CN113312397A - Full-automatic operation simulation method and system for rail transit, medium and electronic equipment - Google Patents
Full-automatic operation simulation method and system for rail transit, medium and electronic equipment Download PDFInfo
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Abstract
The application provides a rail transit full-automatic operation simulation method and system, a storage medium and electronic equipment, and solves the technical problem that simulation and emulation cannot be performed before rail transit full-automatic operation in the prior art. Acquiring data information of real traffic equipment by constructing virtual equipment scene model data to ensure that the data of the real traffic equipment is consistent with the virtual equipment data; and the control information for controlling the real traffic equipment input by the user is used for controlling the real traffic equipment to be consistent with the virtual equipment data, so that the data information of the real traffic equipment and the control information for controlling the real traffic equipment input by the user are consistent with the virtual equipment information, the operation in a virtual scene of the real traffic equipment is realized, the potential risks in the operation process of the real traffic equipment are further discovered and identified, and the cost of later-stage operation improvement of the real traffic equipment is reduced.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a rail transit full-automatic operation simulation method and a system, a medium and electronic equipment thereof.
Background
The urban rail transit in China is large in scale and complete in industrial chain, however, the core competitiveness of the autonomous research and development technology and the key technology of rail transit is very weak, and especially the defects of front-end technologies such as dynamic verification, event simulation, working condition simulation and scene demonstration of a full-automatic operation scene restrict the rail urban rail transit to be completely developed into full-automatic operation.
In the prior art, due to the loss of the full-automatic operation scene testing technology, scenes and technical information in the full-automatic operation process of urban rail transit cannot be simulated and verified in advance, and accurate technical indexes are provided, so that risks or potential risks existing in the operation of an urban rail transit system are found and identified, the cost of entity improvement in the later stage is increased, and meanwhile, the cost of full-automatic operation scene testing, verification and drilling is also increased.
Disclosure of Invention
In view of this, the present application provides a method, a system, a medium, and an electronic device for simulating full-automatic operation of a rail transit, which solve the technical problem in the prior art that simulation and emulation cannot be performed before full-automatic operation of a rail transit.
For the purpose of making the present application more apparent, its objects, technical means and advantages will be further described in detail with reference to the accompanying drawings.
According to one aspect of the application, the application provides a rail transit full-automatic operation simulation method, which comprises the following steps: constructing virtual equipment scene model data, wherein the virtual equipment scene model data comprise a plurality of virtual data, and the virtual data comprise virtual equipment data and current virtual state data matched with the virtual equipment data; acquiring real-time data of real traffic equipment, wherein the real-time data comprises real traffic equipment data and real-time state data corresponding to the real traffic equipment; acquiring control information which is input by a user and used for controlling the real traffic equipment; searching virtual equipment data consistent with the virtual equipment data in the virtual data according to the real traffic equipment data; and updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment.
In a possible implementation manner, updating the current virtual state data matched with the virtual device data according to the control information and the real-time state data of the real device includes: when the current virtual state data matched with the virtual equipment data is inconsistent with the real-time state data, updating the current virtual state data to generate current virtual state correction data; the current virtual state correction data is consistent with the real-time state data; and updating the current virtual state correction data according to the control information to generate updated virtual state data.
In a possible implementation manner, updating the current virtual state data matched with the device data according to the control information and the real-time state data of the real device includes: and when the current virtual state data matched with the virtual equipment data is consistent with the real-time state data, updating the current virtual state data according to the control information to generate updated virtual state data.
In one possible implementation manner, searching for virtual device data in the plurality of virtual data according to the real transportation device data, where the virtual device data is consistent with the virtual device data, includes: and searching the virtual equipment data with the header data consistent with the data header of the real traffic equipment data in the plurality of virtual data according to the data header of the real traffic equipment data.
In a possible implementation manner, before acquiring real-time data of real traffic equipment, the rail transit full-automatic operation simulation method further includes: initializing the virtual data in the virtual device scene model data to generate initialized virtual data.
