Method, device and equipment for recovering operation of train after train failure degradation and medium

Abstract

The application provides a train fault degradation recovery operation method, device, equipment and medium, the method comprises: in the case of train entering fault degradation mode, determine the fault degradation scene; according to the fault degradation scene, corresponding train operation recovery strategy is executed.The train fault degradation recovery operation method provided by the application can clearly identify and judge the specific fault condition of the train by first determining the fault degradation scene when the train enters the fault degradation mode, and then on this basis, according to different fault degradation scenes, corresponding train operation recovery strategy is executed, realizing targeted fault handling.This way can improve the efficiency and accuracy of the train from fault degradation mode to normal operation, so that the train can start quickly and run to the next station, reduce the influence of train fault degradation on rail transit operation, and improve the overall operation efficiency of rail transit system.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method, apparatus, equipment and medium for restoring train operation after a train malfunction has been downgraded. Background Technology

[0002] When trains are running on a section of track, the following control levels are typically used: (1) Train control level of continuous communication: Communication-Based Train Control (CBTC) mode, which is the highest control mode of the system. It is a moving block mode that relies entirely on communication and realizes real-time positioning and interval control of the train through wireless communication technology. (2) Interval Train Control Level: Interval Train Control (ITC) is a degraded operation mode. In the event of failure of the vehicle-to-ground communication, the train uses transponders or track circuits to achieve interval protection. (3) Interlocking control level: When the CBTC function is completely disabled, the system will switch to the traditional interlocking control mode. At this time, the driver needs to drive according to the ground signal, and the system does not provide ATP protection function.

[0003] Continuous communication train control level is the standard control method of the signaling system, while point-based train control level and interlocking control level are emergency control methods adopted by the signaling system in the face of train failure.

[0004] When a train stops due to a malfunction in a section with a large station spacing, it will enter a degraded mode at the point-to-point train control level or interlocking control level. After entering degraded mode, the train will decelerate until it stops. After manual fault repair, it will resume operation to its destination. This has a significant impact on the normal operating efficiency of the line. Summary of the Invention

[0005] This invention provides a method, apparatus, equipment, and medium for restoring train operation after a train malfunction downgrade, in order to solve the problem of the lack of emergency solutions in the prior art for quickly restoring trains when a train malfunction downgrades.

[0006] In a first aspect, the present invention provides a method for restoring train operation after a train malfunction has been downgraded, comprising: When a train enters a fault degradation mode, determine the fault degradation scenario; Based on the described fault degradation scenario, the corresponding train operation recovery strategy is executed.

[0007] In one embodiment, when the fault degradation scenario is a train automatic protection system (ATP) location loss degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in fully automated driving mode (FAM) or computer-assisted manual mode (CAM), the train's operation mode is remotely restricted to control it into restricted operation mode (RRM). After the train enters RRM mode, positioning is established using two transponders. After successful positioning using the two transponders, the train is controlled to return to a higher-level operation mode from RRM mode. If the train is operating in the Communication-Based Train Automatic Control (CBTC) mode, the train is controlled to downgrade to the Restricted Manual Driving (RM) mode, operating according to route block, and the autonomous sensing system is controlled to assist driving, so that the driver can manually drive the train and establish a location; after the driver manually drives the train and successfully establishes a location, the train is controlled to restore from RM mode to a higher level of operation mode.

[0008] In one embodiment, when the fault degradation scenario is a train-to-ground wireless communication interruption, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: When the train-to-ground wireless communication is interrupted, the train control system will downgrade the operating mode and maintain its positioning. When the vehicle-to-ground wireless communication is restored, the train driving mode is switched to manual driving mode, and the train is controlled to complete the screening at the axle counting boundary; after the screening is completed, the train is controlled to upgrade from the downgraded mode to the CBTC mode, and the train is controlled to enter the FAM mode. When the vehicle-to-ground wireless communication cannot be restored, after the driver disconnects the ATP, the train is controlled to enter the unrestricted manual driving mode (EUM) and run according to the route block system. During the train operation, the autonomous sensing system is controlled to provide safety protection.

[0009] In one embodiment, when the fault degradation scenario is an ATP dual-system fault degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM, CAM, or RRM mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RRM mode. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and will run according to the route block. During the train operation, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RM mode. After passing two transponders, the train will establish a location and complete the screening at the axle counter. After the train successfully establishes a location and completes the screening at the axle counter, the train will be controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and run to the track or depot, following the route block signaling. During the train operation, the autonomous sensing system will provide safety protection.

[0010] In one embodiment, when the fault degradation scenario is a fault degradation of the Automatic Train Operation (ATO) dual system, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: Restart ATO via remote control; If the train malfunction is resolved after restarting ATO, the train will be controlled to continue operating in FAM mode. If the train malfunction cannot be resolved after restarting ATO, the driver will switch the operating mode through physical control and then control the train to enter the controlled manual driving (CM) mode.

[0011] In one embodiment, when the fault degradation scenario is a BTM (Browser Transmitter Module) fault degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM mode, the BTM will be restarted remotely. If the train fault is recovered after restarting the BTM, the onboard equipment will request the Automatic Train Monitoring System (ATS) to enter RRM mode. After the ATS system sends an authorization command to the onboard equipment, it will control the train to enter RRM mode. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message will be sent to the driver so that the train will be disconnected and de-connected. In the de-connected state, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the BTM is restarted remotely. If the train fault is recovered after restarting the BTM, the train is controlled to enter RM mode. After passing two transponders, a location is established, and screening is completed at the axle counter. After the train successfully establishes a location and completes screening at the axle counter, the train is controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message is sent to the driver so that the driver disconnects the ATP and the train is de-connected. In the de-connected state, the autonomous sensing system is controlled to provide safety protection.

[0012] In one embodiment, when the fault degradation scenario is a ground area controller (ZC) and interlocking failure, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: Control the train to perform emergency braking downgrade and send the emergency braking downgrade activation information to all other trains within the concentration area except for the train mentioned above; The train is controlled to switch to telephone block system operation.

[0013] Secondly, the present invention also provides a train host, comprising: The fault scenario determination module is used to determine the fault degradation scenario when the train enters the fault degradation mode. The fault scenario handling module is used to execute the corresponding train operation recovery strategy according to the fault degradation scenario.

[0014] Thirdly, the present invention provides an electronic device, the electronic device including a memory, a processor and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the steps of the train fault downgrade recovery method described above.

[0015] Fourthly, the present invention also provides a non-transitory computer-readable storage medium storing a computer program that, when executed by a processor, implements the steps of the train fault degradation and recovery operation method described above.

