020] Compared with the prior art, the present invention has the following advantages: the present invention obtains the current driving mode and the driving mode to be switched, determines the operating standard according to the operating requirements between the current driving mode and the driving mode to be switched, and decides whether to switch the driving mode based on whether the current operating status of the train meets the operating standard, thereby realizing the switching between the existing driving mode and the fully automatic driving mode. At the same time, the safety of the train during the driving mode switching process and the operation in the fully automatic driving mode is ensured by configuring the operating standard.

[0021] Other features and advantages of the present disclosure will be described in the following description, and partly become apparent from the description, or be understood by implementing the present disclosure. The purpose and other advantages of the present disclosure can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the embodiments of the present disclosure 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 some embodiments of the present disclosure. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 A schematic diagram of a process flow of a method for switching a fully automatic driving mode of a train control vehicle-mounted device according to an embodiment of the present disclosure is shown; Figure 2 A schematic flow chart of a method for switching a current train from a FAM driving mode to a CAM driving mode according to an embodiment of the present disclosure is shown; Figure 3 A mode conversion diagram between the FAM driving mode and the CAM driving mode and between the existing modes of the CTCS2+ATO train control on-board equipment according to an embodiment of the present disclosure is shown; Figure 4 A schematic diagram of a process flow of a method for handling an abnormality in a fully automatic driving mode of a train control vehicle-mounted device according to an embodiment of the present disclosure is shown; Figure 5 A block diagram of a fully automatic driving mode switching system for a train control vehicle-mounted device according to an embodiment of the present disclosure is shown; Figure 6 A schematic diagram of the structure of an electronic device according to an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the embodiments of the present disclosure clearer, the technical solution in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are part of the embodiments of the present disclosure, not all of the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present disclosure.

[0025] The same reference numerals in the drawings represent the same or similar elements, components or parts, and thus the repeated description of the same or similar elements, components or parts may be omitted below. It should also be understood that although the first, second, third and other attributives representing the numbers may be used herein to describe various devices, elements, components or parts, these devices, elements, components or parts should not be limited by these attributives. In other words, these attributives are only used to distinguish one from another. For example, the first device may also be called the second device, but it does not deviate from the essential technical solution of the present invention. In addition, the terms "and / or" and "and / or" refer to all combinations including any one or more of the listed items.

[0026] See also Figure 1 , Figure 1 : is a flow chart of a method for switching a fully automatic driving mode of a train control vehicle-mounted device provided by the present invention, such as Figure 1 As shown, the method includes: S11. Obtain the current operating status of the train, the current driving mode in which the train control onboard equipment is running, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode.

[0027] In this embodiment, a fully automatic driving mode is added on the basis of the CTCS2+ATO train control system, so that the automation level of the train control on-board equipment can be further improved. The driving modes of the CTCS2+ATO train control on-board equipment include: FS (full monitoring) driving mode, PS (partial monitoring) driving mode, SB (standby) driving mode, etc.

[0028] Specifically, the FS (full monitoring) driving mode is an important driving mode in the CTCS-2 high-speed railway signal system, which represents the normal operating mode of the train when operating in sections and stations. In this mode, the train control onboard equipment has complete train control data (including track circuit information, transponder information, train data, etc.), and displays key information such as train running speed, allowed speed, target speed and target distance through the human-machine interface (DMI), thereby controlling the operation of the train.

[0029] Specifically, the ‌PS (partial monitoring) driving mode‌ is a control mode in China's high-speed railway train control on-board equipment. It allows trains to run under specific conditions, but requires the driver and the train control on-board equipment to jointly monitor the safety of the train. In the partial monitoring mode, the train control on-board equipment will generate a fixed speed limit based on the received track circuit information and monitor the train operation. In addition, the driver needs to control the train operation according to the train running speed, allowed speed, etc. displayed on the human-machine interface. The partial monitoring mode is applicable to situations where line data is missing. For example, when the ATP train control on-board equipment receives the permission code of the track circuit, but the line data is missing, the ATP train control on-board equipment will operate in the partial monitoring mode, generate a fixed speed limit, and monitor the train operation.

[0030] Specifically, the SB (standby) driving mode is a working mode of the EMU train control onboard equipment. In SB mode, after the train control onboard equipment is powered on / woken up, it first performs self-test and external equipment test. If the test is correct, the system will automatically enter standby mode, at which time the equipment monitoring train is not allowed to move. This is the initial state of the train control onboard equipment, ensuring that after the power is turned on, the system is first in a safe state and waits for the next operation instruction. The existence of standby mode is to ensure that the train will not start or move accidentally before receiving a clear driving instruction, thereby increasing the safety of operation.

[0031] In this embodiment, the fully automatic driving mode includes: FAM driving mode and CAM driving mode, wherein FAM is a fully automatic driving mode of the train monitored by the train control on-board equipment according to the speed-distance pattern curve under normal circumstances; CAM is a fully automatic driving mode of the train monitored by the train control on-board equipment according to a lower fixed speed limit under abnormal circumstances.

