US20220410950A1

US20220410950A1 - Train, and control method, control apparatus and vehicle on-board controller therefor

Info

Publication number: US20220410950A1
Application number: US17/777,871
Authority: US
Inventors: Guodong Zhu
Original assignee: BYD Co Ltd
Current assignee: BYD Co Ltd
Priority date: 2019-11-29
Filing date: 2020-11-25
Publication date: 2022-12-29
Also published as: CN112874582B; CN112874582A; WO2021104301A1; BR112022009581A2

Abstract

A control method for a train includes outputting an emergency brake instruction after detecting that a train control and management system is faulty, and outputting an emergency brake release instruction after detecting that the train control and management system is not faulty.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

The present disclosure claims priority to Chinese Patent Application No. 201911199277.0, entitled “TRAIN, AND CONTROL METHOD, CONTROL APPARATUS AND VEHICLE ON-BOARD CONTROLLER THEREFOR” filed with the China National Intellectual Property Administration on Nov. 29, 2019. The entire content of the above-referenced application is incorporated by reference.

FIELD

The present disclosure relates to the field of communication technologies, and in particular, to a control method for a train, a control apparatus for a train, a vehicle on-board controller (VOBC), and a train.

BACKGROUND

When a train is in a full automatic train operating mode (FAM), and a communication fault occurs between a VOBC and a train control and management system (TCMS), the train fails to meet full automatic train operating conditions. In this case, the VOBC needs to enter a creep automatic train operating mode (CAM) under the confirmation of a dispatcher of a center to control the train to arrive at the nearest platform and wait for manual rescue.
However, the solution for the CAM of the train in the related art is designed based on idealized fault scenarios, and there is a lack of solutions for some abnormal scenarios. For example, if the TCMS misreports a fault and causes the VOBC to misdiagnose, the VOBC still controls the train to enter the CAM, which affects the travel of passengers.

SUMMARY

The present disclosure aims at resolving one of the technical problems in the related art at least to some extent. In view of this, an objective of the present disclosure is to provide a train and a control method and control apparatus therefor, and a VOBC. In the method, after a TCMS fault is detected, an emergency brake (EB) instruction is outputted for control, to improve the capability of handling a TCMS fault, avoid misdiagnosis of the TCMS fault from affecting the travel of passengers, and provide a more reliable and efficient train operation solution.
To achieve the foregoing objective, according to a first aspect, the present disclosure provides a control method for a train, including: outputting an emergency brake instruction after detecting that a train control and management system is faulty; and outputting an emergency brake release instruction after detecting that the train control and management system is not faulty.
According to the control method for a train of the embodiments of the present disclosure, after it is detected that the TCMS is faulty, the EB instruction is outputted, and after it is detected that the TCMS recovers, the EB release instruction is outputted, thereby improving the capability of handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a more reliable and efficient train operation solution.
According to a second aspect, the present disclosure provides a control apparatus for a train, including: a first control module, configured to output an EB instruction after it is detected that a TCMS is faulty; and a second control module, configured to output an EB release instruction after it is detected that the TCMS is not faulty.
In the control apparatus for a train of the embodiments of the present disclosure, after detecting that the TCMS is faulty, the first control module is configured to output the EB instruction, and after it is detected that the TCMS recovers, the second control module is configured to output the EB release instruction, thereby improving the capability of handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a more reliable and efficient train operation solution.
According to a third aspect, the present disclosure provides a VOBC, including the control apparatus for a train described in the second aspect of the embodiments of the present disclosure.
The VOBC of the embodiments of the present disclosure outputs, by using the control apparatus for a train, the EB instruction after detecting that the TCMS is faulty, and outputs the EB release instruction after detecting that the TCMS recovers, thereby improving the capability of the VOBC in handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a more reliable and efficient train operation solution.
According to a fourth aspect, the present disclosure provides a train, including the VOBC described in the third aspect of the embodiments of the present disclosure.
The train of the embodiments of the present disclosure outputs, by using the VOBC, the EB instruction after detecting that the TCMS is faulty, and outputs the EB release instruction after detecting that the TCMS recovers, thereby improving the capability of the VOBC in handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a more reliable and efficient train operation solution.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing and/or additional aspects and advantages of the present disclosure will become apparent and comprehensible in the description of embodiments made with reference to the following accompanying drawings, where:

FIG. 1 is a flowchart of a control method for a train according to a first embodiment of the present disclosure;

FIG. 2 is a flowchart of a control method for a train according to a second embodiment of the present disclosure;

FIG. 3 is a flowchart of a control method for a train according to a third embodiment of the present disclosure; and

FIG. 4 is a schematic block diagram of a control apparatus for a train according to an embodiment of the present disclosure.

