WO2012149761A1

WO2012149761A1 - Method and device for switching train control systems

Info

Publication number: WO2012149761A1
Application number: PCT/CN2011/080012
Authority: WO
Inventors: 陈伟品; 李春燕
Original assignee: 华为技术有限公司
Priority date: 2011-09-22
Filing date: 2011-09-22
Publication date: 2012-11-08
Also published as: CN102387953A; CN102387953B

Abstract

The present invention provides a method and device for switching train control systems. The method comprises: when a CTCS-2 level train control system controls a train to run, receiving a movement switching instruction sent by an RBC and comprising a CTCS-3 level movement authorization and an area state determination instruction; according to the area state determination instruction, determining the area state from the front end of the train to the entrance of a next block section, so as to determine whether the area from the front end of the train to the entrance of the next block section is in an idle state; and according to the area state from the front end of the train to the entrance of the next block section and the CTCS-3 level movement authorization, switching to a CTCS-3 level train control system to control the running of the train. The present invention improves the efficiency and safety of the running of the train when an ATP system switches from the CTCS-2 level to the CTCS-3 level for running.

Description

Train control system switching method and device

Technical field

Embodiments of the present invention relate to electronic technologies, and in particular, to a train control system switching method and apparatus. Background technique

The Chinese Train Control System (CTCS) is divided into five levels: CTCS-0 to CTCS-4. CTCS-2 is suitable for trains with a speed of 200km/h~250km/h. CTCS-3 is applicable. Trains that control lines with speeds of 300km/h to 350km/h and above. CTCS-3 and CTCS-2 are two different types of train operation control systems. CTCS-3 is a centralized train control system. Global System for Mobile Communications Railway (GSM-based) R) receiving the license of the Radio Block Center (RBC), checking the train occupancy by means of track circuits, etc., mainly transmitting the positioning information through the point device; and CTCS-2 is a distributed train control system, based on The track circuit transmits the driving permission, and the point type transponder receives the train positioning information.

The current Automatic Train Protection (ATP) system includes the CTCS-3 train control system and the CTCS-2 train control system. In the CTCS-3 control area, the train originates at CTCS-2 level, or various Failures (eg, GSM-R wireless communication failures, RBC failures, etc.) cause the train to be downgraded to CTCS-2 class traffic and the communication session with the RBC is closed. If the ATP system works at the CTCS-2 level, the train runs to the transponder at the reverse inbound signal, and starts to call the RBC according to the information set in the transponder to obtain the CTCS-3 class driving permission (Rovement Authorization, referred to as RBC). After MA), one method is that the ATP system shifts to the CTCS-3 level at the boundary of the next occlusion partition. The other method is that the ATP system immediately transfers to the CTCS-3 level.

However, waiting until the boundary ATP system of the next occlusion zone is transferred to the CTCS-3 level will reduce train operating efficiency. In addition, because RBC cannot know the train front to the next blocked partition entrance Whether there are obstacles between them, if the ATP system transfers to the CTCS-3 level immediately after receiving the CTCS-3 level driving permission, there may be a safety hazard. Therefore, after ATP is switched from CTCS-2 to CTCS-3, the train operation is less safe. Summary of the invention

Embodiments of the present invention provide a train control system switching method and apparatus for improving driving efficiency and driving safety of an ATP system.

An embodiment of the present invention provides a method for switching a train control system, including:

When the CTCS-2 class train control system controls the train operation, receiving a driving switching instruction including a CTCS-3 class driving permission and an area status confirmation instruction sent by the wireless blocking center;

Confirming an area state between the train front end and the next occlusion partition entrance according to the area status confirmation instruction to confirm whether an area between the train front end and the next occlusion partition entrance is in an idle state;

Switching to the CTCS-3 class train control system controls the train operation based on the zone state between the train front end and the next occlusion zone entrance and the CTCS-3 class driving permit.