[0032] In this embodiment, the running status of the train, its current driving mode and the driving mode to be switched are obtained to determine whether the current train meets the requirements for driving mode switching, such as the communication status between the train and the train control onboard equipment, the communication status between the train control onboard equipment and the ground equipment, the driving conditions of the driving mode to be switched, etc., to ensure that the train can be driven safely.

[0033] S12. Determine an operation standard for mode switching of the current train according to the current driving mode and the driving mode to be switched.

[0034] In this embodiment, the required operating standards are determined based on the current driving mode and the driving mode to be switched. For example, when the current driving mode is operating normally, the train control on-board equipment will be in a relatively fixed operating state, while the driving mode to be switched will have some requirements for driving requirements and safety. By combining the states and requirements of the current driving mode and the driving mode to be switched, the operating standards required for switching the driving mode can be determined.

[0035] Specifically, for example, the current driving mode is the FS driving mode, and the driving mode to be converted is the FAM driving mode. Since the FS driving mode is still in a normal operating state, if it is directly switched to the FAM driving mode at this time, the two operating states are prone to command conflicts. Therefore, the train needs to be in a stable state at this time to switch the driving mode to avoid danger. Since FAM is a fully automatic driving mode, it is necessary to determine the current operating status in real time, and the communication between the train and the dispatching center needs to be kept unobstructed to know the operating status of other trains. Some emergency equipment in the train also needs to be kept in good condition. Therefore, it is also necessary to ensure that the communication between the train and each terminal is normal and the train status can be collected in real time.

[0036] In a specific embodiment, when the train control on-board equipment is in FS mode, the following conditions are met at the same time, the control start button indicator light flashes green, the driver is prompted to confirm the upgrade to FAM driving mode on the human-machine interface (DMI), and the gray ATO status icon is displayed. 1) The train is in a stable state; and 2) The pre-selected highest driving mode is FAM; and 3) The door control mode is automatic door opening and automatic door closing; and 4) The traction brake handle of the train is in the zero position; and 5) The direction handle of the train is in the neutral position; and 6) The cab of the train is activated; and 7) The driver's key is in the open position; and 8) The maintenance button is in the non-maintenance position; and 9) The train does not apply emergency braking; and 10) The IO interface and wired communication interface of the train control on-board equipment and the train are in normal state; and 11) The train control on-board equipment and the temporary speed limit server wireless communication are normal; and 12) The permission code is received; and 13) No brake heavy fault signal is detected. When the above operating standards are met, the train can enter the FAM driving mode.

[0037] In this embodiment, the train operation standard can also be configured in advance to generate a corresponding operation standard table, and the corresponding operation standards can be set according to the driving modes that can be directly switched between each other; the operation standards for switching different driving modes can also be generated according to the historical driving mode switching records. For example, the problems that arise when switching driving modes are summarized, and the operation standards are generated according to the solutions adopted to solve the problems. On the one hand, it can also avoid the recurrence of existing problems. On the other hand, the operation standards can also be updated so that the switching of driving modes conforms to the ever-changing driving conditions.

[0038] S13. Compare the running status with the running standard to determine whether the current running status of the train meets the running standard.

[0039] In this embodiment, the current running state of the train is compared one by one with the running standard determined in the previous step to determine whether the current running state of the train meets the running standard for switching the driving mode.

[0040] Specifically, according to the example of the above steps, if the current train needs to switch from FS driving mode to FAM driving mode, that is, when the current driving mode is FS driving mode and the driving mode to be switched is FAM driving mode, determine whether the current train is in a stopped state according to the operating status, and the pre-selected highest driving mode is FAM driving mode, and the door control mode is automatic mode, and the traction brake handle is in zero position, and the direction handle is in neutral position, and the cab is in an activated state, and the key is in the open position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment communicate wirelessly normally, and the permission code of the track circuit is received, and no heavy braking fault is detected; if so, the operating status of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0041] After the train control onboard equipment prompts the driver to confirm the upgrade to FAM driving mode, the driver presses the start button, and the train control onboard equipment outputs the cab activation signal to the train, and the train keeps the cab activated. At this time, the train control onboard equipment controls the start button indicator light to be always green, prompts the driver to turn off the key on the DMI, and displays the yellow ATO status icon. After the train control onboard equipment prompts the driver to turn off the key, if the driver turns off the key, the train control onboard equipment outputs the ATO valid signal, switches to FAM driving mode, outputs the FAM driving mode signal, prompts the driver to enter FAM driving mode on the DMI, and displays the blue ATO status icon; if the driver does not turn off the key, the FS driving mode remains.

[0042] S14. When the operating status meets the operating standards, the train control on-board equipment switches from the current driving mode to the driving mode to be switched.