In one possible implementation, the virtual device scene model data further includes behavior data of a virtual human; the rail transit full-automatic operation simulation method further comprises the following steps: acquiring first control information which is input by a user and controls behavior data of the virtual human; and updating the behavior data of the virtual human according to the first control information, and generating the behavior updating data of the virtual human.
In one possible implementation manner, after the behavior data of the virtual human being is updated according to the first control information, the rail transit full-automatic operation simulation method further includes: acquiring second control information input by a user; and updating the virtual equipment scene model data according to the second control information.
In a second aspect of the present application, a rail transit full-automatic operation simulation system includes: the virtual equipment scene building module is used for building virtual equipment scene model data, wherein the virtual equipment scene model data comprises a plurality of virtual data, and the virtual data comprises virtual equipment data and current virtual state data matched with the virtual equipment data; the real-time data acquisition module is used for acquiring real-time data of real traffic equipment, wherein the real-time data comprises the real traffic equipment data and real-time state data corresponding to the real traffic equipment; the control module is used for acquiring control information which is input by a user and used for controlling the real traffic equipment; searching virtual equipment data consistent with the virtual equipment data in the virtual data according to the real traffic equipment data; and updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment.
In a third aspect of the present application, an electronic device includes: a processor; and a memory for storing the processor executable information; the processor is used for executing the rail transit full-automatic operation simulation method.
In a fourth aspect of the present application, a computer-readable storage medium stores a computer program for executing the above-mentioned rail transit full-automatic operation simulation method.
The method for simulating the full-automatic operation of the rail transit comprises the steps of firstly establishing virtual equipment scene model data, obtaining real-time data of real traffic equipment, inquiring virtual equipment data consistent with the real traffic equipment data in the virtual equipment data according to the real traffic equipment data, then controlling the real traffic equipment according to control information input by a user, controlling the virtual state data of the virtual equipment to be consistent with the real state data of the real traffic equipment, simulating the state of the real traffic equipment in a virtual scene in real time, discovering and identifying potential risks existing in the operation process of the real traffic equipment, and reducing the cost of later-stage real traffic equipment operation improvement.
Drawings
Fig. 1 is a schematic flow chart of a rail transit full-automatic operation simulation method provided by the present application;
FIG. 2 is a schematic flow chart of another rail transit full-automatic operation simulation method provided by the present application;
FIG. 3 is a schematic flow chart of another rail transit full-automatic operation simulation method provided by the present application;
FIG. 4 is a schematic flow chart of another rail transit full-automatic operation simulation method provided by the present application;
FIG. 5 is a schematic flow chart of another rail transit full-automatic operation simulation method provided by the present application;
FIG. 6 is a schematic flow chart illustrating another rail transit full-automatic operation simulation method provided by the present application
FIG. 7 is a schematic flow chart illustrating another rail transit full-automatic operation simulation method provided by the present application;
FIG. 8 is a schematic diagram of an operation of another rail transit automatic operation simulation system provided by the present application;
fig. 9 is a schematic diagram illustrating the operation of another electronic device according to the present invention.
Detailed Description
In the description of the present application, "plurality" means at least two, e.g., two, three, etc., unless explicitly specifically limited otherwise. All directional indicators in the embodiments of the present application (such as upper, lower, left, right, front, rear, top, bottom … …) are only used to explain the relative positional relationship between the components, the movement, etc. in a particular posture (as shown in the drawings), and if the particular posture is changed, the directional indicator is changed accordingly. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.
Furthermore, reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.
The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only a part of the embodiments of the present application, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
Fig. 1 is a flowchart illustrating a method for simulating full-automatic operation of rail transit according to the present application; as shown in fig. 1, the simulation method specifically includes the following steps:
step S101, virtual equipment scene model data are constructed, wherein the virtual equipment scene model data comprise a plurality of virtual data, and the virtual data comprise virtual equipment data and current virtual state data matched with the virtual equipment data;
in step S101, the virtual device scene model data may be constructed according to the real traffic device, the tunnel used in the operation process of the real traffic device, the drawing, and the like.