An embodiment of the present invention provides a train control system switching apparatus, including:

a receiving module, configured to receive, when the CTCS-2 class train control system controls the train operation, a driving switching indication that is sent by the RBC, including a CTCS-3 level driving permission and an area status confirmation indication; and a status confirmation module, configured to be used according to the area status Confirmation indication, confirm the status of the area from the front end of the train to the entrance of the next blocked partition to confirm whether the area from the front end of the train to the entrance of the next blocked partition is in an idle state;

The switching module is configured to switch to the CTCS-3 train control system to control the train operation according to the regional state between the train front end and the next occlusion partition entrance and the CTCS-3 level driving permission.

The train control system switching method and device according to the embodiment of the present invention, after receiving the CTCS-3 class driving permission issued by the RBC, the ATP system first confirms the train front end to the next closed partition according to the regional status confirmation instruction issued by the RBC at the same time. Whether the state of the area between the entrances is idle, Based on the confirmed regional status, it is decided to switch from the CTCS-2 level to the CTCS-3 level train control system. Since the timing of switching to the CTCS-3 train control system is determined by the state of the area between the train front end and the next occlusion partition entrance, the driving efficiency and driving safety of the ATP system are improved. DRAWINGS

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, a brief description of the drawings used in the embodiments or the prior art description will be briefly described below. Obviously, the drawings in the following description It is a certain embodiment of the present invention, and other drawings can be obtained from those skilled in the art without any inventive labor.

1 is a flow chart of a method for switching a train control system according to the present invention; FIG. 2A is a flow chart of a second embodiment of a train control system switching method according to the present invention; FIG. 2B is a scene diagram of a DMI output prompt information in FIG.

3 is a schematic structural view of a first embodiment of a train control system switching device according to the present invention; FIG. 4 is a schematic structural view of a second embodiment of a train control system switching device according to the present invention. detailed description

The technical solutions in the embodiments of the present invention are clearly and completely described in the following with reference to the accompanying drawings in the embodiments of the present invention. It is a partial embodiment of the invention, and not all of the embodiments. All other embodiments obtained by a person of ordinary skill in the art based on the embodiments of the present invention without creative efforts are within the scope of the present invention.

FIG. 1 is a flowchart of Embodiment 1 of a method for switching a train control system according to the present invention. As shown in Figure 1, this implementation includes:

Step 11: When the CTCS-2 train control system controls the train operation, the ATP system receives

RBC's driving switch including CTCS-3 travel permit and zone status confirmation The CTCS-2 class train control system includes ground equipment and vehicle equipment. Ground equipment includes equipment such as station train control centers, track circuits, and transponder groups. The reverse-incoming transponder group holds the session management information required for the in-vehicle device to conduct a session with the RBC. If the ATP system works in the CTCS-2 train control system, when the train passes the response group, the in-vehicle device obtains the information required for communication with the RBC from the transponder group, and initiates a call to the RBC through the GSM-R according to the information, and RBC establishes a connection. The RBC calculates the CTCS-3 class driving permit based on the access occupancy information sent by the interlock.

Due to the access occupation information provided by the interlock, the RBC can only determine that the next blocked partition and the subsequent partition are idle, and cannot determine the orbital state between the train front end and the next closed partition entrance, in order to ensure safe driving and improve the train. Driving efficiency. The RBC may instruct the ATP system to confirm the status of the area between the train front end and the next occlusion partition entrance after receiving the CTCS-3 level driving permission to confirm whether the area between the train front end and the next occlusion partition entrance is idle. State, that is, to confirm whether there is an obstacle in the occlusion zone where the train is currently located. Therefore, the RBC combines the CTCS-3 class license and the track status confirmation indication into a traffic switching indication, which is sent to the ATP system via GSM-R.

Step 12: Based on the zone status confirmation indication, the ATP system confirms the status of the zone between the train front end and the next occlusion zone entry to confirm that the zone between the train front end and the next occlusion zone entry is idle.