[0043] In this embodiment, after the running state meets the running standard, the train control onboard equipment switches the driving mode. This solution obtains the current driving mode and the driving mode to be switched, determines the running standard according to the running requirements between the current driving mode and the driving mode to be switched, and determines whether to switch the driving mode according to whether the current running state of the train meets the running standard, thereby realizing the switching between the existing driving mode and the fully automatic driving mode. At the same time, the safety of the train during the driving mode switching process and the operation of the fully automatic driving mode is ensured by configuring the running standard.

[0044] In this embodiment, after confirming that the current operating status of the train meets the operating standards, the driver is prompted to perform a series of operations through the train control on-board equipment. The train control on-board equipment can be a voice broadcast device to facilitate the driver to understand the steps to be operated and improve driving safety.

[0045] In a specific embodiment, when the train control onboard equipment is in FAM driving mode, the following conditions are met at the same time, the FAM driving mode is switched to FS driving mode, the output of ATO valid, FAM driving mode valid and cab activation signals are canceled, the FAO start button indicator light is turned off, the driver is prompted to exit FAM driving mode on the DMI and is required to confirm, and a gray ATO status icon is displayed. 1) The driver turns on the key; and 2) The train is in a stable state; and 3) The line data of FS mode is available.

[0046] Specifically, if the current train needs to switch from FAM driving mode to FS driving mode, that is, when the current driving mode is FAM driving mode and the driving mode to be switched is FS driving mode, determine whether the current train is in a stopped state according to the operating status, and the key is in the open position, and has the line data under the FS driving mode; if so, the operating status of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0047] In a specific embodiment, during the process of automatic train awakening or automatic reversal, if the following conditions are met at the same time, the train control on-board equipment switches from PS driving mode to FAM driving mode, outputs cab activation, ATO validity and FAM mode signals, controls the start button indicator to be always green, prompts the driver to enter FAM mode on the DMI, and displays a blue ATO status icon. 1) The train is in a stable state; and 2) The preset highest driving mode is FAM; and 3) The door control mode is automatic door opening and automatic door closing; and 4) The traction brake handle of the train is in zero position; and 5) The train cab is activated; and 6) The driver's key is in the closed position; and 7) The maintenance button is in the non-maintenance position; and 8) The train does not apply emergency braking; and 9) The IO interface and wired communication interface of the train control on-board equipment and the train are in normal state; and 10) The train control on-board equipment and the temporary speed limit server have normal wireless communication; and 11) The permission code is received; and 12) The train control on-board equipment is in automatic awakening state or automatic reversal state; and 13) No brake heavy fault signal is detected.

[0048] Specifically, if the current train needs to switch from PS driving mode to FAM driving mode, that is, when the current driving mode is PS driving mode and the driving mode to be switched is FAM driving mode, determine whether the current train is in a stopped state according to the operating status, and the pre-selected highest driving mode is FAM driving mode, and the door control mode is automatic mode, and the traction brake handle is in zero position, and the cab is in an activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the wireless communication between the train control on-board equipment and the ground equipment is normal, and the permission code of the track circuit is received, and the train control on-board equipment is in an automatic wake-up state or an automatic return state, and no serious braking fault is detected; if so, the operating status of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0049] In a specific embodiment, when the train control onboard equipment is in FAM driving mode, the following conditions are met at the same time, the FAM driving mode is switched to PS driving mode, the output of ATO valid, FAM driving mode signal and cab activation signal is cancelled, the start button indicator light is turned off, the driver is prompted to exit FAM driving mode on the DMI and is required to confirm, and a gray ATO status icon is displayed. 1) The driver turns on the key; and 2) The train is in a stable state; and 3) There is no line data for FS driving mode.

[0050] Specifically, if the current train needs to switch from FAM driving mode to PS driving mode, that is, when the current driving mode is FAM driving mode and the driving mode to be switched is PS driving mode, determine whether the current train is in a stopped state according to the operating status, and the key is in the open position, and does not have the line data under the FS driving mode; if so, the operating status of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0051] In a specific embodiment, the train control on-board equipment receives a sleep command issued by the train or the dispatching center. If the train stops steadily, the train control on-board equipment stops outputting the cab activation signal, the train feedback indicates that the cab activation signal is invalid, the train control on-board equipment switches from the FAM driving mode to the SB driving mode, cancels the output of the ATO valid and FAM driving mode signals, controls the start button indicator light to turn off, prompts the driver to exit the FAM driving mode on the DMI, and displays a gray ATO status icon.

[0052] Specifically, if the current train needs to switch from FAM driving mode to SB driving mode, that is, when the current driving mode is FAM driving mode and the driving mode to be switched is SB driving mode, it is determined according to the running status whether the current train is in a stopped state and has received a confirmation sleep instruction; if so, the running status of the current train meets the running standards, if not, the current train does not meet the running standards.