[0016] The present invention provides a method, apparatus, equipment, and medium for restoring train operation after a fault degradation. When a train enters a fault degradation mode, it first determines the fault degradation scenario, enabling a clear identification and judgment of the specific fault condition currently faced by the train. Then, based on this, corresponding train operation recovery strategies are executed according to different fault degradation scenarios, achieving targeted fault handling. This approach improves the efficiency and accuracy of trains recovering to normal operation from fault degradation mode, allowing trains to quickly start and run to the next station, mitigating the impact of train fault degradation on rail transit operations, and enhancing the overall operational efficiency of the rail transit system. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or 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 some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1This is a flowchart illustrating the method for restoring train operation after a fault degradation provided by the present invention.

[0019] Figure 2 This is a schematic diagram of the remote restriction RRM provided by the present invention.

[0020] Figure 3 This is a schematic diagram of the process for maintaining train screening when wireless communication is interrupted, provided by the present invention.

[0021] Figure 4 This is a schematic diagram of the structure of the train host provided by the present invention.

[0022] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0023] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0024] The terms "first," "second," etc., used in this invention are used to distinguish similar objects and not to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention can be implemented in orders other than those illustrated or described herein.

[0025] The following is combined Figures 1-5 The present invention describes the method, apparatus, equipment, and medium for restoring train operation after a train malfunction degradation.

[0026] First, provide the English definitions for the following terms: Communication-based Train Control System (CBTC) Automatic Train Protection (ATP) system; Automatic Train Operation (ATO) Human-machine interface (DMI) for train control onboard equipment; Human Machine Interface (HMI); Operation Control Center (OCC); Automatic Train Supervision (ATS) Fully Automatic Mode (FAM); Computer-Aided Manual Mode (CAM); Restricted Railway Mode (RRM) Restricted Manual Mode (RM); Emergency Unmanned Mode (EUM) Controlled manual driving (Code Train Operating Mode, CM); Balise Transmission Module (BTM); Zone Controller (ZC); Vehicle On Board Controller (VOBC); Line Control System (LCS); Passenger Information System (PIS).

[0027] It should be noted that the embodiments of the present invention use the train host as the execution subject to describe the method for restoring operation after a train malfunction is downgraded.

[0028] Combination Figure 1 , Figure 1 This is a flowchart illustrating the method for restoring train operation after a fault degradation provided by the present invention.

[0029] like Figure 1 As shown, the method for restoring train operation after a fault degradation includes the following steps: Step 101: When the train enters fault degradation mode, determine the fault degradation scenario; Step 102: Execute the corresponding train operation recovery strategy according to the fault degradation scenario.

[0030] Specifically, train malfunctions are difficult to completely avoid in the daily operation of rail transit systems. When a train encounters a malfunction, a fault degrading mode is activated, which is a crucial step in ensuring train safety and subsequent operational order. The method for restoring train operation after a fault degrading is particularly important, as it directly relates to whether the train can quickly return to normal operation and minimize the impact on the entire rail transit system.

[0031] Currently, when abnormal situations occur during train operation, the driver needs to take a series of actions quickly and accurately to ensure the safety of the train and passengers.

[0032] In the event of an ATP / ATO malfunction that affects the train's automatic operation, the driver must immediately switch to manual driving mode. This is because, in a malfunctioning situation, the automatic system may be unable to accurately control the train's operation, while manual driving allows the driver to operate flexibly according to the actual situation. Simultaneously, to ensure maximum safety, the driver needs to maintain the train at a low speed.

[0033] Drivers also need to use onboard equipment, such as DMI / HMI displays, to confirm fault codes and record fault symptoms, such as signal loss or traction failure. Detailed records of fault symptoms are crucial for subsequent maintenance personnel to accurately diagnose the cause of the fault and help them develop a repair plan more quickly.

[0034] After completing the above operations, the driver must promptly and accurately report the fault location, fault type, and train status (such as whether power supply and braking are normal) to the OCC.

[0035] In response to train malfunction information reported by the driver, the OCC also needs to take a series of actions quickly and accurately to ensure the safety of the train and passengers.

[0036] Upon receiving a fault report from the driver, the OCC will immediately activate the ATS (Automatic Train Service). This system can monitor the train's location and status in real time, allowing the OCC to clearly understand the faulty train's exact location on the track and its current operating status. Simultaneously, to prevent the faulty train from causing excessive disruption to the entire line's operation, the OCC will coordinate with adjacent stations and subsequent trains to adjust their intervals, ensuring the safe and orderly operation of subsequent trains.

[0037] OCC also needs to promptly notify the maintenance dispatch, equipment support team, and station personnel to activate the emergency plan. The maintenance dispatch is responsible for organizing maintenance personnel and allocating maintenance resources to reach the fault site as quickly as possible for repairs; the equipment support team possesses professional equipment knowledge and skills, enabling them to accurately diagnose and repair faulty equipment.

[0038] During the handling of train malfunctions, it is also necessary to reassure passengers and ensure their safety. The driver can use the public address system to inform passengers of the reason for the temporary stop and the estimated waiting time, reminding them not to operate emergency devices without authorization. Then, the driver should check whether the emergency lighting and ventilation systems in the carriages are functioning properly to ensure passengers' basic safety needs are met.

[0039] This embodiment addresses the situation where a train's degraded mode significantly impacts normal operational efficiency when it stops due to a malfunction in a section with large station spacing. It analyzes various train malfunction degraded scenarios and sets corresponding train operation recovery strategies for each. Based on each degraded scenario, appropriate solutions are adopted to enable the train to quickly restart and proceed to the next station, mitigating the impact on operations.

[0040] Fault degradation scenarios include, but are not limited to, ATP location loss degradation, vehicle-to-ground wireless communication interruption, ATP dual-system fault degradation, ATO dual-system fault degradation, BTM fault degradation, ground ZC and interlocking faults.

[0041] As a core system ensuring train operation safety, the Automatic Train Protection (ATP) system's main function is to ensure safe intervals and speed limits during train operation. Possible reasons for train positioning loss leading to degraded operation include known causes and equipment malfunctions. Known causes of positioning loss generally occur when the current equipment position is infeasible, leading to the ATP system actively losing its position. Possible reasons include: malfunction of speed and distance measuring equipment, failure of slippage compensation, movement authorization retraction causing the maximum safe front end to exceed the safety protection point in the movement authorization, inconsistent pulses from the three speed sensor channels, and the consecutive loss of two transponders, etc. Equipment malfunctions causing positioning loss primarily involve equipment abnormalities preventing the ATP system from maintaining its position, such as single-system board failure leading to system switching failure, or abnormal third-frame data from the safety communication board, etc. When the ATP system experiences positioning loss, the train enters a degraded operation mode. In this situation, the train loses the precise speed control and safe interval protection functions of the ATP system.