After receiving the confirmation message of the RBC, the ATP system confirms the status of the area between the train front end and the next blocked partition entry according to the area status confirmation instruction. The ATP system can confirm whether there is an obstacle in the area between the front end of the train and the entrance of the next occlusion section based on the information provided by the train driver. For example, the ATP system can output a prompt message to the train driver through the Driver Machine Interface (DMI) according to the regional status confirmation indication, to prompt the driver to confirm that the train is in the blocked partition after the ATP receives the CTCS-3 level driving permission. Whether the area between the next blocked partition is free. Train driver feedback received according to DMI Information, the ATP system determines the state of the zone between the train front end and the next occlusion partition entrance. Step 13: The ATP system switches to the CTCS-3 train control system to control train operation based on the regional status between the train front end and the next occlusion partition entrance and the CTCS-3 class driving permit.

The embodiment of the present invention divides the train travel line into occlusion zones. Usually, one occlusion zone allows only one train to travel; the current occlusion zone is the occlusion zone that the train is occupying, and the next occlusion zone is the occlusion zone that the train is about to enter. If the ATP system confirms that the area between the train front end and the next occlusion partition entrance is idle, that is, there is no obstacle, ATP immediately switches from CTCS-2 to CTCS-3 train control system according to CTCS-3 driving permission. The train runs, which improves the driving efficiency. If the ATP system confirms that the status of the area between the train front end and the next occlusion partition entrance is unclear, that is, the ATP system cannot confirm whether the area between the train front end and the next occlusion partition entrance is in an idle state or an occupied state, in order to avoid a safety hazard, The ATP system switches to the CTCS-3 train control system at the boundary of the current occlusion zone and the next occlusion zone.

In the train control system switching method of the embodiment of the present invention, after receiving the CTCS-3 class driving permission issued by the RBC, the ATP system first confirms the train front end to the next occlusion partition entrance according to the regional status confirmation instruction issued by the RBC at the same time. Whether the state of the zone is idle, and then decides when to switch from the CTCS-2 level to the CTCS-3 class train control system according to the confirmed zone state. Since the timing of switching to the CTCS-3 train control system is determined by the state of the area between the train front end and the next occlusion partition entrance, the driving efficiency and driving safety of the ATP system are improved.

2A is a flow chart of a second embodiment of a method for switching a train control system according to the present invention. Figure 2B is a scene diagram of the DMI output prompt information in Figure 2A. As shown in Fig. 2A, the present embodiment includes: Step 21: In the CTCS-3 level area, the ATP system is in the CTCS-2 class train control system to control train driving.

The CTCS-3 area meets the CTCS-3 level control system for various line conditions and wireless networks. Driving railway area.

Step 22: When the in-vehicle equipment of the CTCS-2 train control system passes the reverse inbound responder group of the station, the information of the communication with the RBC is obtained from the transponder group.

Step 23: The ATP system calls RBC. If the call is successful, go to step 24; otherwise, continue the call. If the call is successful, go to step 24. If the call is not successful three times, return to step 21. The ATP system continues to control the train in the CTCS-2 train control system.

Step 24: The RBC locates the train.

After the ATP establishes a session with the RBC, the ATP reports the location report information of the direction and location of the newly linked transponder group to the RBC when the ATP passes through the ground transponder group, and the RBC locates the train based on the location report information. The RBC judges the idleness and occupancy of the front track, the approach, and the blocked partition by the information received by the interlock. The RBC can locate the train, but it is not certain whether there are other objects besides the train on the track between the front end of the train and the entrance of the next blocked partition.

Step 25: The RBC sends a traffic switching indication including the CTCS-3 driving permission and the area status confirmation indication to the ATP system according to the positioning result.

The area switching confirmation indication is included in the driving switching instruction sent by the RBC. The area status confirmation indication carries the first distance information and the second distance information. The ATP system outputs a prompt message through the DMI based on the area status confirmation indication, starting from the nearest relevant transponder group and after the train travels the distance indicated by the first distance information. The ATP system stops the output of the prompt information based on the area status confirmation instruction, starting from the position of the train when the prompt information is output by the DMI, and after the train travels the distance indicated by the second distance information. The prompt information is used to prompt the train driver to confirm the status of the area between the front end of the train and the entrance of the next blocked partition. Specifically, the area status confirmation indication may include the content as shown in Table 1.