[0053] In a specific embodiment, when the train control onboard equipment is in FAM driving mode, if no brake heavy fault signal is detected and one of the following conditions is met, the train control onboard equipment outputs the maximum common braking, and after the train stops, a CAM driving mode application is sent to the dispatching center through the temporary speed limit server. 1) Failure in communication with the train network; or 2) Receiving information from the train requesting to enter the CAM driving mode; or 3) Accumulated occurrence of 2 times (configurable) in a single trip exceeding the common braking trigger speed; or 4) Detection of abnormal traction or braking feedback.

[0054] After the train control onboard equipment sends the CAM driving mode application, if the following conditions are met at the same time, it will enter the CAM driving mode, output the CAM driving mode signal, cancel the output of the FAM driving mode signal, and prompt the DMI to enter the CAM driving mode. In the CAM driving mode, the train control onboard equipment performs speed limit control according to the mode speed limit of 45km / h (configurable), controls the train to drive to the station to stop, opens the door but does not close it, and waits for manual processing. 1) The train is in a stable state; and 2) The preset highest driving mode is FAM driving mode; and 3) The train's cab is activated; and 4) The driver's key is in the off position; and 5) The maintenance button is in the non-maintenance position; and 6) The train does not apply emergency braking; and 7) The train control onboard equipment is in FAM driving mode; and 8) The permission code is received; and 9) The line data of FS mode is available; and 10) The CAM driving mode permission issued by the dispatching center is received; and 11) The brake heavy fault signal is not detected.

[0055] like Figure 2 As shown, specifically, the current train needs to switch from the FAM driving mode to the CAM driving mode, including the following steps: S21. When the current driving mode is the FAM driving mode and the driving mode to be switched is the CAM driving mode, determine, based on the operating status, whether the train control onboard equipment of the current train has a network communication failure, or has received an instruction to apply to enter the CAM driving model, or the real-time operating speed exceeds the preset brake trigger speed for a preset number of times, or abnormal traction or braking feedback is detected.

[0056] S22. If yes, a CAM mode application request is sent to the ground equipment; if no, the current train does not meet the operation standards.

[0057] S23. According to the running status, determine whether the current train is in a stopped state, and the pre-selected highest driving mode is the FAM driving mode, and the cab is in an activated state, and the key is in the off position, and the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the current driving mode is the FAM driving mode, and the permission code of the track circuit is received, and the CAM driving mode permission instruction issued by the ground equipment is received, and no serious braking fault is detected.

[0058] S24. If yes, the current train meets the operation standards; if no, the current train does not meet the operation standards.

[0059] In a specific embodiment, in the CAM driving mode, if the driver turns on the activation end driving console key when the train stops, the train control on-board equipment will switch from the CAM driving mode to the FS driving mode, cancel the output of ATO valid, CAM driving mode signal and cab activation signal, control the start button indicator light to go out, prompt the driver to exit the CAM driving mode on the DMI and ask the driver to confirm, and display the gray ATO status icon at the same time.

[0060] Specifically, if the current train needs to switch from CAM driving mode to FS driving mode, that is, when the current driving mode is CAM driving mode and the driving mode to be switched is FS driving mode, determine whether the current train is in a stopped state, and the cab is in an activated state, and the key is in the open position according to the operating status; if so, the operating status of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0061] In a specific embodiment, the train control on-board equipment receives a sleep command issued by the train or the dispatching center. If the train stops steadily, the train control on-board equipment stops outputting the cab activation signal, the train feedback indicates that the cab activation signal is invalid, the train control on-board equipment switches from the CAM driving mode to the SB driving mode, cancels the output of the ATO valid and CAM driving mode signals, controls the start button indicator light to turn off, prompts the driver to exit the CAM driving mode on the DMI, and displays a gray ATO status icon.

[0062] Specifically, if the current train needs to switch from CAM driving mode to SB driving mode, that is, when the current driving mode is CAM driving mode and the driving mode to be switched is SB driving mode, it is determined according to the running status whether the current train is in a stopped state and has received a confirmation sleep instruction; if so, the running status of the current train meets the running standards, if not, the current train does not meet the running standards.

[0063] like Figure 3As shown, the above embodiment provides a mode conversion diagram between the FAM driving mode and the CAM driving mode and between the existing modes of the CTCS2+ATO train control on-board equipment. Among them, the FS driving mode can be bidirectionally converted with the FAM driving mode, which is used to enter or exit the FAM driving mode in general scenarios; the PS driving mode can be bidirectionally converted with the FAM driving mode, which is used to enter or exit the FAM driving mode in automatic wake-up or automatic return scenarios; the FAM driving mode can be unidirectionally transferred to the CAM driving mode, which is used to enter the CAM driving mode in scenarios of communication failure with the train or abnormal traction braking; the FAM driving mode can be unidirectionally transferred to the SB driving mode, which is used to exit the FAM driving mode in a dormant scenario; the CAM driving mode can be unidirectionally transferred to the FS driving mode, which is used to exit the CAM driving mode in a driver intervention scenario; the CAM driving mode can be unidirectionally transferred to the SB driving mode, which is used to exit the CAM driving mode in a dormant scenario.