[0042] The train-to-ground wireless communication system is a crucial link in enabling real-time information exchange between the train and the ground control center. It is responsible for transmitting train operation commands and status information. Communication equipment failures, signal interference, and natural disasters can all cause interruptions in train-to-ground wireless communication. For example, equipment problems such as damaged communication antennas or faulty communication modules directly affect the transmission and reception of communication signals. In some cities, numerous electronic devices and buildings can interfere with wireless signals, leading to decreased communication quality or even complete interruption. Severe weather conditions such as heavy rain and strong winds can also damage communication lines, affecting train-to-ground wireless communication. In such situations, the train cannot receive real-time operation commands from the ground control center, nor can it promptly relay its own status information to the ground.

[0043] ATP (Automatic Train Protection) systems typically employ a dual-redundancy design to enhance system reliability and safety. When both ATP systems fail, the train enters a severely degraded operating mode. This simultaneous failure can be due to system software malfunctions, hardware damage, or other reasons. For example, software vulnerabilities or errors may prevent the ATP system from functioning properly; hardware may age or overheat during long-term use, leading to simultaneous damage to both systems. In this situation, the train loses almost all the safety protection functions provided by the ATP system.

[0044] The Automatic Train Control (ATO) system is responsible for automatic traction, braking, and precise stopping of the train, improving the comfort and accuracy of train operation. When both the ATO and ATP systems fail, the train will be unable to operate automatically. Similar to the Automatic Train Protection (ATP) system, ATO system failures can be caused by software malfunctions, hardware damage, or other reasons. For example, a logical error in the ATO system's control software may lead to abnormalities in the train's traction and braking control; damage to hardware devices such as sensors and controllers will also affect the normal operation of the ATO system.

[0045] The Train Detector (BTM) is a crucial device for information exchange between the train and the ground transponder. It is responsible for receiving position, speed, and other information transmitted by the transponder and transmitting it to the train's control system. When the BTM malfunctions, train operation will be affected. BTM malfunctions can be caused by factors such as equipment aging, damage, and electromagnetic interference. For example, during long-term use, the internal electronic components of the BTM may age or malfunction; external electromagnetic interference may affect the BTM's signal reception and processing capabilities. In such cases, the train may be unable to accurately obtain the information provided by the transponder, potentially leading to errors in position determination and affecting speed control.

[0046] Ground-based track control (ZC) and interlocking systems are crucial equipment for ensuring the safe operation of trains within specific areas. The ZC is responsible for real-time monitoring and control of trains, while the interlocking system ensures the correct interlocking relationships between switches, signals, and other equipment. When the ground-based ZC and interlocking systems malfunction, train operation will be severely affected. Failures can be caused by equipment malfunctions, software errors, or human error. For example, hardware damage to the ZC equipment or software vulnerabilities may prevent it from functioning properly; incorrect settings or operations during maintenance or operation of the interlocking system can also lead to malfunctions. In such cases, a failure of the ground-based ZC and interlocking systems can severely impact the operation of the entire line, potentially causing widespread line outages and affecting the travel of numerous passengers.

[0047] In one embodiment, when the fault degradation scenario is a train automatic protection system (ATP) location loss degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in fully automated driving mode (FAM) or computer-assisted manual mode (CAM), the train's operation mode is remotely restricted to control it into restricted operation mode (RRM). After the train enters RRM mode, positioning is established using two transponders. After successful positioning using the two transponders, the train is controlled to return to a higher-level operation mode from RRM mode. If the train is operating in the Communication-Based Train Automatic Control (CBTC) mode, the train is controlled to downgrade to the Restricted Manual Driving (RM) mode, operating according to route block, and the autonomous sensing system is controlled to assist driving, so that the driver can manually drive the train and establish a location; after the driver manually drives the train and successfully establishes a location, the train is controlled to restore from RM mode to a higher level of operation mode.

[0048] Specifically, when a train is operating in FAM / CAM mode and an ATP positioning degradation fault occurs, the train can be remotely restricted to change its operating mode and controlled to enter RRM mode.

[0049] Remotely restricting train operation can be achieved by adding a remote restart module to the onboard equipment. This allows for remote restarting of faulty equipment and restoration to normal operation in the event of a single or complete system failure, improving equipment fault recovery capabilities. When a train in FAM / CAM mode loses its position, the VOBC will trigger emergency braking. Once the VOBC determines that the conditions for switching to RRM mode are met, it will submit a conversion application to the ATS. The central dispatcher, after confirming that the RRM mode conversion conditions are met, will approve the application to the VOBC through the ATS. After receiving the ATS approval, the VOBC will submit an application to the ZC. After evaluation, if the ZC deems the operating conditions for RRM mode met, it will calculate the RRM mode authorization for the VOBC and allow the train to enter RRM mode operation. After receiving the ZC authorization information, the VOBC will control the train to continue operating under speed-limited conditions and complete the automatic positioning function to minimize the impact on operations. Figure 2 As shown, Figure 2 This is a schematic diagram of the remote restriction RRM provided by the present invention.

[0050] Using the above method, the train can be switched to RRM mode, and the train will continue to travel along the track at a low speed of 25 km / h. During RRM mode operation, the signaling system protects safety, while the autonomous sensing system provides obstacle recognition and protection.

[0051] When passing two transponders, the train's equipment communicates with them, receiving information transmitted by the transponders. Transponders are key devices in rail transit systems, providing trains with information such as position and speed. This information includes the train's precise current location and relevant track data. By interacting with the two transponders and combining the location information with the train's own mileage and other data, the train performs complex calculations and processing to ultimately establish an accurate positioning.

[0052] Once the train successfully establishes its location using the two transponders, it indicates that the train has regained accurate location information. At this point, based on the actual situation of the train, the train is controlled to revert from RRM mode to a higher-level operating mode.

[0053] When a train is operating in CBTC mode and experiences an ATP positioning downgrade fault, the train is controlled to switch to RM mode. In RM mode, train operation is primarily manual, but is subject to certain limitations, such as speed restrictions. After downgrading to RM mode, the train will operate according to route block signaling. Route block signaling is a train operation method that ensures safe train operation by dividing the track into several block sections, each of which can only be occupied by one train at a time. The train driver must pass through each block section sequentially according to ground signals and dispatch instructions. During operation, an autonomous sensing system assists in driving, while the driver manually continues to operate the train.