DETAILED DESCRIPTION

The embodiments of the present disclosure are described below in detail. Examples of the embodiments are shown in the accompanying drawings, and same or similar reference signs in all the accompanying drawings indicate same or similar components or components having same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary, and are intended to explain the present disclosure and cannot be construed as a limitation to the present disclosure.
A control method for a train, a control apparatus for a train, a VOBC, and a train provided in the embodiments of the present disclosure are described below with reference to the accompanying drawings.
It should be noted that, the control method for a train provided in the embodiments of the present disclosure may be described from a VOBC side, that is, the control method for a train is performed by a VOBC. In addition, the control method for a train provided in the embodiments of the present disclosure is for a train that operates in a FAM.
FIG. 1 is a flowchart of a control method for a train according to a first embodiment of the present disclosure. As shown in FIG. 1 , the method includes the following steps:
S1. An EB instruction is outputted after it is detected that a TCMS is faulty.
S2. An EB release instruction is outputted after it is detected that the TCMS is not faulty.
Further, the control method for a train further includes: parsing, at a preset period, message data sent by the TCMS; incrementing a communication failure count by one if the parsing fails; determining that the TCMS is faulty if the communication failure count exceeds a communication timeout threshold within a preset time; and determining that the TCMS is not faulty if the communication failure count does not exceed the communication timeout threshold within the preset time. The communication timeout threshold and the preset time are preset according to actual conditions.
Specifically, in a FAM, the VOBC parses, at the preset period, the message data sent by the TCMS. In case of a parsing fault, where the failure of the parsing includes that a failure in receiving the message data, a data parsing failure, a cyclic redundancy check (CRC) error, and the like, the communication failure count is incremented by one. Within the preset time, if the communication failure count exceeds the communication timeout threshold, it is determined that the TCMS is faulty, and the communication failure count is cleared, and if the communication failure count does not exceed the communication timeout threshold, it is determined that the TCMS is not faulty, and the communication failure count is cleared. If it is detected that the TCMS is faulty, the VOBC issues an EB instruction, and controls a train to be degraded to a full automatic train operating backup mode. Before entering a FAM, the VOBC keeps outputting the EB instruction to control the EB of the train and control the train to be degraded to the full automatic train operating backup mode. To avoid a case that the train cannot operate normally under normal conditions due to misdiagnosis, after controlling the EB of the train and controlling the train to be degraded to the full automatic train operating backup mode, the VOBC continuously detects a state of the TCMS. If it is detected that the TCMS recovers from a faulty state to a normal state, a dispatcher of a center can remotely issue the EB release instruction through the VOBC, or a driver can press a confirmation button on a control console to issue the EB release instruction through the VOBC, to release the EB of the train and control the train to be upgraded to the FAM, so as to recover the normal operation of the train as soon as possible and avoid affecting the travel of passengers. Therefore, the method improves the capability of handling a TCMS fault, avoids misdiagnosis of the TCMS fault from affecting the travel of passengers, and provides a more reliable and efficient train operation solution.
It should be noted that, in the present disclosure, the train, in the full automatic train operating backup mode, still satisfies all full automatic train operating conditions except for the TCMS fault and a releasable EB. The VOBC can reenter the FAM after outputting the EB release instruction and the TCMS is recovered from the fault.
According to an embodiment of the present disclosure, as shown in FIG. 2 , the control method for a train may further include the following steps.
S3. A request for entering a CAM is sent to an automatic train supervision system (ATS) after the EB instruction is outputted and when it is detected that a train stops and is located outside a creep stopping window.
It may be understood that if the train operates in a train control mode of an automatic train operation system (ATO), that is, the train operates normally, and after the train enters a station, the ATO controls the train to stop at a first preset position and controls the train to automatically open and close train doors to facilitate passengers getting on and off the train, the first preset position is a normal operation stopping window. If the entire train is within the first preset position after the train stops, the train is within the normal operation stopping window, and if the train exceeds the first preset position, the train is located outside the normal operation stopping window.