[0064] See also Figure 4 , Figure 4 : is a flow chart of a method for handling an abnormality in a fully automatic driving mode of a train control vehicle-mounted device provided by the present invention, such as Figure 4 As shown, Figure 1 Compared with the switching method shown in FIG. 1 , the method further includes the following steps: S41. When the current driving mode of the train control onboard equipment is the fully automatic driving mode, the operating status is compared with the abnormal standard table of train operation.

[0065] In this embodiment, this solution adds a new fully automatic driving mode to the train control on-board equipment. When the train runs in the fully automatic driving mode, the operating status is compared with the abnormal standards in the abnormal standard table in real time to ensure the safe driving of the train.

[0066] In this embodiment, on the one hand, the abnormal standard table can be a counterexample of the operating standard corresponding to the fully automatic driving mode, that is, the current operating state does not meet the operating standard in the fully automatic driving mode. At this time, it can be determined that the train operation is abnormal. On the other hand, the abnormal standard table can be entered according to expert users, or the abnormal standards can be summarized through problems encountered during the operation of the fully automatic driving mode.

[0067] S42. When the operating state meets any abnormal standard in the abnormal standard table, the train control on-board equipment operates according to the preset abnormal processing method corresponding to the abnormal standard met by the operating state.

[0068] In this embodiment, when the running state of the train meets the abnormal standard, the train operation is controlled according to the preset abnormal handling method corresponding to the abnormal standard set in advance to ensure driving safety.

[0069] In a specific embodiment, when the current driving mode is the FAM driving mode, it is confirmed whether the train control on-board equipment and the ground equipment of the current train can transmit data according to the operating status; when the train control on-board equipment and the ground equipment cannot transmit data, the operating status meets the abnormal standard, and the train control on-board equipment operates according to the preset abnormal handling method corresponding to the abnormal standard.

[0070] Specifically, in FAM driving mode, if the train has traveled a certain distance (configurable) and still has not received the line data from the balise, the train control onboard equipment will output maximum common braking, exit FAM driving mode, and wait for manual processing.

[0071] Specifically, in the FAM driving mode, if there is a wireless communication failure between the train control on-board equipment and the temporary speed limit server, the train control on-board equipment will control the train to drive to the station and stop, waiting for manual processing.

[0072] In a specific embodiment, when the current driving mode is the CAM driving mode, the real-time running speed of the current train is confirmed according to the running status; when the real-time running speed exceeds the preset braking trigger speed for a preset number of times, the running status meets the abnormal standard, and the train control on-board equipment operates according to the preset abnormal handling method corresponding to the abnormal standard.

[0073] Specifically, in the CAM driving mode, if the train control on-board equipment detects that the normal braking trigger speed has exceeded 2 times (configurable) in a single trip, it will output emergency braking, send an alarm message to the dispatching center through the temporary speed limit server, exit the CAM driving mode, and wait for manual processing.

[0074] In a specific embodiment, after the train control onboard device prompts the driver to exit the FAM driving mode or CAM driving mode on the DMI and requires the driver to confirm, if the driver fails to confirm the operation for more than 5 seconds, the train control onboard device outputs the maximum common braking; after the driver confirms, the braking is released. In this embodiment, when the driver fails to confirm the exit operation, it is also determined that the operating state at this time meets the abnormal standard, and the train is controlled to brake.

[0075] In a specific embodiment, after the train control on-board equipment prompts the driver to confirm the upgrade to FAM driving mode, if the driver does not press the start button and turns off the key in advance, the process of converting to FAM driving mode will be exited and converted to SB driving mode. The start button indicator light will be turned off and a gray ATO status icon will be displayed on the DMI.

[0076] In a specific embodiment, in FAM driving mode or CAM driving mode, when the activation end key is manually turned on, if the train has not stopped, the train control on-board equipment outputs the maximum common braking, exits the FAM driving mode or CAM driving mode, and waits for manual processing.

[0077] In a specific embodiment, in FAM driving mode or CAM driving mode, when the non-activated end key is turned on, the train control vehicle-mounted equipment performs a shutdown process.

[0078] In a specific embodiment, in FAM driving mode or CAM driving mode, if an ATO control unit failure occurs in the activated-end train control on-board equipment, the maximum normal braking is output, the FAM driving mode or CAM driving mode is exited, and manual processing is waited for; if an ATO control unit failure occurs in the non-activated-end train control on-board equipment, the activated-end train control on-board equipment sends an alarm message to the dispatching center through the temporary speed limit server.

[0079] In a specific embodiment, in FAM driving mode or CAM driving mode, if the train control on-board equipment receives an emergency stop command issued by the dispatching center, it outputs emergency braking. After the train stops, the brake is released after the remote emergency braking command is canceled and the release is confirmed remotely.