[0054] The autonomous sensing system can transmit safety location information to the ATP (Automatic Train Protection) system to enable rapid recovery of degraded trains. A network interface is reserved between the autonomous sensing system and the ATP, allowing the autonomous sensing system to transmit its location information to the ATP. The autonomous sensing system sends train location information to the ATP in real time. When the train is in CBTC (Constant Bus Terminal) mode, the ATP does not accept the autonomous sensing location information. Upon restarting, the ATP should immediately upgrade to CBTC mode based on the autonomous sensing location, provided that the selection criteria are met.

[0055] When a train passes a transponder while running in RM mode, the driver can gradually establish the train's location based on the information provided by the transponder and the environmental information provided by the autonomous sensing system. Once the driver manually drives the train and successfully establishes the location, the train is then controlled to revert from RM mode to a higher-level operating mode, depending on the actual situation. If the upgrade distance is long, the driver typically disconnects the ATP system, switches to EUM mode, and runs to the next station before reverting to RM mode for the upgrade. During EUM mode operation, safety protection is provided through the autonomous sensing system.

[0056] In one embodiment, when the fault degradation scenario is a train-to-ground wireless communication interruption, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: When the train-to-ground wireless communication is interrupted, the train control system will downgrade the operating mode and maintain its positioning. When the vehicle-to-ground wireless communication is restored, the train driving mode is switched to manual driving mode, and the train is controlled to complete the screening at the axle counting boundary; after the screening is completed, the train is controlled to upgrade from the downgraded mode to the CBTC mode, and the train is controlled to enter the FAM mode. When the vehicle-to-ground wireless communication cannot be restored, after the driver disconnects the ATP, the train is controlled to enter the unrestricted manual driving mode (EUM) and run according to the route block system. During the train operation, the autonomous sensing system is controlled to provide safety protection.

[0057] Specifically, the train-to-ground wireless communication system serves as a bridge for real-time information exchange between the train and the ground control center, playing a crucial role in the safe and efficient operation of the train. When this wireless communication is interrupted, the train loses its direct communication channel with the ground control center, exposing the train to numerous uncertainties and potential risks. To ensure safe train operation, swift measures are needed to control the train and downgrade its operating mode. Simultaneously, the train needs to maintain its location, which is fundamental for subsequent operational recovery. The train can rely on onboard equipment, such as a BTM (Battery Detection and Management System), to continuously acquire its location information, ensuring that the train can determine its position on the track.

[0058] When train-to-ground wireless communication is restored, and manual driving by the driver is required, the train driving mode will be switched to manual driving mode. This is because during the communication interruption, the train's operating mode has been downgraded, and some systems may have been affected. Manual driving mode allows the driver to operate the train flexibly according to the actual situation and better respond to possible abnormal situations.

[0059] When a train reaches the axle counting boundary under manual driver control, a screening operation needs to be completed. The purpose of screening is to ensure the accuracy of the train's positioning information and the normal communication between the train and the ground control center. Before the train-to-ground wireless communication is interrupted, for trains in CBTC mode with a head screen, the associated preceding trains within two axle counting ranges ahead of the train's maximum preceding axle are calculated in real time; for trains in CBTC mode with a tail screen, the associated following trains within two axle counting ranges behind the train's minimum following axle are calculated in real time. After the train-to-ground wireless communication is interrupted, the train estimates and downgrades its train envelope based on the axle counting occupancy status and updates the associated preceding and following trains. At this time, CTC (CBTC) level train-to-ground communication is interrupted, but positioning is not lost. After VOBC train-to-ground communication is restored, registration is re-initiated, and the train position is sent. The LCS determines whether the conditions for a downgraded train to be rapidly upgraded are met. If the associated preceding train meets the conditions (maintaining the same orientation as before downgrading, or having the same direction as the downgraded train and a tail screen, or no preceding train), and the downgraded train meets the conditions (can correctly estimate the train envelope), then rapid upgrading of the downgraded train is allowed. At this time, the train sends a movement authorization to the VOBC, which releases the emergency brake and automatically controls the train's operation. If the conditions are not met, a special control command is sent to the VOBC, which maintains the emergency brake, and the train is manually controlled. Figure 3 As shown, Figure 3 This is a schematic diagram of the process for maintaining train screening when wireless communication is interrupted, provided by the present invention.

[0060] The above method enables the maintenance of train screening even when wireless communication is interrupted. After the train completes screening at the axle counting boundary, it indicates that the train's positioning information is accurate and communication is normal. The train can then be controlled to upgrade from degraded mode to CBTC mode and re-enter FAM mode operation.

[0061] When train-to-ground wireless communication fails to recover, the driver must disconnect the Automatic Train Protection (ATP) to ensure continued train operation. After disconnection, the train will enter EUM mode and operate according to route block signaling. During operation, an autonomous sensing system provides safety protection. This system typically includes various sensors, such as radar and cameras, that monitor the train's surrounding environment in real time. When the system detects anomalies, it will issue timely alerts, providing additional safety protection for train operation.

[0062] In some embodiments, when the fault degradation scenario is an ATP dual-system fault degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM, CAM, or RRM mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RRM mode. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and will run according to the route block. During the train operation, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RM mode. After passing two transponders, the train will establish a location and complete the screening at the axle counter. After the train successfully establishes a location and completes the screening at the axle counter, the train will be controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and run to the track or depot, following the route block signaling. During the train operation, the autonomous sensing system will provide safety protection.

[0063] Specifically, after a dual ATP system failure, the train performs emergency braking in the section, outputting an unrelief emergency braking signal, and the onboard MMI displays the ATP fault icon.

[0064] When a train is operating in FAM / CAM / RRM mode and an ATP dual-system failure occurs, the ATP is restarted via remote control, specifically OCC remote control. This operation is based on a preliminary assessment of the ATP system failure, suggesting that the system may be experiencing a temporary anomaly, and that a restart can restore its normal function.

[0065] If the train malfunction is resolved after restarting ATP, it indicates that the previous malfunction was likely a temporary system anomaly. In this case, to ensure the train's safety during subsequent operations, the train is controlled to enter RRM mode.