If the train operates in the CAM, the train needs to stop at a second preset position after entering the station, and the second preset position is the creep stopping window. In the CAM, because the ATO can only output constant traction and braking forces through hard wires and cannot output specific levels, the train cannot accurately stop. Therefore, in the CAM, a stopping window of the train is larger than the normal operation stopping window, that is, a range of the second preset position is larger than a range of the first preset position. If the entire train is within the second preset position after the train stops, the train is within the creep stopping window, and if the train exceeds the second preset position, the train is located outside the creep stopping window.
S4. After a CAM entering confirmation instruction sent by the ATS is received, the EB release instruction is outputted, and the train is controlled to enter the CAM.
According to an embodiment of the present disclosure, as shown in FIG. 2 , after the sending a request for entering a CAM to an ATS, the control method further includes the following steps.
S5. The EB release instruction is outputted if the CAM entering confirmation instruction sent by the ATS is not received, and it is detected that the TCMS is not faulty.
Specifically, in the full automatic train operating backup mode, if the VOBC determines that the train stops and is located outside the creep stopping window, then a request for entering the CAM is sent to the ATS. After the ATS receives the request for entering the CAM sent by the VOBC, the dispatcher of the center workstation manually confirms whether the CAM is to be entered. If the dispatcher of the center workstation manually confirms that the CAM is to be entered, the ATS sends a CAM entering confirmation instruction to the VOBC.
If the VOBC receives the CAM entering confirmation instruction issued by the ATS, a CAM entering command is outputted through a train input/output (I/O) harness, and the EB is set to be releasable. When the VOBC determines that the train stops, EB is releasable, and the train I/O harness outputs the CAM entering command and inputs acquired feedback indicating that the train has entered the CAM, the EB release instruction is outputted, to automatically release the EB, and the train automatically departs after entering the CAM from the full automatic train operating backup mode.
If the VOBC does not receive a CAM entering confirmation instruction sent by the ATS, the outputting of the EB instruction and the full automatic train operating backup mode are kept. If the VOBC detects that the TCMS is recovered from the fault in a process of waiting for the confirmation, the VOBC stops sending the request for entering the CAM to the ATS, and manual operations can be performed to release the EB and re-upgrade to the FAM.
According to an embodiment of the present disclosure, as shown in FIG. 2 , the control method for a train may further include the following steps.
S6. Prompt information requesting manual rescue is sent to the ATS after the EB instruction is outputted and when it is detected that a train stops and is located within the creep stopping window.
Specifically, in the full automatic train operating backup mode, if the VOBC determines that the train stops and the train is within the creep stopping window, neither the EB is released, nor the request for entering the CAM is sent to the ATS. The VOBC may send the prompt information requesting manual rescue to the ATS. The prompt information may be that “The train is already within the creep stopping window (the TCMS is faulty), and manual rescue is requested”, and rescue is carried out as soon as possible to avoid the panic of passengers caused by untimely rescue.
It should be noted that, in this embodiment of the present disclosure, when the VOBC detects, in the FAM, that the TCMS is faulty, the VOBC follows a principle of falling to a safe side, and ensures, through interaction with the ATS and manual confirmation from the dispatcher of the center workstation, that the train can enter the CAM only under real-time monitoring. The train remains at a communication-based train control (CBTC) level in the CAM, and an ATO train control instruction is changed from a TCMS message to a train I/O harness output. From a specific point of view, the CAM may be understood as a FAM in which accurate stopping of the train cannot be ensured and manual rescue is waited for after the train arrives and stops at a station.
In a specific implementation, if the dispatcher of the center workstation learns an actual situation on site through platform staff and monitoring devices, and considers, after comprehensive consideration with reference to rout operating situations, that there is a safety risk in the application of the VOBC, in a current operation plan and operating interval, for the train to enter the CAM and travel to the nearest platform, the train should wait for manual rescue in place. Therefore, after the ATS receives a request for entering a drive mode sent by the VOBC, the dispatcher may operate to refuse the request. If the dispatcher refuses the request, after the VOBC sends the request for entering the drive mode, the ATS does not issue a CAM entering confirmation instruction to the VOBC. If the VOBC does not receive a CAM entering confirmation instruction sent by the ATS, the outputting of the EB instruction and the full automatic train operating backup mode are kept. Therefore, a safer solution for entering the CAM is provided by following the principle of falling to a safe side and setting stricter conditions for entering the CAM, thereby improving the safety and reliability of the train operation. According to an embodiment of the present disclosure, as shown in FIG. 3 , the control method for a train may further include the following steps.
S7. In the CAM, an automatic train protection system (ATP) is controlled to perform safety protection on the train, and an ATO is controlled under three train control levels of creep traction, creep coasting, and creep braking, to control the train to operate.