Step S102, acquiring real-time data of real traffic equipment, wherein the real-time data comprises the real traffic equipment data and real-time state data corresponding to the real traffic equipment;
wherein, real traffic equipment data includes: the system comprises train, automatic ticket selling equipment, automatic ticket checking equipment, a driving platform, a carriage, a door, a lamp, a window, a train indicator lamp, a seat, an armrest, a PIS screen, a signal machine, intercom equipment, disaster alarm equipment and other equipment data related to real traffic;
real-time status data of real-world traffic devices includes: real-time state data related to the running state of real traffic equipment, such as train running state data, automatic ticket selling equipment state data, automatic ticket checking equipment state data, driving platform state data, train running shift, train running track data, train operating line data, train indicator lamp state data, in-car scene data, signal machine state data and the like;
step S103, acquiring control information for controlling the real traffic equipment input by a user;
wherein, VR virtual reality suit equipment, helmet, handle, locator, cell-phone, flat board etc.. The control information is the movement information of the VR virtual reality set equipment caused by the operation of the VR virtual reality set equipment by the user, and the control information controls the virtual state of the virtual equipment according to the control information generated by the movement information. The motion information of the VR virtual reality set equipment and the state of the virtual equipment corresponding to the VR virtual reality set equipment are preset. For example, when the handle is turned right, the train door is correspondingly controlled to be closed, so when the handle is turned right, the control information input by the user is the information for controlling the train door to be closed, that is, the control information input by the user is: and control information for controlling the closing of the train door. The FEP server is used for acquiring input control information of VR virtual reality suit equipment, a helmet, a handle, a positioner, a mobile phone, a tablet and the like, so that real traffic equipment is controlled;
step S104, searching virtual equipment data consistent with the virtual equipment data in the plurality of virtual data according to the real traffic equipment data;
the FEP server controls the real traffic equipment data to search virtual equipment data consistent with the virtual equipment data in the virtual data;
step S105, updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment;
the FEP server is used for acquiring control information for controlling the real traffic equipment input by a user and updating real-time state data of the real traffic equipment to match with the virtual equipment data to obtain current virtual state data.
The method for simulating the full-automatic operation of the rail transit comprises the steps of firstly establishing virtual equipment scene model data, obtaining real-time data of real traffic equipment, inquiring virtual equipment data consistent with the real traffic equipment data in the virtual equipment data according to the real traffic equipment data, then controlling the real traffic equipment according to control information input by a user, controlling the virtual state data of the virtual equipment to be consistent with the real state data of the real traffic equipment, simulating the state of the real traffic equipment in a virtual scene in real time, discovering and identifying potential risks existing in the operation process of the real traffic equipment, and reducing the cost of later-stage real traffic equipment operation improvement.
In another possible implementation manner, fig. 2 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 2, step S105 (updating the current virtual state data matched with the virtual device data according to the control information and the real-time state data of the real device) specifically includes the following steps:
step S1051, when the current virtual state data matched with the virtual device data is inconsistent with the real-time state data, updating the current virtual state data and generating current virtual state correction data; the current virtual state correction data is consistent with the real-time state data; and updating the current virtual state correction data according to the control information to generate updated virtual state data.
When the virtual equipment data is inconsistent with the real-time state data acquired by the FEP server, updating the current virtual state information according to the received real-time state data to generate current virtual state correction data, wherein the current virtual state correction data is consistent with the implementation state data; therefore, the data of the virtual equipment in the virtual scene is consistent with the real-time state data of the real equipment; and control information triggered by the VR real set equipment controls the current virtual state correction data to generate updated virtual state data.
Specifically, the current opening state of the door a1 of the real transportation device is obtained, boot is True, the door a1 of the virtual device data in the simulation server is closed, boot is false, at this time, it can be judged that the data of the simulation server is inconsistent with the state of the real device, then Set operation is immediately performed on the simulation server at the current frame, boot of the door a1 of the virtual device is controlled to be changed to True, and the door a1 is opened.