[0066] If the train malfunction cannot be resolved after restarting the ATP system, it indicates a serious problem, possibly a hardware failure or a deeper software issue. In this case, the driver needs to disconnect the ATP system. Disconnecting the ATP system means the train loses the safety features provided by the ATP system, such as speed monitoring and safe interval control. After disconnecting the ATP system, the train will operate in EUM mode and follow the route block signaling. Simultaneously, during train operation, the autonomous sensing system will provide safety protection.

[0067] When the train is operating in CBTC mode and an ATP dual-system failure occurs and the ATP is downgraded, the ATP is restarted via remote control, i.e., OCC remote control.

[0068] If the train recovers from the malfunction after restarting ATP, it indicates that the previous malfunction was likely a temporary system anomaly. At this point, to ensure the train's safety during subsequent operations, the train is controlled to enter RM mode. In RM mode, the train establishes its location after passing two transponders, interacting with them to determine its precise position on the track. After establishing location, the train needs to complete axle counting to ensure accurate positioning information and synchronization with the ground control system. Once the train successfully establishes its location and completes axle counting, it is ready to resume CBTC mode operation, and the train is controlled to return to CBTC mode. In CBTC mode, the train can resume automatic operation and safety control, improving operational efficiency and service quality.

[0069] If the train malfunction cannot be resolved after restarting the ATP system, the driver must disconnect the ATP system. After disconnecting the ATP, the train is controlled to enter EUM mode and run to the track or depot. The track is the line where the train operates normally, while the depot is the area where the train is inspected and parked, and the train operates according to the block signaling system. During the train's journey, safety protection is provided through the autonomous sensing system.

[0070] In some embodiments, when the fault degradation scenario is a fault degradation of the Automatic Train Operation (ATO) dual system, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: Restart ATO via remote control; If the train malfunction is resolved after restarting ATO, the train will be controlled to continue operating in FAM mode. If the train malfunction cannot be resolved after restarting ATO, the driver will switch the operating mode through physical control and then control the train to enter the controlled manual driving (CM) mode.

[0071] Specifically, in the event of a dual-system ATO malfunction, the train will apply emergency braking, and the onboard MMI will display an ATO malfunction icon. At this point, the ATO will be restarted remotely via OCC (On-Cross Control). This operation is based on a preliminary assessment of the ATO system malfunction, which suggests a possible temporary system anomaly, such as software program freezes or data transmission errors. Restarting can clear these temporary faults and restore the system to normal function.

[0072] If the train malfunction is resolved after restarting the ATO (Automatic Train Operation), it indicates that the previous malfunction was indeed a temporary system anomaly, and the restart operation successfully resolved the issue. At this point, the train can continue operating in FAM (Functional Operation) mode. In FAM mode, the train can automatically wake up, start, stop, and open / close doors, requiring minimal driver intervention.

[0073] If the train malfunction cannot be resolved after restarting the ATO system, it indicates a more serious problem, possibly due to hardware damage or a deeper software issue that cannot be resolved by a simple restart. In this case, driver intervention is required to switch the operating mode via physical control, such as switching the ignition key to CM mode, transferring control of the train from the ATO system to manual control.

[0074] In some embodiments, when the fault degradation scenario is a BTM (Browser Transmission Module) fault degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM mode, the BTM will be restarted remotely. If the train fault is recovered after restarting the BTM, the onboard equipment will request the Automatic Train Monitoring System (ATS) to enter RRM mode. After the ATS system sends an authorization command to the onboard equipment, it will control the train to enter RRM mode. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message will be sent to the driver so that the train will be disconnected and de-connected. In the de-connected state, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the BTM is restarted remotely. If the train fault is recovered after restarting the BTM, the train is controlled to enter RM mode. After passing two transponders, a location is established, and screening is completed at the axle counter. After the train successfully establishes a location and completes screening at the axle counter, the train is controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message is sent to the driver so that the driver disconnects the ATP and the train is de-connected. In the de-connected state, the autonomous sensing system is controlled to provide safety protection.

[0075] Specifically, when both the head and tail BTMs fail, the train applies emergency braking and loses its positioning, and the onboard MMI displays a BTM failure icon.

[0076] When the train is operating in FAM mode and a BTM malfunction occurs and degrades, the BTM is restarted remotely via OCC (Optical Control Center). This is because a BTM malfunction may be caused by a temporary software error, communication interference, or a brief equipment anomaly, and a restart operation may restore its normal function.

[0077] If the train malfunction is resolved after restarting the BTM, it indicates that the previous malfunction was indeed a temporary system anomaly. In this case, the train needs to request entry into RRM mode via its onboard equipment to the ATS. After confirming that the RRM mode transition conditions are met, the central dispatcher sends an authorization command to the onboard equipment via the ATS. Upon receiving the authorization command, the onboard equipment controls the train to enter RRM mode.

[0078] If the train malfunction cannot be resolved after restarting the BTM, it indicates a more serious problem, possibly due to BTM hardware damage or a deeper software issue that cannot be resolved by a simple restart. In this situation, the driver needs to disconnect the ATP (Automatic Train Protection) system, causing the train to go offline, meaning the communication connection between the train and the ground signaling system is interrupted. While the train is offline, it will rely on its autonomous sensing system for safety protection.

[0079] When the train is operating in CBTC mode and a BTM failure occurs and the BTM is downgraded, the BTM is restarted via remote control, i.e., OCC remote control.

[0080] If the train malfunction is resolved after restarting the BTM, it indicates that the previous malfunction was indeed a temporary system anomaly. At this point, to ensure the train's safety during subsequent operations, the train is controlled to enter RM mode. In RM mode, the train establishes its location after passing two transponders, and then completes screening at the axle counter. Once the train successfully establishes its location and completes screening at the axle counter, it indicates that the train meets the conditions to resume CBTC mode operation, and the train is controlled to resume CBTC mode operation.

[0081] If the train malfunction cannot be resolved after restarting the BTM, it indicates a more serious problem, possibly due to BTM hardware damage or a deeper software issue that cannot be resolved by a simple restart. In this situation, the driver needs to disconnect the ATP (Automatic Train Protection) system, causing the train to go offline, meaning the communication connection between the train and the ground signaling system is interrupted. While the train is offline, it will rely on its autonomous sensing system for safety protection.

[0082] In one embodiment, when the fault degradation scenario is a ground area controller (ZC) and interlocking failure, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: Control the train to perform emergency braking downgrade and send the emergency braking downgrade activation information to all other trains within the concentration area except for the train mentioned above; The train is controlled to switch to telephone block system operation.