[0080] In a specific embodiment, in FAM driving mode or CAM driving mode, if the train control on-board equipment detects that the brake heavy fault signal is valid, it outputs emergency braking, sends an alarm message to the dispatching center through the temporary speed limit server, exits the FAM driving mode or CAM driving mode, and waits for manual processing.

[0081] In a specific embodiment, in FAM driving mode or CAM driving mode, if the train control on-board equipment outputs a remote unrelieved emergency brake, an alarm message is sent to the dispatch center through the temporary speed limit server, and the FAM driving mode or CAM driving mode is exited to wait for manual processing.

[0082] In a specific embodiment, in FAM driving mode or CAM driving mode, when exiting FAM driving mode or CAM driving mode and waiting for manual processing, if the key has been turned on, the train control on-board equipment cancels the output of the cab activation signal when exiting the FAM driving mode or CAM driving mode; if the key has not been turned on, the train control on-board equipment keeps outputting the cab activation signal when exiting the FAM driving mode or CAM driving mode to maintain the driving activation state, and cancels the output of the cab activation signal after the key is turned on or manual confirmation is given.

[0083] The above embodiments provide an abnormality handling solution in the FAM driving mode or the CAM driving mode, thereby ensuring the safety of the train when driving in the fully automatic driving mode.

[0084] See also Figure 5 , Figure 5 This is a block diagram of a fully automatic driving mode switching system for a train control vehicle-mounted device provided by the present invention, such as Figure 5As shown, the system includes: an information acquisition module 11, a standard determination module 12, a comparison module 13, and a control module 14.

[0085] In this embodiment, the information acquisition module 11 is used to obtain the current operating status of the train, the current driving mode of the train control on-board equipment, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode.

[0086] In this embodiment, the standard determination module 12 is used to determine the operation standard of the mode switching of the current train according to the current driving mode and the driving mode to be switched.

[0087] In this embodiment, the comparison module 13 is used to compare the running status with the running standard to determine whether the running status of the current train meets the running standard.

[0088] In this embodiment, the control module 14 is used to switch the train control vehicle-mounted equipment from the current driving mode to the driving mode to be switched when the operating state meets the operating standard.

[0089] In this embodiment, the comparison module 13 is also used to compare the operating status with the abnormal standard table of train operation when the current driving mode of the train control on-board equipment is the fully automatic driving mode.

[0090] In this embodiment, the control module 14 is also used to operate the train control on-board equipment according to the preset abnormality handling method corresponding to the abnormality standard met by the operating state when the operating state meets any abnormality standard in the abnormality standard table.

[0091] In this embodiment, the comparison module 13 is specifically used to confirm whether the train control onboard equipment and the ground equipment of the current train can transmit data according to the operating status when the current driving mode is the FAM driving mode.

[0092] In this embodiment, the control module 14 is specifically used for when the train control on-board equipment and the ground equipment cannot transmit data, the operating state meets the abnormal standard, and the train control on-board equipment operates according to the preset abnormal processing method corresponding to the abnormal standard.

[0093] In this embodiment, the comparison module 13 is specifically used to confirm the real-time running speed of the current train according to the running state when the current driving mode is the CAM driving mode, and compare the real-time running speed with the preset brake trigger speed.

[0094] In this embodiment, the control module 14 is specifically used to, when the real-time running speed exceeds the preset brake trigger speed for a preset number of times, the running state meets the abnormal standard, and the train control on-board equipment operates according to the preset abnormal processing method corresponding to the abnormal standard.

[0095] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state according to the operating state when the current driving mode is the FS driving mode and the driving mode to be switched is the FAM driving mode, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the direction handle is in the neutral position, and the cab is in the activated state, and the key is in the open position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment The wireless communication is normal, and the permission code of the track circuit is received, and no heavy braking fault is detected; if so, the operating state of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0096] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state, the key is in the open position, and has line data under the FS driving mode according to the running state when the current driving mode is the FAM driving mode and the driving mode to be switched is the FS driving mode; if so, the running state of the current train meets the running standards, if not, the current train does not meet the running standards.

[0097] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state according to the operating state when the current driving mode is the PS driving mode and the driving mode to be switched is the FAM driving mode, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the cab is in the activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the wireless communication between the train control on-board equipment and the ground equipment is normal, and the permission code of the track circuit is received, and the train control on-board equipment is in an automatic wake-up state or an automatic return state, and no serious braking fault is detected; if so, the operating state of the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0098] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state, the key is in the open position, and there is no line data under the FS driving mode according to the running state when the current driving mode is the FAM driving mode and the driving mode to be switched is the PS driving mode; if so, the running state of the current train meets the running standards, if not, the current train does not meet the running standards.

[0099] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state and receives a confirmation sleep instruction according to the running state when the current driving mode is the FAM driving mode and the driving mode to be switched is the SB driving mode; if so, the running state of the current train meets the running standards, if not, the current train does not meet the running standards.