Table 1 shows the contents of the area status confirmation indication sent by the RBC. Field Length (bit) Description

NID MESSAGE 8 Message ID

L-MESSAGE 10 message length M ACK 1 must confirm

3 giant off-scale, 0 marked 10 cm, 1 marked lm,

Q SCALE 4

2 mark 10m

NID L BG 10+14 The nearest LRBG number

From the train through the LRBG to the output prompt message

D MAACKDISP 15

When the train travels

From the start of outputting the prompt message to stopping the output

L MAACKDISP 15

Time period of information, distance traveled by train

The M ACK field indicates whether the message has to be confirmed by the driver. Usually, M_ACK is 1 to indicate that the MA message must be confirmed by the driver, and 0 means no driver confirmation is required. The position of the Last Relevant Transponder Group (LRBG) on the train track is preset, and the NID-LRBG field is the number of the LRBG closest to the train. As shown in Table 1 and FIG. 2B, the first distance information carried by the D_MAACKDISP field is used to indicate the distance traveled from the train through the LRBG to the output of the prompt information train, that is, the train starts from the nearest relevant transponder group. After the distance indicated by the distance information, the prompt message is output to the train driver. Through the contents of the D_MAACKDISP field, the ATP system can control the DMI to output a prompt message when the train travels to which position. The second distance information carried by the L_MAACKDISP field is used to indicate the time period from the start of outputting the prompt information to the stop of outputting the prompt information, and the distance traveled by the train, that is, the distance indicated by the second distance information after the train travels from the output prompt information. DMI stops outputting prompts to the train driver. Through the contents of the L_MAACKDISP field, the ATP system can control the driver's vehicle interface to stop outputting the prompt information when the train travels to which position. If the DMI does not output a prompt message in the area specified by L_MAACKDISP, the ATP system invalidates the driving change indication.

Step 26: The ATP system receives the RBC driving switching instruction through a Vital Computer (VC), and outputs a prompt message through the DMI according to the regional status confirmation indication in the driving switching instruction, to prompt the train driver to receive the CTCS-3 class driving. Permit, and prompt the driver to confirm the status of the area between the front end of the train and the entrance of the next blocked partition. After receiving the above-mentioned driving switching instruction through the VC, the ATP system outputs a prompt message through the DMI, prompts the driver that the CTCS-3 class driving permission has been received, and prompts the driver to confirm the status of the area between the train front end and the next blocked partition entrance. . When the DMI outputs the prompt information, the ATP system controls the DMI to output the prompt information when the train travels to the location by the first distance in the regional status confirmation indication, and the ATP system controls the DMI on the train by the second distance in the regional status confirmation indication. Stop the output of the prompt message when driving to which position.

Step 27: The VC of the ATP system receives the driver's feedback letter from the driver through the DMI.

The train driver learned through DMI that the ATP system has received the CTCS-3 class driving permission, and through the DMI output prompt information, it is known that the state of the area between the train front end and the next occlusion partition entrance needs to be confirmed, and feedback to the VC through DMI. verify results. The train driver feedback information returned by DMI to VC may include the contents shown in Table 2.

Table 2 shows the contents of the train driver feedback information returned by DMI to VC.

When M_ACKMA received by DMI is 0, it indicates that the area between the train front end and the next occlusion partition entrance is occupied, and 1 means idle status.

Step 28: The ATP system determines whether the train driver feedback information input by the train driver indicates that the area between the train front end and the next occlusion partition entrance is in an idle state. If the step 29 is performed, otherwise step 210 is performed.

Step 29: When the train driver feedback information indicates that the area between the train front end and the next occlusion partition entrance is in an idle state, the ATP system immediately switches to the CTCS-3 train control system operation according to the CTCS-3 level driving permission.

The ATP determines the front end of the train to the next closed based on the received train driver feedback information. When the area between the plug partition entrances is in an idle state, the CTCS-3 train control system is immediately switched to operate according to the CTCS-3 level driving permission.

