CN110920691B

CN110920691B - Method and system for local manual screening and upgrading of RM trains

Info

Publication number: CN110920691B
Application number: CN201911154231.7A
Authority: CN
Inventors: 王伟; 孙玉鹏
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2019-11-22
Filing date: 2019-11-22
Publication date: 2021-09-10
Anticipated expiration: 2039-11-22
Also published as: CN110920691A

Abstract

Embodiments of the present disclosure provide methods, apparatus, and computer-readable storage media for local manual screening of upgraded RM trains. The method comprises that a vehicle-mounted controller VOBC reports the position of a train to a zone controller ZC and applies for a movement authorization MA; the ZC checks the idle condition occupied by the train mode and the front and rear sections and sends corresponding screening marks to the VOBC; the VOBC checks whether the train meets the corresponding dormancy awakening position condition or not according to the screening mark, prompts a driver to check the barrier through a man-machine interaction interface MMI and receives confirmation information sent by the driver; replying the front and rear screening permission marks to the ZC; the ZC sends a mobile authorization to the VOBC according to the screening marks of the front end and the back end of the permission; and the VOBC carries out upgrading according to the mobile authorization. The train can be screened and upgraded into a CBTC mode in situ, and can be upgraded into a FAM mode full-automatic warehouse-out mode rapidly through human-computer interaction under the condition that the front and rear sections of the train are idle; the fault recovery time of the system is shortened, the availability of the system is improved, and the labor cost is reduced.

Description

Method and system for local manual screening and upgrading of RM trains

Technical Field

Embodiments of the present disclosure relate generally to the field of rail transit technology, and more particularly, to a method, apparatus, and computer-readable storage medium for local manual screening of upgraded RM trains in a rail transit fully-automatic operation system.

Background

With the development of science and technology, the requirements of full-automatic operation and high efficiency are more and more urgent. As a mainstream technology for selection of each urban rail transit, a Train Control system Based on CBTC (Communication Based Train Control) provides a possibility for improvement of urban rail transit transportation capability on the premise of ensuring high safety, high reliability and high availability.

For the rail transit industry, in order to improve the automation level of trains and save the labor and time cost, a full-automatic operation system becomes the main development direction of a train control system. The full-automatic operation system is a full-automatic train operation control system with highly centralized control, has the functions of automatic train awakening start and dormancy, automatic access to a parking lot, automatic cleaning, automatic driving, automatic parking, automatic door opening/closing and the like, and has multiple operation modes of conventional operation, degraded operation, disaster working conditions and the like. Compared with the conventional CBTC system, the system has higher requirements on automation degree and reliability, can more accurately control the train according to the optimal mode, improves the operation efficiency and the operation service quality, and reduces the operation and maintenance cost.

In the existing CBTC system, after a Zone Controller (ZC) crashes or is restarted due to a cause, trains in its jurisdiction area need to be degraded to RM (Restricted train operation Mode) manually operated trains, and the trains need to work in cooperation with a vehicle-mounted response interrogator through a transponder arranged on a line, and are relocated, screened and upgraded to ensure that there are no engineering vehicles or other obstacles behind the front of the trains.

In the full-Automatic operation system, a full-Automatic dormancy awakening Train detection library is arranged, for a dormant Train in the library, a central ATS (Automatic Train Supervision) module needs to check a Train dormancy awakening state reported by a vehicle-mounted dormancy awakening module and a dormancy awakening state reported by a ZC (zero crossing zone) module, and when both reports that awakening is allowed, the ATS allows an awakening command to be issued to the Train; when the dormant trains in the train inspection warehouse are crashed or restarted due to reasons, the ATS cannot acquire a dormant awakening state from the ZC, all the dormant trains cannot be automatically awakened, and people need to be dispatched to get on the train to awaken the train through manual operation.

In the existing line design scheme of in-situ positioning and automatic screening upgrading, dormancy awakening transponders are laid at two ends of a train head and a train tail of a full-automatic dormancy awakening train inspection library, and as long as a train stops accurately at a parking point and the train is awakened manually, a Vehicle mounted Controller (VOBC) can directly obtain the positions of the dormancy awakening transponders from a BTM antenna for direct positioning. After the positioned train is communicated with the ground ZC, the ZC can screen the train according to the position of the train, and the vehicle can be upgraded to a CBTC mode in situ as long as the line condition is met. The full-automatic dormancy awakening column inspection library is divided into a single column inspection library and a double column inspection library and is designed as follows;

1) design of single-row library as shown in figure 1 of the accompanying drawings

a) The parking train check line is arranged with the center of the dormancy awakening transponder and the center of the vehicle-mounted BTM (Transponder Module) antenna in alignment, and is used for awakening the train in dormancy and ensuring the automatic positioning of the awakened train.

b) The design of the stopping point ensures that the position of the axle counting point at the front distance of the train head is less than the minimum length of the whole line.