[0100] In this embodiment, the comparison module 13 is specifically used to determine, when the current driving mode is the FAM driving mode and the driving mode to be switched is the CAM driving mode, whether the train control on-board equipment of the current train has a network communication failure, or receives an instruction to apply to enter the CAM driving model, or the real-time running speed exceeds the preset braking trigger speed for a preset number of times, or detects abnormal traction or braking feedback according to the operating status; if not, the current train does not meet the operating standards.

[0101] In this embodiment, the control module 14 is specifically used to send a CAM mode application request to the ground equipment when the network communication of the train control on-board equipment of the current train fails, or an instruction to apply to enter the CAM driving model is received, or the real-time running speed exceeds the preset braking trigger speed for a preset number of times, or abnormal traction or braking feedback is detected.

[0102] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state according to the operating status, and the pre-selected highest driving mode is the FAM driving mode, the cab is in an activated state, the key is in the closed position, the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the current driving mode is the FAM driving mode, and the permission code of the track circuit is received, and the CAM driving mode permission instruction issued by the ground equipment is received, and no serious braking fault is detected; if so, the current train meets the operating standards, if not, the current train does not meet the operating standards.

[0103] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state and the key is in the open position according to the operating state when the current driving mode is the CAM driving mode and the driving mode to be switched is the FS driving mode; if so, the operating state of the current train meets the operating standard, and if not, the current train does not meet the operating standard.

[0104] In this embodiment, the comparison module 13 is specifically used to determine whether the current train is in a stopped state and receives a confirmation sleep instruction according to the operating state when the current driving mode is the CAM driving mode and the driving mode to be switched is the SB driving mode; if so, the operating state of the current train meets the operating standard, and if not, the current train does not meet the operating standard.

[0105] like Figure 6 As shown, an embodiment of the present invention provides an electronic device, including a processor 1110, a communication interface 1120, a memory 1130 and a communication bus 1140, wherein the processor 1110, the communication interface 1120, and the memory 1130 communicate with each other through the communication bus 1140; Memory 1130, used for storing computer programs; The processor 1110 is used to implement any of the above switching methods when executing the program stored in the memory 1130.

[0106] In the electronic device provided by the embodiment of the present invention, the processor 1110 obtains the operating status of the current train, the current driving mode being run by the train control on-board equipment, and the driving mode to be switched to be switched by executing the program stored in the memory 1130; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode; according to the current driving mode and the driving mode to be switched, the operating standard for the mode switching of the current train is determined; the operating status is compared with the operating standard to determine whether the operating status of the current train meets the operating standard; when the operating status meets the operating standard, the train control on-board equipment switches from the current driving mode to the driving mode to be switched.

[0107] The communication bus 1140 mentioned in the above electronic device can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus, etc. The communication bus 1140 can be divided into an address bus, a data bus, a control bus, etc. For ease of representation, only one thick line is used in the figure, but it does not mean that there is only one bus or one type of bus.

[0108] The communication interface 1120 is used for communication between the above electronic device and other devices.

[0109] The memory 1130 may include a random access memory 1130 (RAM), or may include a non-volatile memory 1130 (non-volatile memory), such as at least one disk memory 1130. Optionally, the memory 1130 may also be at least one storage device located away from the processor 1110.

[0110] The above-mentioned processor 1110 can be a general-purpose processor 1110, including a central processing unit 1110 (CPU), a network processor 1110 (NP), etc.; it can also be a digital signal processor 1110 (DSP), an application specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gates or transistor logic devices, discrete hardware components.

[0111] An embodiment of the present invention provides a computer-readable storage medium, which stores one or more programs. The one or more programs can be executed by one or more processors 1110 to implement the switching method of any of the above embodiments.

[0112] In the above embodiments, it can be implemented in whole or in part by software, hardware, firmware or any combination thereof. When implemented using software, it can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, the process or function according to the embodiment of the present invention is generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium, or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from a website site, a computer, a server or a data center by wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) mode to another website site, computer, server or data center. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or a data center that includes one or more available media integrated. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state hard disk SolidStateDisk (SSD)), etc.

[0113] Although the present disclosure 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 make equivalent replacements for some of the technical features therein; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims

1. A method for switching the fully automatic driving mode of a train control vehicle-mounted device, characterized in that: The method comprises: Acquire the running status of the current train, the current driving mode in which the train control onboard device is running, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode; Determining an operation standard for mode switching of the current train according to the current driving mode and the driving mode to be switched; Comparing the running state with the running standard to determine whether the running state of the current train meets the running standard; When the operating state meets the operating standard, the train control on-board device is controlled to switch from the current driving mode to the driving mode to be switched.

2. The switching method according to claim 1, characterized in that: The method further comprises: When the current driving mode in which the train control onboard device is running is the fully automatic driving mode, comparing the running state with the abnormal standard table of train running; When the operating state meets any abnormal standard in the abnormal standard table, the train control on-board equipment is controlled to operate according to the preset abnormal handling method corresponding to the abnormal standard met by the operating state.