Step 210: When the train driver feedback information indicates that the state of the area between the train front end and the next occlusion partition entrance is ambiguous, the ATP system switches to the CTCS-3 level train control system operation at the boundary between the current occlusion partition and the next occlusion partition.

The boundary between the current occlusion partition and the next occlusion partition is the next occlusion partition entry for the train. The train driver cannot clearly determine whether there is an obstacle between the front end of the train and the entrance of the next occlusion section or cannot clearly determine whether the area between the front end of the train and the entrance of the next occlusion partition is in an idle state, and feedback the indicated area to the ATP system through the DMI. Information with unclear status. To avoid safety hazards, the ATP system switches to the CTCS-3 train control system at the boundary of the current occlusion zone and the next occlusion zone, the entrance to the next occlusion zone.

Step 211: The ATP system controls the train to stop running when the train driver feedback information indicates that the area between the train front end and the next occlusion partition entrance is in an occupied state.

In addition, after the DMI outputs the prompt information and after the train travels the second distance, if the train driver feedback information is not received through the DMI, the ATP system defaults that the train driver cannot confirm that the train front end to the next occlusion partition entrance area is idle. State, to avoid safety hazards, the ATP system switches to the CTCS-3 train control system at the boundary between the current occlusion zone of the train and the next occlusion zone.

In this embodiment, after receiving the driving switching instruction of the RBC, the ATP system outputs a prompt message to the train driver through the DMI, prompting the train driver to confirm the state of the area between the front end of the train and the entrance of the next blocked partition. According to the train driver feedback information received by the DMI, it is determined whether the area between the train front end and the next occlusion partition entrance is idle, thereby determining whether to immediately switch to the CTCS-3 level train control system operation, or to the current occlusion zone and the next occlusion The boundary of the partition is switched to the CTCS-3 train control system. When the ATP system outputs the prompt information through the DMI, according to the first distance sent by the RBC, the DMI outputs the prompt information when the train travels to the position, and the ATP system controls the DMI on the train through the second distance issued by the RBC. Stop the output of the prompt message when driving to which position.

FIG. 3 is a schematic structural diagram of Embodiment 1 of a train control system switching device according to the present invention. The train control system switching device provided by the embodiment of the present invention may be a component of the ATP. As shown in FIG. 3, the train control system switching apparatus provided by the embodiment of the present invention includes: a receiving module 31, a status confirming module 32, and a switching module 33.

The receiving module 31 is configured to receive, when the CTCS-2 level train control system controls the train operation, the driving switching indication that is sent by the RBC, including the CTCS-3 level driving permission and the area status confirmation indication.

The status confirmation module 32 is configured to confirm the status of the area from the front end of the train to the entrance of the next blocked partition according to the status confirmation indication received by the receiving module 31, to confirm whether the area from the front end of the train to the entrance of the next blocked partition is in an idle state. .

The switching module 33 is configured to switch to the CTCS-3 train control system to control the train operation according to the regional state between the train front end and the next closed partition entrance determined by the status confirmation module 32 and the CTCS-3 level driving permission.

The train control system switching device of the embodiment of the present invention is sent by receiving the RBC

After the CTCS-3 class driving permit, according to the regional status confirmation indication issued by the RBC, first confirm whether the state of the train front to the next blocked partition entry area is idle, and then decide when to switch from the CTCS-2 level according to the confirmed regional status. The CTCS-3 train control system operates. Since the switching to the CTCS-3 train control system is determined by the regional status determination, the driving efficiency and driving safety of the ATP system are improved.

4 is a schematic structural view of a second embodiment of a train control system switching device according to the present invention. As shown in FIG. 4, the status confirmation module 32 includes: a prompt unit 321 and a status confirmation unit 322.

The prompting unit 321 is configured to output, according to the regional status confirmation indication, the prompt information by using the driver vehicle interface, the prompt information is used to prompt the user to receive the CTCS-3 level driving permission, and prompt the between the train front end and the next occlusion partition entrance. The status of the area is confirmed.