The arrangement mode of the line enables the ZC to be capable of obtaining the position of the train after being restarted after being crashed, and the vacant front section of the train and the hidden train in the front and the rear of the section where the ZC is located are checked according to the position information, so that the train is judged to meet the screening and upgrading conditions, and effective MA (Movement Authority) is calculated for the train, and therefore the train can be automatically upgraded into a CBTC mode in situ.

2) Double row library design (with C track), as shown in FIG. 2 of the accompanying drawings

a) The center of the dormancy awakening transponder arranged on the parking train check line and the center of the vehicle-mounted BTM antenna are arranged in an alignment mode and used for awakening the train in a dormancy mode, and meanwhile automatic positioning after the train is awakened can be guaranteed.

The arrangement mode of the circuit enables the ZC to be capable of obtaining the position of the train after the halt is restarted, and the front and rear sections of the train are free and no hidden train is arranged in the front and rear of the section where the ZC is located according to the position information, so that the train is judged to meet the screening and upgrading conditions, effective MA is calculated for the train, and the train can be automatically upgraded into a CBTC mode in situ.

However, the existing line design scheme for in-situ positioning automatic screening and upgrading has the defects that:

when the ZC equipment is down or restarted, the train is degraded, the ZC cannot report and allow a train list to be awakened, the ATS cannot remotely power on the train, and the train must be manually powered on, so that the labor cost and the management cost are increased;

in addition, due to the limited delivery capacity of the train section train inspection warehouse, only at most two trains (such as a double-train inspection warehouse design) can be delivered and upgraded at the same time, and the train inspection warehouse can stop 20 or 30 or more trains, and the trains need to be delivered and returned to the warehouse to complete the upgrade of the FAM mode (full-automatic driving mode). This increases the failover time of the system, reducing the availability of the system.

In the field debugging stage of the system, when the ZC equipment needs to upgrade the version, the on-site debugging time is long and the on-site manpower is matched for upgrading, so that the engineering application cost is increased.

Meanwhile, the existing line design scheme for in-situ positioning automatic screening and upgrading is only suitable for lines of fixed marshalling trains, and has higher requirements on civil engineering line design; and the rail transit line has the situation that 4 groups, 6 groups and 8 groups run together, and also has the situation that 4 groups are reserved for 6 groups or 8 groups for operation in the early period of operation, and the line design is complicated and changeable and has no universality.

Disclosure of Invention

According to the embodiment of the disclosure, a scheme for locally and manually screening and upgrading RM trains is provided.

In a first aspect of the disclosure, a method of local manual screening of upgraded RM trains is provided. The method comprises the following steps: the vehicle-mounted controller VOBC reports the train position to the zone controller ZC and applies for the movement authorization MA; the ZC checks the idle condition occupied by the train mode and the front and rear sections, and sends corresponding screening marks to the VOBC according to the checking result; the VOBC checks whether the train meets the corresponding dormancy awakening position condition or not according to the corresponding screening mark, and if so, prompts a driver to check the barrier through a man-machine interaction interface (MMI) and receives confirmation information sent by the driver; replying a front-end and back-end screening permission mark to the ZC; the ZC sends a mobile authorization to the VOBC according to the screening marks of the front end and the back end of the permission; and the VOBC is upgraded from an RM mode to a CBTC mode to operate according to the mobile authorization.

In a second aspect of the disclosure, an electronic device is provided. The electronic device includes: a memory having a computer program stored thereon and a processor implementing the method as described above when executing the program.

In a third aspect of the present disclosure, a computer-readable storage medium is provided, on which a computer program is stored which, when being executed by a processor, carries out the method as according to the first and/or second aspect of the present disclosure.

It should be understood that the statements herein reciting aspects are not intended to limit the critical or essential features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become apparent from the following description.