S8. An EB-unreleasable instruction is outputted, and the prompt information requesting manual rescue is sent to the ATS when the train operates to a platform and stops within the creep stopping window.
As shown in FIG. 3 , after the EB-unreleasable instruction is outputted, the control method may further include the following step.
S9. A train door and a platform screen door on a corresponding side are controlled to be opened if the train stops within the normal operation stopping window.
Specifically, after the VOBC enters the CAM, the ATP implements a safety protection function, and the ATO controls start, acceleration, cruising, coasting, braking, and stopping of the train (where a speed limit in the CAM is consistent with a speed limit in a manual driving mode), so that the train can travel in the FAM to the nearest platform to stop and wait for manual rescue. When the train operates normally, a normal train control level refers to stepless speed change precise train control sent by the VOBC through the TCMS. However, after the train enters the CAM, because the stepless speed change precise train control cannot be implemented due to the TCMS fault, the VOBC converts train control levels of the ATO into three train control levels of creep traction, creep coasting, and creep braking, and outputs the train control levels through three train I/O harnesses to the train for train control rather than using only a single traction command for train control, thereby improving the safety and reliability of the VOBC for train control.
The VOBC controls the train to operate within a range in the CAM, triggers any releasable EB instruction that can be positioned, and outputs the EB instruction while remaining in the CAM. The dispatcher of the center workstation can remotely release EB and allow the train to continue travelling to the nearest platform.
After the train operates to the nearest platform and stops at the creep stopping window, due to the TCMS fault, the ATO cannot output a stepless speed change level in the drive mode to complete precise train control, the VOBC converts the train control level of the ATO into an instruction of a traction force and braking force with constant motor power, and outputs the instruction through the train I/O harness for train control, which may cause the train to arrive at the station in the CAM and stop outside the CAM stopping window after passing a mark. To prevent the train from automatically departing, due to the fault in stopping within the CAM stopping window, to operate to the next platform after a stop countdown is over, the VOBC applies an EB-unreleasable instruction after determining that a current platform is a destination platform of the CAM, sends manual rescue request information to the ATS, and sends prompt information requesting manual rescue to the ATS. The prompt information may be a prompt that “The train is already within the creep stopping window (the TCMS is faulty), and manual rescue is requested”.
After the train operates to the nearest platform and stops at the creep stopping window, and after the VOBC outputs the EB-unreleasable instruction, if the VOBC determines that the train stops within an ATO stopping window (within the normal operation stopping window), the VOBC obtains information about a train door opening side according to an operation direction and electronic map data, obtains a gate control policy from ATO command information frames and the electronic map data sent by the ATS to the VOBC, and opens train doors by outputting door allowance signals and door enable signals through the train I/O harness. In addition, when a positive or negative difference between an alignment center line of a train door and an alignment center line of a platform screen door is less than a set value, the VOBC sends a platform screen door control instruction corresponding to a door opening side to a computer interlocking (CI) device to drive the platform screen doors to open, so as to complete linkage control of train-ground doors. The passengers are asked to get off the train and wait for manual rescue in place, thereby reducing the impact of the TCMS fault on the travel of passengers.
Based on the above, according to the control method for a train of the embodiments of the present disclosure, after a TCMS fault is detected, an EB instruction is outputted, and after it is detected that the TCMS recovers, an EB release instruction is outputted, thereby improving the capability of a VOBC to handle the TCMS fault, and avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers. In addition, a principle of falling to a safe side is followed. Stricter conditions are set for determination. A more feasible solution for entering a CAM and controlling a train in the CAM to enter a station, stop, and wait for manual rescue is provided, a safer, more reliable, and efficient train operation solution is provided. Corresponding to the control method for a train, the present disclosure further provides a control apparatus for a train. The control apparatus for a train provided in the embodiments of the present disclosure may be configured to implement the control method for a train provided in the embodiments of the present disclosure. For details that are not disclosed in this apparatus embodiment of the present disclosure, reference may be made to the method embodiments of the present disclosure, and to avoid redundancy, details are not described in the present disclosure.
FIG. 4 is a schematic block diagram of a control apparatus for a train according to an embodiment of the present disclosure. As shown in FIG. 4 , the control apparatus includes: a first control module 1 and a second control module 2.