[0083] Specifically, the ground-based ZC (Zero-Center) is responsible for calculating train movement authorization and determining the safe operating zone for trains on the track; the interlocking system ensures the correct interlocking relationships between switches, signals, and train routes, ensuring safe train operation. When ground-based ZC or interlocking malfunctions, the entire train operation safety mechanism faces a significant challenge, and rapid measures must be taken to avoid potential dangers.

[0084] When a fault is detected in the Zone Control Center (ZC) and interlocking system, the OCC will immediately issue an instruction to all trains within the affected area (i.e., the concentrated area) to perform emergency braking de-escalation. This is because, in the event of a ZC and interlocking failure, trains cannot obtain accurate movement authorization and interlocking information; continued normal operation could lead to serious accidents such as train collisions and rear-end collisions. Emergency braking de-escalation allows trains to reduce speed and stop in the shortest possible time, minimizing safety risks. The control center organizes subsequent trains to be detained at adjacent stations to avoid entering the faulty section, and, if necessary, activates the public transport connection plan. Simultaneously, it is also necessary to control the signals within the concentrated area to illuminate red, and the ATS to display no station information.

[0085] After all trains have completed emergency braking and safely stopped, a temporary operating mode is required to restore train service. Due to a ZC (Train Control Center) and interlocking malfunction causing the normal train automatic control system to malfunction, trains will switch to telephone block system operation. The telephone block system is a train operation organization method based on manual control and communication. Under this mode, adjacent stations communicate by telephone to confirm train operation status and section occupancy. The station duty officer is responsible for processing block procedures, issuing driving orders to the driver, and ensuring the safe operation of trains within the section.

[0086] When trains switch to telephone block system operation, the station duty officer first communicates with the duty officer at the adjacent station by telephone to confirm whether the section is clear. Only after confirming that the section is clear can the order to enter the section be issued to the train driver. After receiving the order, the train driver must strictly follow the instructions. During operation, the train driver needs to closely monitor the train's running status and the track conditions ahead to ensure safe train operation. Simultaneously, the station duty officer will continuously monitor the train's operation, maintaining contact with the train driver by telephone to stay informed of the train's location and running status.

[0087] By controlling the train to perform emergency braking downgrades and switch to telephone block system operation, the safety of train operation can be maximized and normal operation can be gradually restored in the event of a failure of the ground area controller (ZC) and interlocking. After the fault is repaired, the train will return to normal operation mode.

[0088] The above examples illustrate a tiered emergency response process. Besides scenarios involving degraded train malfunctions, other scenarios include train equipment malfunctions (such as traction / braking failures), power outages, or overhead contact line failures.

[0089] When a train equipment malfunction is detected, a train equipment malfunction work order is sent to the driver and the OCC. The driver can try to power off and restart the faulty subsystem (such as the traction control unit) and observe whether the problem is resolved. If this is ineffective, the OCC can dispatch a technical support team with portable testing equipment to the site for repair. If the train cannot move on its own, the OCC initiates the power outage procedure for the contact rail in the adjacent section, authorizing a rescue locomotive or subsequent train to perform a "push / tow" rescue, and to leave the section at a speed limited to 15-25 km / h.

[0090] When a power outage or overhead contact line failure is detected, a power outage or overhead contact line failure work order is sent to the driver and the OCC. The driver can check the status of the overhead contact line in the faulty section and switch to an adjacent power supply zone to provide power. If power cannot be restored, the onboard battery is activated to maintain ventilation and lighting for at least 45 minutes. If the power outage is expected to last more than 30 minutes, the OCC will coordinate with the station and relevant departments to initiate the passenger evacuation procedure for that section.

[0091] In addition, several key measures for rapid operational recovery are provided: (1) Multi-disciplinary joint emergency repair 1) Maintenance personnel can quickly locate the fault point through the trackside wireless access point / leaky cable and prioritize the use of "bypass" and "isolation" methods to restore basic functions (such as bypassing the faulty section of the track circuit). 2) Remote support from equipment manufacturers, including analysis of fault logs, and provision of temporary patches or parameter adjustment solutions; (2) Optimization of train operation 1) After a faulty train is taken out of service, the OCC will adjust the timetable, adopt the "bellows" mode (single-track bidirectional operation) or send additional spare trains to fill the gaps, and gradually restore the punctuality rate. 2) Delay information is released in real time through the PIS system to guide passengers to adjust their travel plans.

[0092] In addition, several methods for post-event analysis and preventative optimization are provided: (1) Root cause tracing A special team was formed to analyze the fault data, distinguish between equipment aging, software defects, or human error, and generate a "Fault Analysis Report" which was then circulated throughout the network. (2) System redundancy enhancement 1) Add redundant signal equipment (such as cross-induction loops) and distributed power supplies to long sections to improve anti-interference capabilities; 2) Upgrade the vehicle control software to add autonomous driving assistance functions (such as speed limit cruise control) in downgraded mode. (3) Personnel training and drills 1) Conduct double-blind drills of "inter-area rescue + system downgrade" every quarter, focusing on assessing the driver's manual alignment accuracy and OCC multi-line coordination ability in areas without signal coverage; 2) Develop virtual reality simulators to reproduce typical fault scenarios (such as overhead contact line arc faults) and improve emergency response proficiency.

[0093] In addition, the following supporting safeguard mechanisms are provided: 1) Material reserves: Mobile emergency lighting, portable track short-circuit devices and wireless repeaters are deployed at stations near the long section; 2) Collaborative Agreements: Emergency shuttle agreements will be established with the city's emergency management office and the public transport group to ensure the capacity for large-scale passenger evacuation. 3) Intelligent monitoring: Deploy trackside intelligent detection terminals (such as vibration, temperature and humidity sensors) to predict equipment degradation trends through big data and intervene in high-risk points in advance.

[0094] By employing the aforementioned tiered and graded handling strategy, the recovery time for long-range degradation events can be reduced to less than 20 minutes (average fault handling time reduced by 40%), while systematic optimization can reduce the recurrence rate of similar faults.

[0095] The train operation recovery method provided by this invention first identifies the fault degradation scenario when the train enters the fault degradation mode, enabling a clear identification and judgment of the specific fault situation currently faced by the train. Then, based on this, corresponding train operation recovery strategies are executed according to different fault degradation scenarios, achieving targeted fault handling. This approach improves the efficiency and accuracy of trains recovering to normal operation from fault degradation mode, allowing trains to quickly start and run to the next station, mitigating the impact of train fault degradation on rail transit operations, and enhancing the overall operational efficiency of the rail transit system.

[0096] The train host provided by the present invention is described below. The train host described below and the train fault downgrade recovery method described above can be referred to in correspondence.