In another possible implementation manner, fig. 3 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 3, step S105 (updating the current virtual state data matching the device data according to the control information and the real-time state data of the real device) further includes the following steps:
step S1052, when the current virtual state data matched with the virtual device data is consistent with the real-time state data, updating the current virtual state data according to the control information, and generating updated virtual state data.
And when the real-time state data of the real equipment acquired by the FEP server is matched with the virtual equipment data, updating the current virtual state data according to the control information triggering the VR real set of equipment, and generating updated virtual state data.
Specifically, the current frame of the real traffic equipment stays at the platform C, the current frame of the virtual equipment data stays at the platform C, the data of the real traffic equipment is consistent with the data of the virtual equipment, control information is sent out by operating VR real set equipment, and the virtual state data that the current frame stays at the platform C is generated according to the control information.
In another possible implementation manner, fig. 4 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 4, step S104 (searching for virtual device data consistent with the virtual device data in the plurality of virtual data according to the real transportation device data) specifically includes the following steps:
step S1041, searching for virtual device data in the plurality of virtual data according to the data header of the real traffic device data, where the data header of the virtual device data is consistent with the data header of the real traffic device data.
Specifically, acquiring the real traffic data includes: data of a train, an automatic ticket selling device, an automatic ticket checking device, a driving platform, a carriage, a door, a lamp, a window, a train indicator lamp, a seat, an armrest, a PIS screen, a signal machine, a talkback device, a disaster alarm device and the like which relate to real traffic equipment; the obtained data are circularly traversed to obtain the data types of data headers of the data of the real traffic equipment, different data types are positioned, and the data types comprise: the data types of real traffic equipment such as a train number, a station number, a train state identifier, a train door number, automatic ticket selling equipment, automatic ticket checking equipment, a driving platform and the like; and matching the data type of the real traffic equipment with the data type of the virtual equipment of the simulation server, so that the data type of the real traffic equipment can be consistent with the data type of the virtual equipment of the simulation server.
In another possible implementation manner, fig. 5 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 5, before acquiring real-time data of real traffic equipment, i.e. before step S102, after step S101, the rail transit full-automatic operation simulation method further includes:
step S111 initializes the virtual data in the virtual device scene model data, and generates initialized virtual data.
Specifically, the position, state and angle data of a helmet, a handle and a positioner in VR virtual reality suit equipment in a virtual equipment scene are initialized; the initialization is performed as follows: after an operator operates a helmet and a handle in the VR virtual reality suit equipment, the running data of the VR virtual reality suit equipment can be updated and tracked in real time corresponding to the motion data in the virtual scene.
In another possible implementation manner, fig. 6 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 6, the virtual device scene model data in step S101 further includes behavior data of a virtual human; the rail transit full-automatic operation simulation method further comprises the following steps of:
step S1011, acquiring first control information which is input by a user and used for controlling behavior data of the virtual human; and updating the behavior data of the virtual human according to the first control information to generate the behavior updating data of the virtual human.
Data of virtual human behavior includes: passengers get on and off the train, escape to a safety exit when encountering a fire, patrol personnel maintain the train, station staff evacuate congested crowds, fire fighters extinguish fire, large passenger flow, terrorist attack and other human behavior information.
Specifically, for example, when a scene in the virtual device scene model is in a fire, by acquiring and operating the VR real set device (mobile phone, tablet, etc.) to send out the personnel escape control information, the personnel in the virtual device scene model will send out the action of escaping to the exit. Meanwhile, the simulation server judges the fire condition according to the virtual human behavior information state, and controls the gate or the safety door to automatically release; meanwhile, the fire disaster condition is processed; therefore, the operation risk index and the cost of the real traffic equipment can be greatly reduced.