Drawings

The above and other features, advantages and aspects of various embodiments of the present disclosure will become more apparent by referring to the following detailed description when taken in conjunction with the accompanying drawings. In the drawings, like or similar reference characters designate like or similar elements, and wherein:

FIG. 1 shows a schematic circuit diagram of a single column checkbox design according to the background of the present disclosure;

FIG. 2 shows a schematic layout of a dual bank design according to the background of the present disclosure;

FIG. 3 illustrates a schematic diagram of an exemplary operating environment in which embodiments of the present disclosure can be implemented;

FIG. 4 shows a schematic diagram of a circuit in which autofilter cannot be accomplished;

FIG. 5 shows a flow chart of a method of local manual screening of upgraded trains according to a second embodiment of the present disclosure;

FIG. 6 shows a flow chart of a method of local manual screening of upgraded trains in accordance with a third embodiment of the present disclosure;

FIG. 7 shows a flow chart of a method of local manual screening of upgraded trains in accordance with a fourth embodiment of the present disclosure;

FIG. 8 illustrates a block diagram of an exemplary electronic device capable of implementing embodiments of the present disclosure.

Detailed Description

To make the objects, technical solutions and advantages of the embodiments of the present disclosure more clear, the technical solutions of the embodiments of the present disclosure will be described clearly and completely with reference to the drawings in the embodiments of the present disclosure, and it is obvious that the described embodiments are some, but not all embodiments of the present disclosure. All other embodiments, which can be derived by a person skilled in the art from the embodiments disclosed herein without making any creative effort, shall fall within the protection scope of the present disclosure.

In addition, the term "and/or" herein is only one kind of association relationship describing an associated object, and means that there may be three kinds of relationships, for example, a and/or B, which may mean: a exists alone, A and B exist simultaneously, and B exists alone. In addition, the character "/" herein generally indicates that the former and latter related objects are in an "or" relationship.

FIG. 3 illustrates a schematic diagram of an exemplary operating environment 300 in which embodiments of the present disclosure can be implemented. A VOBC302 and a ZC304 are included in the runtime environment 300.

In this embodiment, when the parking train inspection library line does not satisfy the line design of the existing in-situ positioning autofilter upgrade, or there is mixed operation of long and short marshalling, and the conditions of autofilter upgrade in the line design scheme of the existing in-situ positioning autofilter upgrade cannot be satisfied, the autofilter upgrade cannot be completed after the train is awakened.

For example, as shown in fig. 4, the position of the stopping point from the train head to the front axle counting point is larger than the full-line minimum length (in the figure, the full-line minimum length is 25 m). When the distance between the stop point and the train inspection warehouse axle counting point is larger than the full-line minimum train length (25m), the trolley can be hidden, and even if the middle C rail section of the train inspection warehouse is idle, the train can not finish automatic screening.

FIG. 5 shows a flowchart of a method 500 for local manual screening of upgraded RM trains, according to a first embodiment of the present disclosure; the method 500 comprises the steps of:

at block 505, the onboard controller VOBC reports the train location to the zone controller ZC and applies for MA (Movement authorization);

at block 510, the ZC checks the train mode and the occupancy of the front and rear sections, and sends a corresponding screening flag to the VOBC according to the check result;

at block 515, the VOBC checks whether the train meets the corresponding wake-up location condition according to the corresponding screening flag; if so, prompting a driver to carry out obstacle inspection through a man-machine interaction interface MMI;

at block 520, the VOBC receives the confirmation message sent by the driver through the MMI, and replies a front-end and back-end screening permission mark to the ZC;

at block 525, the ZC sends MA (move Authority) to the VOBC according to the allowed front and back end filter flags;

at block 530, the VOBC is upgraded according to the mobile authorization.

In an embodiment two of the present disclosure, the train is in an RM mode; when the front and rear sections of the train occupy the idle condition, the rear section is idle, the front section is idle, and the train wakes up the train inspection warehouse in a sleeping state; meeting the preset condition of the train position (1) that a section in front of the train is idle; (2) the front part of the train is provided with a positioning section and a reverse section of the turnout section which are all idle; (3) a section behind the train is free or the rear section is a line end; (4) and (4) waking up (1) - (4) in the parking garage line (comprising the positive line parking line, the warehouse A and the warehouse B) by the train in a sleeping mode.