[0097] Combination Figure 4 , Figure 4 This is a schematic diagram of the structure of the train host provided by the present invention.

[0098] like Figure 4 As shown, the train host includes: The fault scenario judgment module 410 is used to determine the fault degradation scenario when the train enters the fault degradation mode.

[0099] The fault scenario handling module 420 is used to execute the corresponding train operation recovery strategy according to the fault degradation scenario.

[0100] The train control unit provided by this invention, when a train enters a fault degradation mode, first identifies the fault degradation scenario, clearly recognizing and judging the specific fault condition currently faced by the train. Then, based on this, it executes corresponding train operation recovery strategies according to different fault degradation scenarios, achieving targeted fault handling. This approach improves the efficiency and accuracy of trains recovering to normal operation from fault degradation mode, enabling trains to quickly start and run to the next station, mitigating the impact of train fault degradation on rail transit operations, and enhancing the overall operational efficiency of the rail transit system.

[0101] Furthermore, the fault scenario handling module 420 is also used for: If the train is operating in fully automated driving mode (FAM) or computer-assisted manual mode (CAM), the train's operation mode is remotely restricted to control it into restricted operation mode (RRM). After the train enters RRM mode, positioning is established using two transponders. After successful positioning using the two transponders, the train is controlled to return to a higher-level operation mode from RRM mode. If the train is operating in the Communication-Based Train Automatic Control (CBTC) mode, the train is controlled to downgrade to the Restricted Manual Driving (RM) mode, operating according to route block, and the autonomous sensing system is controlled to assist driving, so that the driver can manually drive the train and establish a location; after the driver manually drives the train and successfully establishes a location, the train is controlled to restore from RM mode to a higher level of operation mode.

[0102] Furthermore, the fault scenario handling module 420 is also used for: When the train-to-ground wireless communication is interrupted, the train control system will downgrade the operating mode and maintain its positioning. When the vehicle-to-ground wireless communication is restored, the train driving mode is switched to manual driving mode, and the train is controlled to complete the screening at the axle counting boundary; after the screening is completed, the train is controlled to upgrade from the downgraded mode to the CBTC mode, and the train is controlled to enter the FAM mode. When the vehicle-to-ground wireless communication cannot be restored, after the driver disconnects the ATP, the train is controlled to enter the unrestricted manual driving mode (EUM) and run according to the route block system. During the train operation, the autonomous sensing system is controlled to provide safety protection.

[0103] Furthermore, the fault scenario handling module 420 is also used for: If the train is operating in FAM, CAM, or RRM mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RRM mode. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and will run according to the route block. During the train operation, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the ATP will be restarted remotely. If the train fault is recovered after restarting the ATP, the train will be controlled to enter RM mode. After passing two transponders, the train will establish a location and complete the screening at the axle counter. After the train successfully establishes a location and completes the screening at the axle counter, the train will be controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP and run to the track or depot, following the route block signaling. During the train operation, the autonomous sensing system will provide safety protection.

[0104] Furthermore, the fault scenario handling module 420 is also used for: Restart ATO via remote control; If the train malfunction is resolved after restarting ATO, the train will be controlled to continue operating in FAM mode. If the train malfunction cannot be resolved after restarting ATO, the driver will switch the operating mode through physical control and then control the train to enter the controlled manual driving (CM) mode.

[0105] Furthermore, the fault scenario handling module 420 is also used for: If the train is operating in FAM mode, the BTM will be restarted remotely. If the train fault is recovered after restarting the BTM, the onboard equipment will request the Automatic Train Monitoring System (ATS) to enter RRM mode. After the ATS system sends an authorization command to the onboard equipment, it will control the train to enter RRM mode. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message will be sent to the driver so that the train will be disconnected and de-connected. In the de-connected state, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the BTM is restarted remotely. If the train fault is recovered after restarting the BTM, the train is controlled to enter RM mode. After passing two transponders, a location is established, and screening is completed at the axle counter. After the train successfully establishes a location and completes screening at the axle counter, the train is controlled to resume CBTC mode operation. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message is sent to the driver so that the driver disconnects the ATP and the train is de-connected. In the de-connected state, the autonomous sensing system is controlled to provide safety protection.

[0106] Furthermore, the fault scenario handling module 420 is also used for: Control the train to perform emergency braking downgrade and send the emergency braking downgrade activation information to all other trains within the concentration area except for the train mentioned above; The train is controlled to switch to telephone block system operation.

[0107] It should be noted that the train host provided by the present invention can execute the train fault downgrade recovery method described in any of the above embodiments during actual operation, which will not be elaborated in this embodiment.

[0108] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 5 As shown, the electronic device may include a processor 510, a communications interface 520, a memory 530, and a communication bus 540, wherein the processor 510, communications interface 520, and memory 530 communicate with each other via the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a train operation recovery method after a fault degradation. This method includes: determining the fault degradation scenario when the train enters a fault degradation mode; and executing a corresponding train operation recovery strategy according to the fault degradation scenario.

[0109] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0110] On the other hand, the present invention also provides a computer program product, the computer program product including a computer program stored on a non-transitory computer-readable storage medium, the computer program including program instructions, and when the program instructions are executed by a computer, the computer is able to execute the train fault degradation recovery method provided in the above embodiments, the method including: when the train enters the fault degradation mode, determining the fault degradation scenario; and executing the corresponding train operation recovery strategy according to the fault degradation scenario.

[0111] In another aspect, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it is implemented to perform the train fault degradation recovery method provided in the above embodiments. The method includes: determining a fault degradation scenario when the train enters a fault degradation mode; and executing a corresponding train operation recovery strategy according to the fault degradation scenario.