In another possible implementation manner, fig. 7 is a flowchart of another rail transit full-automatic operation simulation method provided by the present application; as shown in fig. 7, after step S1011 (after the behavior data of the virtual human being is updated according to the first control information), the rail transit full-automatic operation simulation method further includes:
step 1012, acquiring second control information input by a user; and updating the virtual equipment scene model data according to the second control information.
The user controls the virtual scene model to realize real-world operation by using VR (virtual reality) equipment, a mobile phone, a tablet and the like; the second control information input by the user side can input any behavior and scene information generated in the running process of the traffic equipment in the real world, and meanwhile, the virtual equipment scene model carries out corresponding updating response according to the information.
Specifically, the user side sets the user side as a driver, the user side sends out driving information, the virtual scene model is updated according to the received driving information, and the traffic equipment of the virtual scene is controlled to run, so that the user side operator can realize train simulation driving in a short distance and all-around mode, and meanwhile, the working principle of the train control system is disassembled.
The user side sets the user side as a passenger, the user side sends information of igniting the garbage can, the virtual scene model is updated according to the received information of igniting the garbage can, and a scene that the garbage can is ignited appears in the virtual scene. The simulation server can also transmit the virtual state data of the ignited garbage can in the virtual scene model to the FEP server, and the FEP server controls an alarm and a PIS screen of the real traffic equipment to work. The task setting of the user side can select different modes of personnel such as drivers, crew members, passengers and the like, training is carried out in a mode of combining the user side and the virtual scene model, more user sides can also select the personnel to become different modes, and the personnel enter the same simulation virtual world with the current user side, so that the effects of simultaneous multi-user collaborative training and multi-user collaborative cooperation of N user sides can be achieved. Therefore, the trainees can visually learn to master the information generated in the operation process of the real traffic equipment, and can master the emergency generated in the operation process of the real traffic equipment in many ways; the operation ability of personnel is improved, the teaching and training cost is reduced, and the training environment is improved.
As a second aspect of the present application, the present application further provides a rail transit full-automatic operation simulation system, and fig. 8 is a schematic diagram of the rail transit full-automatic operation simulation system provided by the present application; as shown in fig. 8, the rail transit full-automatic operation simulation system includes: the virtual device scene building module 10 is configured to build virtual device scene model data, where the virtual device scene model data includes multiple virtual data, and the virtual data includes virtual device data and current virtual state data matched with the virtual device data; the real-time data acquisition module 30 is configured to acquire real-time data of real traffic equipment, where the real-time data includes real traffic equipment data and real-time status data corresponding to the real traffic equipment; the control module 20 is used for acquiring control information which is input by a user and used for controlling the real traffic equipment; searching virtual equipment data consistent with the virtual equipment data in the plurality of virtual data according to the real traffic equipment data; updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment; the method comprises the steps of firstly establishing virtual equipment scene model data, acquiring real-time data of real traffic equipment, inquiring virtual equipment data consistent with the real traffic equipment data in the virtual equipment data according to the real traffic equipment data, and then controlling the virtual state data of the virtual equipment to be consistent with the real state data of the real traffic equipment according to control information for controlling the real traffic equipment, which is input by a user, so that the state of the real traffic equipment can be simulated in a virtual scene in real time, potential risks existing in the operation process of the real traffic equipment can be discovered and identified, and the cost of later-stage operation improvement of the real traffic equipment is reduced.
Next, an electronic apparatus according to an embodiment of the present application is described with reference to fig. 9. Fig. 8 is a schematic structural diagram of an electronic device according to an embodiment of the present application.
As shown in fig. 9, the electronic device 200 includes one or more processors 201 and memory 202.
The processor 201 may be a Central Processing Unit (CPU) or other form of processing unit having data processing capabilities and/or information execution capabilities, and may control other components in the electronic device 200 to perform desired functions.