The first control module 1 is configured to output an EB instruction after it is detected that a TCMS is faulty. The second control module 2 is configured to output an EB release instruction after it is detected that the TCMS is not faulty.
Specifically, if the first control module 1 detects that the TCMS is faulty, the first control module 1 outputs the EB instruction and control a train to be degraded to a full automatic train operating backup mode. Before a FAM is entered, the first control module 1 keeps outputting the EB instruction and controls the train to be degraded to the full automatic train operating backup mode. In this state, the second control module 2 continuously detects a state of the TCMS. If it is detected that the TCMS recovers from a faulty state to a normal state, a dispatcher of a center can remotely issue the EB release instruction through a VOBC, or a driver presses a confirmation button on a control console to issue the EB release instruction by using the second control module 2, to release the EB of the train and control the train to be upgraded to the FAM, thereby improving the capability of handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a safer, more reliable, and efficient train operation solution.
According to an embodiment of the present disclosure, the control apparatus for a train further includes: a detection module, configured to parse, at a preset period, message data sent by the TCMS, increment a communication failure count by one if the parsing fails, determine that the TCMS is faulty if the communication failure count exceeds a communication timeout threshold within a preset time, and determine that the TCMS is not faulty if the communication failure count does not exceed the communication timeout threshold within the preset time.
According to an embodiment of the present disclosure, the second control module 2 is further configured to send a request for entering a CAM to an ATS after the EB instruction is outputted and when it is detected that a train stops and is located outside a creep stopping window; and output, after a CAM entering confirmation instruction sent by the ATS is received, the EB release instruction and control the train to enter the CAM.
According to an embodiment of the present disclosure, the second control module 2 is further configured to output, after the request for entering the CAM is sent to the ATS, the EB release instruction if the CAM entering confirmation instruction sent by the ATS is not received and it is detected that the TCMS is not faulty.
According to an embodiment of the present disclosure, the second control module 2 is further configured to send prompt information requesting manual rescue to the ATS after the EB instruction is outputted and when it is detected that the train stops and is located within the creep stopping window.
According to an embodiment of the present disclosure, the second control module 2 is further configured to control, in the CAM, an ATP to perform safety protection on the train, and control, under three train control levels of creep traction, creep coasting, and creep braking, an ATO to control the train to operate; and output an EB-unreleasable instruction and send prompt information requesting manual rescue to the ATS when the train operates to a platform and stops within the creep stopping window.
According to an embodiment of the present disclosure, the second control module 2 is further configured to control, after outputting the EB-unreleasable instruction, a train door and a platform screen door on a corresponding side to be opened if the train stops within a normal operation stopping window.
Based on the above, according to the control apparatus for a train of the embodiments of the present disclosure, after it is detected that the TCMS is faulty, the first control module is configured to output the EB instruction, and after it is detected that the TCMS recovers, the second control module is configured to output the EB release instruction, thereby improving the capability of handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a more reliable and efficient train operation solution.
The embodiments of the present disclosure provide a VOBC, including the control apparatus for a train described in the foregoing embodiments of the present disclosure.
The VOBC of the embodiments of the present disclosure outputs, by using the control apparatus for a train, the EB instruction after detecting that the TCMS is faulty, and outputs the EB release instruction after detecting that the TCMS recovers, thereby improving the capability of the VOBC in handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers and providing a safer, more reliable, and efficient train operation solution.
The embodiments of the present disclosure further provide a train, including the VOBC described in the foregoing embodiments of the present disclosure.
The train of the embodiments of the present disclosure outputs, by using the VOBC, the EB instruction after detecting that the TCMS is faulty, and outputs the EB release instruction after detecting that the TCMS recovers, thereby improving the capability of the train in handling a TCMS fault, avoiding misdiagnosis of the TCMS fault from affecting the travel of passengers, and providing a safer, more reliable, and efficient train operation solution.
In the description of this specification, the description of the reference terms such as “an embodiment”, “some embodiments”, “example”, “specific example”, or “some examples” means that the specific features, structures, materials or characteristics described with reference to the embodiment or example are included in at least one embodiment or example of the present disclosure. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiments or examples. Moreover, the specific features, structures, materials, or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, different embodiments or examples described in the present specification, as well as features of different embodiments or examples, may be integrated and combined by those skilled in the art without contradicting each other.