FIG. 6 shows a flow chart of a method 600 of local manual screening of upgraded trains in accordance with a second embodiment of the present disclosure; the method 600 comprises the steps of:

at block 605, after the VOBC power on self-test is passed, the current position of the train in the process of waking up the train is obtained through the dormancy wakeup transponder, and the train position is reported to the ZC.

In some embodiments, the train is awakened locally by manual boarding; the driver gets on the bus in advance according to the operation rule, opens the driver's cabin apron and the manual work presses awakening button. And carrying out equipment self-check after the VOBC is electrified.

At block 610, the ZC checks a train mode and occupancy of front and rear zones, and if the train mode is an RM mode and the occupancy of the front and rear zones of the train meets the preset train position condition (1) that the front zone of the train is idle; (2) the front part of the train is provided with a positioning section and a reverse section of the turnout section which are all idle; (3) a section behind the train is free or the rear section is a line end; (4) when a train wakes up a parking garage line (comprising a main line parking line, a storeroom A and a storeroom B) in a sleeping mode, the ZC sends an application front-end screening mark and an application rear-end screening mark to the VOBC, namely sends a front-end screening request and an application front-end screening request to the VOBC.

At block 615, the VOBC receives the front-end and back-end screening requests and checks whether the train meets a corresponding dormancy wakeup position condition; if the detection result is satisfied, prompting a driver to carry out obstacle inspection through an MMI (Man Machine Interface).

Wherein the corresponding sleep wake-up location condition is: 1) the train is in a sleeping and awakening stop window; 2) zero speed; 3) the pattern is a localized RM.

And if the corresponding dormancy awakening position condition is met, prompting a driver to check the barrier by the VOBC through an MMI (Man Machine Interface). For example, the driver is prompted to apply for "checking the presence or absence of an obstacle in front of or behind the train", and waits for the driver to press the confirmation button. Although the ZC determines that the zones in front of and behind the train are free, there may be obstacles in front of and behind the zone where the train is located, for example, a train with no or faulty communication equipment installed, a false intrusion of an object, or other equipment suspended on a train track; therefore, manual inspection by a driver is required. In some embodiments, if the driver checks that there is no obstacle in front of and behind the train, the driver presses the confirmation button twice (each button needs to last for 1s) according to the prompt. For example, the driver checks that there is no obstacle in front of and behind the train, and after pressing the confirmation button, the VOBC prompts the driver to check the obstacle again through the MMI, and the driver checks that there is no obstacle in front of and behind the train, and presses the confirmation button again. Through the secondary confirmation, the safety is improved.

At block 620, the VOBC receives the confirmation message sent by the driver through the MMI; replying a front-end and back-end screening permission mark to the ZC;

in some embodiments, the VOBC replies a front-end and back-end screening permission flag to the ZC after receiving the secondary confirmation message sent by the driver.

In some embodiments, the VOBC reduces communication with the ZC by adding a clear front-end and back-end screening flag to the location report returned by the ZC.

At block 625, the ZC sends a valid MA (move Authority) to the VOBC according to the allowed front-end and back-end filter flags;

at block 630, the VOBC upgrades from RM mode to CBTC mode according to the MA.

In some embodiments, said VOBC is provided with an upgrade to FAM mode condition. The driver can close the key according to MMI suggestion handle zeroing, VOBC according to the driver close the key operation signal of handle zeroing, upgrade to the FAM mode by CBTC mode, at this moment VOBC possesses the condition of dormancy awakening once more and full-automatic warehouse-out.

In a third embodiment of the present disclosure, the train is in an RM mode; the idle condition of the front and rear sections of the train is that the rear section is occupied, the front section is idle, and the train wakes up the train inspection warehouse in a sleeping state; meeting the preset condition of the train position (1) that a section in front of the train is idle; (2) the front part of the train is provided with a positioning section and a reverse section of the turnout section which are all idle; (3) a section behind the train is free or the rear section is a line end; (4) and (3) when the train wakes up (1) and (4) or (2) and (4) in the parking garage line (comprising the positive line parking line, the A garage and the B garage) in the dormancy state, the (3) is not satisfied.

FIG. 7 shows a flowchart of a method 700 of local manual screening of upgraded trains, according to a second embodiment of the present disclosure; the method 700 comprises the steps of:

in block 705, after the VOBC power on self test passes, the current position of the train in the wake-up process is obtained through the dormancy wake-up responder, and the train position is reported to the ZC.