Memory 201 may include one or more computer program products that may include various forms of computer-readable storage media, such as volatile memory and/or non-volatile memory. The volatile memory may include, for example, Random Access Memory (RAM), cache memory (cache), and/or the like. The non-volatile memory may include, for example, Read Only Memory (ROM), hard disk, flash memory, etc. One or more computer program information may be stored on the computer readable storage medium and executed by the processor 201 to implement the rail transit full-automatic operation simulation method of the various embodiments of the present application described above or other desired functions.
In one example, the electronic device 200 may further include: an input device 203 and an output device 204, which are interconnected by a bus system and/or other form of connection mechanism (not shown).
The input device 203 may include, for example, a keyboard, a mouse, and the like.
The output device 204 can output various information to the outside. The output means 204 may comprise, for example, a display, a communication network, a remote output device connected thereto, and the like.
Of course, for the sake of simplicity, only some of the components related to the present application in the electronic apparatus 200 are shown in fig. 9, and components such as a bus, an input/output interface, and the like are omitted. In addition, electronic device 200 may include any other suitable components depending on the particular application.
In addition to the above-described methods and apparatus, embodiments of the present application may also be a computer program product comprising computer program information which, when executed by a processor, causes the processor to perform the steps in the rail transit fully automatic operation simulation method according to various embodiments of the present application described in the present specification.
The computer program product may be written with program code for performing the operations of embodiments of the present application in any combination of one or more programming languages, including an object oriented programming language such as Java, C + + or the like and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computing device, partly on the user's device, as a stand-alone software package, partly on the user's computing device and partly on a remote computing device, or entirely on the remote computing device or server.
Furthermore, embodiments of the present application may also be a computer-readable storage medium having stored thereon computer program information, which, when executed by a processor, causes the processor to perform the steps in the rail transit full-automatic operation simulation method according to various embodiments of the present application.
The computer-readable storage medium may take any combination of one or more readable media. The readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may include, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the readable storage medium include: an electrical connection having one or more wires, a portable disk, 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.
The foregoing describes the general principles of the present application in conjunction with specific embodiments, however, it is noted that the advantages, effects, etc. mentioned in the present application are merely examples and are not limiting, and they should not be considered essential to the various embodiments of the present application. Furthermore, the foregoing disclosure of specific details is for the purpose of illustration and description and is not intended to be limiting, since the foregoing disclosure is not intended to be exhaustive or to limit the disclosure to the precise details disclosed.
The block diagrams of devices, apparatuses, systems referred to in this application are only given as illustrative examples and are not intended to require or imply that the connections, arrangements, configurations, etc. must be made in the manner shown in the block diagrams. These devices, apparatuses, devices, systems may be connected, arranged, configured in any manner, as will be appreciated by those skilled in the art. Words such as "including," "comprising," "having," and the like are open-ended words that mean "including, but not limited to," and are used interchangeably therewith. The words "or" and "as used herein mean, and are used interchangeably with, the word" and/or, "unless the context clearly dictates otherwise. The word "such as" is used herein to mean, and is used interchangeably with, the phrase "such as but not limited to".
It should also be noted that in the devices, apparatuses, and methods of the present application, the components or steps may be decomposed and/or recombined. These decompositions and/or recombinations are to be considered as equivalents of the present application.
The previous description of the disclosed aspects is provided to enable any person skilled in the art to make or use the present application. Various modifications to these aspects will be readily apparent to those skilled in the art, and the generic principles defined herein may be applied to other aspects without departing from the scope of the application. Thus, the present application is not intended to be limited to the aspects shown herein but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
The above description is only for the purpose of illustrating the preferred embodiments of the present invention and is not to be construed as limiting the present invention, and any modifications, equivalents and the like that are within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (10)
1. A rail transit full-automatic operation simulation method is characterized by comprising the following steps:
constructing virtual equipment scene model data, wherein the virtual equipment scene model data comprise a plurality of virtual data, and the virtual data comprise virtual equipment data and current virtual state data matched with the virtual equipment data;
acquiring real-time data of real traffic equipment, wherein the real-time data comprises real traffic equipment data and real-time state data corresponding to the real traffic equipment;
acquiring control information which is input by a user and used for controlling the real traffic equipment;
searching virtual equipment data consistent with the virtual equipment data in the virtual data according to the real traffic equipment data;
and updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment.