[0112] The embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0113] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0114] 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 of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for restoring train operation after a train malfunction downgrade, characterized in that, Applied to the train mainframe, the method for restoring train operation after a fault degradation includes: When a train enters a fault degradation mode, determine the fault degradation scenario; Based on the described fault degradation scenario, the corresponding train operation recovery strategy will be executed; Wherein, when the fault degradation scenario is an ATP dual-system fault degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM, CAM, or RRM mode, the ATP (Automatic Train Protection) will be restarted remotely. If the train fault is resolved after restarting the ATP, the train will be controlled to enter RRM mode. If the train fault cannot be resolved after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP, and will operate according to the route block signal. During train operation, the autonomous sensing system will provide safety protection. If the train is operating in CBTC mode, the ATP will be restarted remotely. If the train fault is resolved after restarting the ATP, the train will be controlled to enter RM mode, establish location after passing two transponders, and complete screening at the axle counter. After the train successfully establishes location and completes screening at the axle counter, the train will be controlled to resume CBTC mode. If the train fault cannot be resolved after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP, and will operate according to the route block signal. During train operation, the autonomous sensing system will provide safety protection. When the fault degradation scenario is a fault degradation of the transponder transmission module (BTM), the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in FAM mode, the BTM is restarted remotely. If the train fault is resolved after restarting the BTM, the onboard equipment requests entry into RRM mode from the Automatic Train Monitoring System (ATS). After the ATS sends an authorization command to the onboard equipment, the train is controlled to enter RRM mode. If the train fault cannot be resolved after restarting the BTM, an ATP disconnection message is sent to the driver, causing the train to disconnect and become offline. The autonomous sensing system provides safety protection while the train is offline. If the train is operating in CBTC mode, the BTM is restarted remotely. If the train fault is resolved after restarting the BTM, the train is controlled to enter RM mode. After passing two transponders, positioning is established, and screening is completed at the axle counter. After successful positioning and axle counter screening, the train is controlled to resume CBTC mode. If the train fault cannot be resolved after restarting the BTM, an ATP disconnection message is sent to the driver, causing the train to disconnect and become offline. The autonomous sensing system provides safety protection while the train is offline.

2. The method for restoring train operation after a degraded fault according to claim 1, characterized in that, When the fault degradation scenario is a train automatic protection system (ATP) location loss degradation, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: If the train is operating in fully automated driving mode (FAM) or computer-assisted manual mode (CAM), the train's operation mode is remotely restricted to control it into restricted operation mode (RRM). After the train enters RRM mode, positioning is established using two transponders. After successful positioning using the two transponders, the train is controlled to return to a higher-level operation mode from RRM mode. If the train is operating in the Communication-Based Train Automatic Control (CBTC) mode, the train is controlled to downgrade to the Restricted Manual Driving (RM) mode, operating according to route block, and the autonomous sensing system is controlled to assist driving, so that the driver can manually drive the train and establish a location; after the driver manually drives the train and successfully establishes a location, the train is controlled to restore from RM mode to a higher level of operation mode.

3. The method for restoring train operation after a degraded fault according to claim 1, characterized in that, When the fault degradation scenario is a train-to-ground wireless communication interruption, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: When the train-to-ground wireless communication is interrupted, the train control system will downgrade the operating mode and maintain its positioning. When the vehicle-to-ground wireless communication is restored, the train driving mode is switched to manual driving mode, and the train is controlled to complete the screening at the axle counting boundary; after the screening is completed, the train is controlled to upgrade from the downgraded mode to the CBTC mode, and the train is controlled to enter the FAM mode. When the vehicle-to-ground wireless communication cannot be restored, after the driver disconnects the ATP, the train is controlled to enter the unrestricted manual driving mode (EUM) and run according to the route block system. During the train operation, the autonomous sensing system is controlled to provide safety protection.

4. The method for restoring train operation after a degraded fault according to claim 1, characterized in that, When the fault degradation scenario is a fault degradation of the Automatic Train Operation (ATO) dual system, the step of executing the corresponding train operation recovery strategy according to the fault degradation scenario includes: Restart ATO via remote control; If the train malfunction is resolved after restarting ATO, the train will be controlled to continue operating in FAM mode. If the train malfunction cannot be resolved after restarting ATO, the driver will switch the operating mode through physical control and then control the train to enter the controlled manual driving (CM) mode.

5. The method for restoring train operation after a fault downgrade according to claim 1, characterized in that, When the fault degradation scenario involves a ground area controller (ZC) and interlocking failure, the execution of the corresponding train operation recovery strategy based on the fault degradation scenario includes: Control the train to perform emergency braking downgrade and send the emergency braking downgrade activation information to all other trains within the concentration area except for the train mentioned above; The train is controlled to switch to telephone block system operation.

6. A train main unit, characterized in that, include: The fault scenario determination module is used to determine the fault degradation scenario when the train enters the fault degradation mode. The fault scenario handling module is used to execute the corresponding train operation recovery strategy according to the fault degradation scenario; Specifically, when the fault degradation scenario is an ATP dual-system fault degradation, the fault scenario handling module is used for: If the train is operating in FAM, CAM, or RRM mode, the ATP (Automatic Train Protection) will be restarted remotely. If the train fault is resolved after restarting the ATP, the train will be controlled to enter RRM mode. If the train fault cannot be resolved after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP, and will operate according to the route block signal. During train operation, the autonomous sensing system will provide safety protection. If the train is operating in CBTC mode, the ATP will be restarted remotely. If the train fault is resolved after restarting the ATP, the train will be controlled to enter RM mode, establish location after passing two transponders, and complete screening at the axle counter. After the train successfully establishes location and completes screening at the axle counter, the train will be controlled to resume CBTC mode. If the train fault cannot be resolved after restarting the ATP, the train will be controlled to enter EUM mode after the driver disconnects the ATP, and will operate according to the route block signal. During train operation, the autonomous sensing system will provide safety protection. When the fault degradation scenario is a fault degradation of the transponder transmission module (BTM), the fault scenario handling module is specifically used for: If the train is operating in FAM mode, the BTM will be restarted remotely. If the train fault is resolved after restarting the BTM, the onboard equipment will request the Automatic Train Monitoring System (ATS) to enter RRM mode. After the ATS sends an authorization command to the onboard equipment, it will control the train to enter RRM mode. If the train fault cannot be resolved after restarting the BTM, an ATP disconnection message will be sent to the driver so that the train will be disconnected and de-connected. In the de-connected state, the autonomous sensing system will be controlled to provide safety protection. If the train is operating in CBTC mode, the BTM will be restarted remotely. If the train fault is recovered after restarting the BTM, the train is controlled to enter RM mode. After passing two transponders, a location is established, and screening is completed at the axle counter. After the train successfully establishes a location and completes screening at the axle counter, the train is controlled to resume CBTC mode. If the train fault cannot be recovered after restarting the BTM, an ATP disconnection message is sent to the driver so that the driver disconnects the ATP and the train is de-connected. In the de-connected state, the autonomous sensing system is controlled to provide safety protection.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the steps of the train fault downgrade recovery method as described in any one of claims 1 to 5.

8. A non-transitory computer-readable storage medium, wherein a computer program is stored on the non-transitory computer-readable storage medium, characterized in that, When the computer program is executed by the processor, it implements the steps of the train fault downgrade recovery method as described in any one of claims 1 to 5.

Images