3. The switching method according to claim 2, characterized in that: When the operating state meets any abnormal standard in the abnormal standard table, according to the preset abnormal processing mode corresponding to the abnormal standard met by the operating state, controlling the train control on-board device to operate according to the preset abnormal processing mode, includes: When the current driving mode is the FAM driving mode, confirming whether the train control onboard equipment and the ground equipment of the current train can perform data transmission according to the running state; When the train control on-board device and the ground device cannot perform data transmission, the operating state meets the abnormal standard, and the train control on-board device is controlled to operate according to a preset abnormal processing method corresponding to the abnormal standard.

4. The switching method according to claim 2, characterized in that: When the operating state meets any abnormal standard in the abnormal standard table, according to the preset abnormal processing mode corresponding to the abnormal standard met by the operating state, controlling the train control on-board device to operate according to the preset abnormal processing mode, includes: When the current driving mode is the CAM driving mode, confirming the real-time running speed of the current train according to the running state; When the real-time operating speed exceeds the preset brake trigger speed for a preset number of times, the operating state meets the abnormal standard, and the train control on-board equipment is controlled to operate according to the preset abnormal processing method corresponding to the abnormal standard.

5. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FS driving mode and the driving mode to be switched is the FAM driving mode, according to the running state, determine whether the current train is in a stable state, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the direction handle is in the neutral position, and the cab is in the activated state, and the key is in the open position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment The wireless communication is normal, and the permission code of the track circuit is received, and no brake heavy fault is detected; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

6. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the FS driving mode, determining whether the current train is in a stationary state, the key is in the open position, and the line data in the FS driving mode is available according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

7. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the PS driving mode and the driving mode to be switched is the FAM driving mode, determine whether the current train is in a stopped state according to the operating state, and the pre-selected highest driving mode is the FAM driving mode, and the door control mode is the automatic mode, and the traction brake handle is in the zero position, and the cab is in the activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train does not perform emergency braking, and the wired communication interface in the train control on-board equipment of the current train is in a normal state, and the train control on-board equipment and the ground equipment communicate wirelessly normally, and the permission code of the track circuit is received, and the train control on-board equipment is in an automatic wake-up state or an automatic return state, and no brake serious fault is detected; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

8. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the PS driving mode, determining, according to the running state, whether the current train is in a stationary state, the key is in the open position, and there is no line data in the FS driving mode; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

9. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the SB driving mode, determining whether the current train is in a stable state and receiving a sleep confirmation instruction according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

10. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the FAM driving mode and the driving mode to be switched is the CAM driving mode, according to the running state, it is determined whether the train control onboard equipment of the current train has a network communication failure, or receives an instruction to apply to enter the CAM driving model, or the real-time running speed exceeds the preset brake trigger speed for a preset number of times, or traction or braking feedback abnormality is detected; If yes, a CAM mode application request is sent to the ground device; if no, the current train does not meet the operation standard; According to the running state, determine whether the current train is in a stationary state, and the pre-selected highest driving mode is the FAM driving mode, and the cab is in an activated state, and the key is in the closed position, and the maintenance button is in the non-maintenance position, and the current train is not in emergency braking, and the current driving mode is the FAM driving mode, and the permission code of the track circuit is received, and the CAM driving mode permission instruction issued by the ground equipment is received, and no brake serious fault is detected; If so, the current train meets the operating standard, and if not, the current train does not meet the operating standard.

11. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the CAM driving mode and the driving mode to be switched is the FS driving mode, determining whether the current train is in a stationary state and the key is in an open position according to the running state; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

12. The switching method according to claim 1, characterized in that: The comparing the running state with the running standard to determine whether the running state of the current train meets the running standard includes: When the current driving mode is the CAM driving mode and the driving mode to be switched is the SB driving mode, determining, according to the running state, whether the current train is in a stable state and has received a sleep confirmation instruction; If so, the running status of the current train meets the running standard; if not, the current train does not meet the running standard.

13. A fully automatic driving mode switching system for train control onboard equipment, characterized in that: The system comprises: An information acquisition module, used to acquire the current running state of the train, the current driving mode in which the train control onboard equipment is running, and the driving mode to be switched; wherein the current driving mode and / or the driving mode to be switched is a fully automatic driving mode; A standard determination module, used for determining an operation standard for mode switching of the current train according to the current driving mode and the driving mode to be switched; A comparison module, used for comparing the running state with the running standard to determine whether the running state of the current train meets the running standard; The control module is used to control the train control vehicle-mounted equipment to switch from the current driving mode to the driving mode to be switched when the operating state meets the operating standard.

14. An electronic device, characterized in that: include: processor; as well as A memory storing computer executable instructions which, when executed, cause the processor to perform a method according to any one of claims 1-12.

15. A computer storage medium, characterized in that in, The computer storage medium stores one or more programs, and when the one or more programs are executed by a processor, the method of any one of claims 1 to 12 is implemented.

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