In block 710, the ZC checks a train mode and occupancy of front and rear zones, and if the train mode is an RM mode and the occupancy of the front and rear zones of the train meets the preset train position condition (1) that the front zone of the train is idle; (2) the front part of the train is provided with a positioning section and a reverse section of the turnout section which are all idle; (3) a section behind the train is free or the rear section is a line end; (4) when the train is in a dormancy awakening parking garage line (comprising a positive line parking line, a garage A and a garage B), (1) and (4), or (2) and (4), but not (3); the ZC sends a front-end screening request to the VOBC to apply front-end screening only by sending a 'front-end screening application mark' to the VOBC.

At block 715, the VOBC receives the front-end screening request and checks whether the train meets a corresponding dormant wake-up location condition; if the detection result is satisfied, prompting a driver to carry out obstacle inspection through an MMI (Man Machine Interface).

And if the corresponding dormancy awakening position condition is met, prompting a driver to check the barrier by the VOBC through an MMI (Man Machine Interface). For example, the driver is prompted to apply for "checking the presence or absence of an obstacle in front of or behind the train", and waits for the driver to press the confirmation button. Although the ZC determines that the zone ahead of the train is free, there may still be obstacles behind the front of the zone where the train is located, for example, a train with no or faulty communication equipment installed, a false intrusion of an object, or other equipment pausing on a train track; therefore, manual inspection by a driver is required.

In some embodiments, if the driver checks that there is no obstacle in front of and behind the train, the driver presses the confirmation button twice (each button needs to last for 1s) according to the prompt. For example, the driver checks that there is no obstacle in front of and behind the train, and after pressing the confirmation button, the VOBC prompts the driver to check the obstacle again through the MMI, and the driver checks that there is no obstacle in front of and behind the train, and presses the confirmation button again. Through the secondary confirmation, the safety is improved.

At block 720, said VOBC receiving said driver transmitted confirmation message; replying a front-end and back-end screening permission mark to the ZC;

At block 725, the ZC sends a valid MA (move Authority) to the VOBC according to the allowed front-end and back-end filter flags;

at block 730, the VOBC upgrades from RM mode to CBTC mode according to the MA.

In some embodiments, the VOBC does not have an upgrade to FAM mode condition because the tail-end filter condition is not satisfied.

At the moment, the driver can manually drive the train to take out of the garage in a CBTC-CM or CBTC-AM mode, and the VOBC does not have the conditions of dormancy awakening again and full-automatic garage taking out.

According to the embodiment of the disclosure, the following technical effects are achieved:

the method for screening and upgrading the trains locally and manually can screen and upgrade the trains locally and rapidly through manpower when the ZC is down or restarted due to a fault and the trains cannot meet the conditions of automatic screening and upgrading after being awakened, so that the trains in an RM mode can be screened and upgraded into a CBTC mode in situ under the condition that no trains are moved (namely, the trains do not go out of the warehouse and return to the warehouse), and can be upgraded into a FAM mode full-automatic warehouse-out through man-machine interaction rapidly under the condition that sections at the front and rear of the trains are idle; the fault recovery time of the system is shortened, the availability of the system is improved, and the labor cost is reduced.

It should be noted that, for simplicity of description, the above-mentioned method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present application is not limited by the order of acts described, as some steps may occur in other orders or concurrently depending on the application. Further, those skilled in the art should also appreciate that the embodiments described in the specification are preferred embodiments and that the acts and modules referred to are not necessarily required in this application.

FIG. 8 illustrates a schematic block diagram of an electronic device 800 that may be used to implement embodiments of the present disclosure. The device 800 may be used to implement at least one of the VOBC102, ZC104 of fig. 3. As shown, device 800 includes a Central Processing Unit (CPU)801 that may perform various appropriate actions and processes in accordance with computer program instructions stored in a Read Only Memory (ROM)802 or loaded from a storage unit 808 into a Random Access Memory (RAM) 803. In the RAM 803, various programs and data required for the operation of the device 800 can also be stored. The CPU 801, ROM 802, and RAM 803 are connected to each other via a bus 804. An input/output (I/O) interface 805 is also connected to bus 804.