The prompting unit 321 is specifically configured to carry the first distance information and the regional status confirmation indication The second distance information is outputted by the driver onboard interface according to the area status confirmation indication, starting from the nearest relevant transponder group, after the train travels the distance indicated by the first distance information; The area status confirmation instruction starts at a position of the train when the prompt information is output from the driver vehicle interface, and stops driving the prompt information after the train travels the distance indicated by the second distance information.

The status confirming unit 322 is configured to, after the prompting unit 321 outputs the prompt information, determine the state of the area between the front end of the train and the entrance of the next blocked partition according to the train driver feedback information received by the driver's vehicle interface.

As shown in FIG. 4, the switching module 33 includes: a first switching unit 331 and a second switching unit 332.

The first switching unit 331 is configured to immediately switch to the CTCS-3 according to the CTCS-3 level driving permission when the status confirming unit 322 confirms that the area between the train front end and the next blocked partition entrance is in an idle state according to the train driver feedback information. Class train control system operation;

The second switching unit 332 is configured to: when the state confirmation unit 322 cannot determine that the state of the area between the train front end and the next occlusion partition entrance is in an idle state according to the train driver feedback information, according to the CTCS-3 level driving permission, Switch to the CTCS-3 class train control system at the boundary of the current occlusion zone and the next occlusion zone.

As shown in FIG. 4, the switching module 33 may further include: a third switching unit 333.

The third switching unit 333 is configured to: after outputting the prompt information to the distance indicated by the second distance information of the train, if the train driver feedback information is not received through the driver vehicle interface, according to the CTCS-3 class driving Permitted to switch to the CTCS-3 class train control system at the boundary of the current occlusion zone and the next occlusion zone.

In the train control system switching device of the embodiment of the present invention, the prompting unit outputs the prompt information to the driver through the driver vehicle interface to prompt the driver to confirm whether the area between the train front end and the next occlusion partition entrance is idle after receiving the CTCS-3 level driving license. . The driver can return train driver feedback via DMI. According to the train driver feedback information, the train control system switching device can be confirmed The state of the zone between the front end of the train and the entrance of the next occlusion zone is determined, and then it is decided according to the confirmed zone state to switch from the CTCS-2 level to the CTCS-3 class train control system.

A person skilled in the art can understand that all or part of the steps of implementing the above method embodiments may be completed by using hardware related to program instructions, and the foregoing program may be stored in a computer readable storage medium, and the program is executed when executed. The foregoing steps include the steps of the foregoing method embodiments; and the foregoing storage medium includes: a medium that can store program codes, such as a ROM, a RAM, a magnetic disk, or an optical disk.

It should be noted that the above embodiments are only for explaining the technical solutions of the present invention, and are not intended to be limiting; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those skilled in the art that: The technical solutions described in the foregoing embodiments are modified, or some of the technical features are equivalently replaced. The modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

Claim

A method for switching a train control system, comprising:

Confirming an area state between the train front end and the next occlusion partition entrance according to the area status confirmation instruction to confirm whether the area from the train front end to the next occlusion partition entrance is in an idle state;

According to the state of the area between the front end of the train and the entrance of the next occlusion partition and the

CTCS-3 class driving permit, switch to CTCS-3 class train control system to control train operation.

2. The method according to claim 1, wherein the confirming the direction of the area between the train front end and the next occlusion partition entry according to the area status confirmation indication comprises:

And prompting, according to the area status confirmation instruction, the prompt information by the driver vehicle interface, the prompt information is used to prompt the train driver to receive the CTCS-3 level driving permission, and prompting between the train front end and the next blocking partition entrance Confirmation of the regional status;

And determining an area state between the front end of the train and the entrance of the next blocked partition according to the train driver feedback information received by the driver onboard interface.