In addition, terms “first” and “second” are used merely for the purpose of description, and shall not be construed as indicating or implying relative importance or implying a quantity of indicated technical features. Therefore, features defining “first” and “second” can explicitly or implicitly include at least one of the features. In description of the present disclosure, “multiple” means at least two, such as two and three unless it is specifically defined otherwise.
Any process or method description in the flowchart or described in other ways herein can be understood as a module, segment or part of a code that includes one or more executable instructions for implementing customized logic functions or steps of the process, and the scopes of the preferred embodiments of the present disclosure include additional implementations, which may not be in the order shown or discussed, including performing functions in a substantially simultaneous manner or in reverse order according to the functions involved. This should be understood by a person skilled in the art to which the embodiments of the present disclosure belong.
The logic and/or steps shown in the flowcharts or described in any other manner herein, for example, a sequenced list that may be considered as executable instructions used for implementing logical functions, may be specifically implemented in any computer readable medium to be used by an instruction execution system, apparatus, or device (for example, a computer-based system, a system including a processor, or another system that can obtain an instruction from the instruction execution system, apparatus, or device and execute the instruction) or to be used by combining such instruction execution systems, apparatuses, or devices. In the context of this specification, a “computer-readable medium” may be any apparatus that can include, store, communicate, propagate, or transmit the program for use by the instruction execution system, apparatus, or device or in combination with the instruction execution system, apparatus, or device. More specific examples (a non-exhaustive list) of the computer-readable medium include the following: an electrical connection (electronic device) having one or more wires, a portable computer diskette (magnetic apparatus), a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber apparatus, and a portable compact disk read-only memory (CDROM). In addition, the computer-readable medium can even be paper or other suitable media on which the program can be printed, because the program can be obtained electronically by, for example, optically scanning paper or other media, then editing, interpreting, or processing in other suitable ways if necessary, and then storing it in a computer memory.
It should be understood that, parts of the present disclosure can be implemented by using hardware, software, firmware, or a combination thereof. In the foregoing implementations, multiple steps or methods may be implemented by using software or firmware that are stored in a memory and are executed by a proper instruction execution system. For example, if being implemented by hardware, like another implementation, the multiple steps or methods may be implemented by any one of following common technologies in the art or a combination thereof: a discrete logic circuit of a logic gate circuit for realizing a logic function for a data signal, an application-specific integrated circuit having a suitable combined logic gate circuit, a programmable gate array (PGA), and a field programmable gate array (FPGA).
A person of ordinary skill in the art may understand that all or some of the steps of the methods in the foregoing embodiments may be implemented by a program instructing relevant hardware. The program may be stored in a computer-readable storage medium. When the program is executed, one or a combination of the steps of the method embodiments are performed.
In addition, the functional modules in the embodiments of the present disclosure may be integrated into one processing module, or each of the units may exist alone physically, or two or more units may be integrated into one module. The integrated module may be implemented in a hardware form, or may be implemented in a form of a software functional module. If implemented in the form of software functional modules and sold or used as an independent product, the integrated module may also be stored in a computer-readable storage medium.
The storage medium mentioned above may be a read-only memory, a magnetic disk, an optical disc, or the like. While the embodiments of the present disclosure have been shown and described above, it may be understood that the foregoing embodiments are illustrative and not to be construed as limiting the present disclosure, and changes, modifications, substitutions, and variations of the foregoing embodiments may occur to a person of ordinary skill in the art within the scope of the present disclosure.
While the embodiments of the present disclosure have been shown and described above, it may be understood that the foregoing embodiments are illustrative and not to be construed as limiting the present disclosure, and changes, modifications, substitutions, and variations of the foregoing embodiments may occur to a person of ordinary skill in the art within the scope of the present disclosure.