A number of components in the device 800 are connected to the I/O interface 805, including: an input unit 806, such as a keyboard, a mouse, or the like; an output unit 807 such as various types of displays, speakers, and the like; a storage unit 808, such as a magnetic disk, optical disk, or the like; and a communication unit 809 such as a network card, modem, wireless communication transceiver, etc. The communication unit 809 allows the device 800 to exchange information/data with other devices via a computer network such as the internet and/or various telecommunication networks.

The processing unit 801 performs the various methods and processes described above, such as the

methods

500, 600, 700. For example, in some embodiments, the

methods

500, 600, 700 may be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit 808. In some embodiments, part or all of the computer program can be loaded and/or installed onto device 800 via ROM 802 and/or communications unit 809. When loaded into RAM 803 and executed by CPU 801, a computer program may perform one or more of the steps of

methods

500, 600, 700 described above. Alternatively, in other embodiments, the CPU 801 may be configured to perform the

methods

500, 600, 700 by any other suitable means (e.g., by way of firmware).

The functions described herein above may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a load programmable logic device (CPLD), and the like.

Program code for implementing the methods of the present disclosure may be written in any combination of one or more programming languages. These program codes may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus, such that the program codes, when executed by the processor or controller, cause the functions/operations specified in the flowchart and/or block diagram to be performed. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package partly on the machine and partly on a remote machine or entirely on the remote machine or server.

In the context of this disclosure, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

Further, while operations are depicted in a particular order, this should be understood as requiring that such operations be performed in the particular order shown or in sequential order, or that all illustrated operations be performed, to achieve desirable results. Under certain circumstances, multitasking and parallel processing may be advantageous. Likewise, while several specific implementation details are included in the above discussion, these should not be construed as limitations on the scope of the disclosure. Certain features that are described in the context of separate embodiments can also be implemented in combination in a single implementation. Conversely, various features that are described in the context of a single implementation can also be implemented in multiple implementations separately or in any suitable subcombination.

Although the subject matter has been described in language specific to structural features and/or methodological acts, it is to be understood that the subject matter defined in the appended claims is not necessarily limited to the specific features or acts described above. Rather, the specific features and acts described above are disclosed as example forms of implementing the claims.

Claims

1. A method for local manual screening of upgraded RM trains is characterized by comprising the following steps:

the vehicle-mounted controller VOBC reports the train position to the zone controller ZC and applies for the movement authorization MA;

the ZC checks the idle condition occupied by the train mode and the front and rear sections, and sends corresponding screening marks to the VOBC according to the checking result;

the VOBC checks whether the train meets the corresponding dormancy awakening position condition or not according to the corresponding screening marks; if so, prompting a driver to perform barrier inspection through a man-machine interaction interface (MMI) and receiving confirmation information sent by the driver; replying a front-end and back-end screening permission mark to the ZC;

the ZC sends a mobile authorization to the VOBC according to the screening marks of the front end and the back end of the permission;

and the VOBC is upgraded according to the mobile authorization.

2. The method of claim 1,

if the train is in an RM mode; when the front and rear sections of the train occupy the idle condition, the rear section is idle, the front section is idle, and the train wakes up the train inspection warehouse in a sleeping state; the corresponding screening flag is a front-end and back-end screening request;

and the corresponding dormancy awakening position condition is that the train is in the RM with the position in the dormancy awakening stop window at zero speed in a mode.

3. The method of claim 2, further comprising:

the VOBC is upgraded to a CBTC mode from an RM mode according to the mobile authorization; prompting a driver to upgrade through the MMI; and upgrading the CBTC mode into the FAM mode according to the operation signal that the driver turns the handle to zero and closes the key.

4. The method of claim 1,

if the train is in an RM mode; the idle condition of the front and rear sections of the train is that the rear section is occupied, the front section is idle, and the train wakes up the train inspection warehouse in a sleeping state; the corresponding screening flag is a front-end screening request;

5. The method of claim 4, further comprising:

and the VOBC is upgraded from the RM mode to the CBTC mode according to the mobile authorization.

6. The method of claim 1, wherein the process of prompting the driver to confirm the screening and receiving the confirmation information sent by the driver is a secondary confirmation process.

7. The method of claim 1 wherein prompting the driver to confirm screening comprises prompting the driver to check for obstacles in front of and behind the train.

8. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, wherein the processor, when executing the program, implements the method of any of claims 1-7.

9. A computer-readable storage medium, on which a computer program is stored, which program, when being executed by a processor, carries out the method according to any one of claims 1 to 7.