3. The method according to claim 2, wherein said switching to CTCS-3 class train control is based on an area state between said train front end and a next occlusion partition entrance and said CTCS-3 class driving permission The system controls the process of train operation, including:

And determining, according to the train driver feedback information received by the driver onboard interface, that the area between the front end of the train and the entrance of the next blocked partition is in an idle state, and immediately switching to the CTCS-3 according to the CTCS-3 level driving permission. Class train control system operation;

According to the train driver feedback information received by the driver onboard interface, when it is determined that the state of the area between the front end of the train and the entrance of the next blocked partition is in an idle state, according to the CTCS-3 level driving permission, in the current blocking partition Switch to the boundary of the next occlusion partition to The CTCS-3 train control system operates.

The method according to claim 2 or 3, wherein the area status confirmation indication further carries first distance information and second distance information;

Outputting the prompt information by the driver vehicle interface according to the area status confirmation instruction, including: according to the area status confirmation instruction, starting from the nearest relevant transponder group, after the train travels the distance indicated by the first distance information, Outputting the prompt information through the driver vehicle interface;

According to the area status confirmation instruction, when the prompt information is output from the driver vehicle interface, the position where the train is located starts, and after the train travels the distance indicated by the second distance information, the prompt information is stopped. .

5. The method according to claim 4, wherein said switching to CTCS-3 class train control is based on an area state between said train front end and a next occlusion partition entrance and said CTCS-3 class driving permission The system controls the process of train operation, and also includes:

After outputting the prompt information to the train indicating the distance indicated by the second distance information, if the train driver feedback information is not received through the driver vehicle interface, according to the CTCS-3 class driving permission, the current blocking partition Switch to the CTCS-3 class train control system operation with the boundary of the next occlusion zone.

_6. A train control system switching device, comprising:

a receiving module, configured to receive, when the CTCS-2 train control system controls the train operation, a driving switching instruction including a CTCS-3 driving permission and a regional status confirmation indication sent by the wireless blocking center;

a status confirmation module, configured to confirm an area status of the train front end to the next occlusion partition entrance according to the area status confirmation indication, to confirm whether an area between the train front end and the next occlusion partition entrance is in an idle state;

a switching module, configured to switch to a CTCS-3 train control system control column according to an area state between the train front end to a next occlusion partition entrance and the CTCS-3 level driving permission The car is running.

The device according to claim 6, wherein the status confirmation module comprises: a prompting unit, configured to output prompt information through the driver vehicle interface according to the area status confirmation indication, where the prompt information is used Prompting that the train driver has received the CTCS-3 class driving permit and prompts to confirm the status of the area between the front end of the train and the entrance of the next blocked partition;

The status confirming unit is configured to determine an area state between the front end of the train and the entrance of the next blocked partition according to the train driver feedback information received by the driver onboard interface.

The device according to claim 7, wherein the switching module comprises: a first switching unit, configured to determine, according to the train driver feedback information received by the driver onboard interface, the front end of the train to the next occlusion When the area between the partition entrances is in an idle state, according to the CTCS-3 level driving permission, immediately switch to the CTCS-3 level train control system operation;

a second switching unit, configured to determine, according to the train driver feedback information received by the driver onboard interface, that the state of the area between the front end of the train and the entrance of the next blocked partition is in an idle state, according to the CTCS-3 level The driving permit is switched to the CTCS-3 class train control system at the boundary of the current occlusion zone and the next occlusion zone.

The apparatus according to claim 7 or 8, wherein the prompting unit is configured to: the area status confirmation indication further carries first distance information and second distance information, and confirms the indication according to the area status Starting from the nearest relevant transponder group, after the train travels the distance indicated by the first distance information, the prompt information is output through the driver vehicle interface; and the driver is loaded from the driver according to the regional status confirmation indication When the interface outputs the prompt information, the position of the train starts, and after the train travels the distance indicated by the second distance information, the prompt information is stopped.

The device according to claim 9, wherein the switching module further comprises: a third switching unit, configured to start from outputting the prompt information to travel the second distance of the train After the distance indicated by the information, if the train driver feedback information is not received through the driver's vehicle interface, according to the CTCS-3 class driving permission, the boundary between the current blocking zone and the next blocking zone is switched to the CTCS-3 class train control system. run.

11. Apparatus according to claim 9 wherein said train control system switching means is provided in the train automatic protection system.