Claims

1. A control method for a train, comprising:

outputting an emergency brake instruction after detecting that a train control and management system is faulty; and

outputting an emergency brake release instruction after detecting that the train control and management system is not faulty.

2. The control method according to claim 1, further comprising:

parsing, at a preset period, message data sent by the train control and management system;

incrementing a communication failure count by one if the parsing fails;

determining that the train control and management system is faulty if the communication failure count exceeds a communication timeout threshold within a preset time; and

determining that the train control and management system is not faulty if the communication failure count does not exceed the communication timeout threshold within the preset time.

3. The control method according to claim 1, further comprising:

sending a request for entering a creep automatic train operating mode (CAM) to an automatic train supervision system after outputting the emergency brake instruction and detecting that the train stops and is located outside a creep stopping window; and

outputting, after receiving a CAM entering confirmation instruction sent by the automatic train supervision system, the emergency brake release instruction and controlling the train to enter the CAM.

4. The control method according to claim 3, wherein after the sending a request for entering a CAM to an automatic train supervision system, the method further comprises:

outputting the emergency brake release instruction if the CAM entering confirmation instruction sent by the automatic train supervision system is not received and it is detected that the train control and management system recovers.

5. The control method according to claim 1, further comprising:

sending prompt information requesting manual rescue to an automatic train supervision system after outputting the emergency brake instruction and detecting that a train stops and is located within a creep stopping window.

6. The control method according to claim 3, further comprising:

controlling, in the CAM, an automatic train protection system to perform safety protection on the train, and controlling, under three train control levels of creep traction, creep coasting, and creep braking, an automatic train operation system to control the train to operate; and

outputting an emergency brake-unreleasable instruction and sending prompt information requesting manual rescue to the automatic train supervision system when the train operates to a platform and stops within the creep stopping window.

7. The control method according to claim 6, wherein after the outputting an emergency brake-unreleasable instruction, the method further comprises:

controlling a train door and a platform screen door on a corresponding side to be opened if the train stops within a normal operation stopping window.

8. A control apparatus for a train, comprising:

a first control module, configured to output an emergency brake instruction after detecting that a train control and management system is faulty; and

a second control module, configured to output an emergency brake release instruction after detecting that the train control and management system is not faulty.

9. The control apparatus according to claim 8, further comprising:

a detection module, configured to parse, at a preset period, message data sent by the train control and management system, increment a communication failure count by one if the parsing fails, determine that the train control and management system is faulty if the communication failure count exceeds a communication timeout threshold within a preset time, and determine that the train control and management system is not faulty if the communication failure count does not exceed the communication timeout threshold within the preset time.

10. The control apparatus according to claim 8, wherein the second control module is further configured to:

send a request for entering a creep automatic train operating mode (CAM) to an automatic train supervision system after the emergency brake instruction is outputted and when it is detected that a train stops and is located outside a creep stopping window; and

output, after receiving a CAM entering confirmation instruction sent by the automatic train supervision system, the emergency brake release instruction and control the train to enter the CAM.

11. The control apparatus according to claim 10, wherein the second control module is further configured to:

output, after the request for entering the CAM is sent to the automatic train supervision system, the emergency brake release instruction if the CAM entering confirmation instruction sent by the automatic train supervision system is not received and it is detected that the train control and management system is not faulty.

12. The control apparatus according to claim 8, wherein the second control module is further configured to:

send prompt information requesting manual rescue to an automatic train supervision system after the emergency brake instruction is outputted and when it is detected that a train stops and is located within a creep stopping window.

13. The control apparatus according to claim 10, wherein the second control module is further configured to:

control, in the CAM, an automatic train protection system to perform safety protection on the train, and control, under three train control levels of creep traction, creep coasting, and creep braking, an automatic train operation system to control the train to operate; and

output an emergency brake-unreleasable instruction and send prompt information requesting manual rescue to the automatic train supervision system when the train operates to a platform and stops within the creep stopping window.

14. The control apparatus according to claim 13, wherein the second control module is further configured to:

control, after the emergency brake-unreleasable instruction is outputted, a train door and a platform screen door on a corresponding side to be opened if the train stops within a normal operation stopping window.

15. A vehicle on-board controller, comprising 1 control apparatus for a train, the control apparatus for the train comprises:

16. A train, comprising a train control and management system and the vehicle on-board controller according to claim 15.