2. The rail transit full-automatic operation simulation method according to claim 1, wherein updating the current virtual state data matched with the virtual device data according to the control information and the real-time state data of the real device comprises:
when the current virtual state data matched with the virtual equipment data is inconsistent with the real-time state data, updating the current virtual state data to generate current virtual state correction data; the current virtual state correction data is consistent with the real-time state data; and
and updating the current virtual state correction data according to the control information to generate updated virtual state data.
3. The rail transit full-automatic operation simulation method according to claim 1, wherein updating the current virtual state data matched with the equipment data according to the control information and the real-time state data of the real equipment comprises:
and when the current virtual state data matched with the virtual equipment data is consistent with the real-time state data, updating the current virtual state data according to the control information to generate updated virtual state data.
4. The rail transit full-automatic operation simulation method according to claim 1, wherein searching for virtual equipment data consistent with the virtual equipment data in the plurality of virtual data according to the real traffic equipment data comprises:
and searching the virtual equipment data with the header data consistent with the data header of the real traffic equipment data in the plurality of virtual data according to the data header of the real traffic equipment data.
5. The rail transit full-automatic operation simulation method according to claim 1, wherein before acquiring real-time data of real transit equipment, the rail transit full-automatic operation simulation method further comprises:
initializing the virtual data in the virtual device scene model data to generate initialized virtual data.
6. The method for simulating the full-automatic operation of the rail transit according to claim 1, wherein the virtual equipment scene model data further comprises behavior data of a virtual human;
the rail transit full-automatic operation simulation method further comprises the following steps:
acquiring first control information which is input by a user and controls behavior data of the virtual human;
and updating the behavior data of the virtual human according to the first control information, and generating the behavior updating data of the virtual human.
7. The rail transit full-automatic operation simulation method according to claim 6, wherein after the behavior data of the virtual human being is updated according to the first control information, the rail transit full-automatic operation simulation method further comprises:
acquiring second control information input by a user;
and updating the virtual equipment scene model data according to the second control information.
8. A rail transit full-automatic operation simulation system is characterized by comprising:
the virtual equipment scene building module is used for building virtual equipment scene model data, wherein the virtual equipment scene model data comprises a plurality of virtual data, and the virtual data comprises virtual equipment data and current virtual state data matched with the virtual equipment data;
the real-time data acquisition module is used for acquiring real-time data of real traffic equipment, wherein the real-time data comprises the real traffic equipment data and real-time state data corresponding to the real traffic equipment;
the control module is used for acquiring control information which is input by a user and used for controlling the real traffic equipment; searching virtual equipment data consistent with the virtual equipment data in the virtual data according to the real traffic equipment data; and updating the current virtual state data matched with the virtual equipment data according to the control information and the real-time state data of the real traffic equipment.
9. An electronic device, characterized in that the electronic device comprises:
a processor; and
a memory for storing the processor executable information;
wherein the processor is used for executing the rail transit full-automatic operation simulation method of any one of the claims 1 to 7.
10. A computer-readable storage medium, characterized in that the storage medium stores a computer program for executing the method of fully automatically simulating rail transit operation according to any one of claims 1 to 7.
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| CN202110519258.2A CN113312397A (en) | 2021-05-12 | 2021-05-12 | Full-automatic operation simulation method and system for rail transit, medium and electronic equipment |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114283649A (en) * | 2022-01-14 | 2022-04-05 | 成都运达科技股份有限公司 | Train inspection simulation training system and method, training equipment and using method |
| CN115909851A (en) * | 2022-12-01 | 2023-04-04 | 江西科骏实业有限公司 | Immersive driving simulation system for rail transit vehicle and application method thereof |
-
2021
- 2021-05-12 CN CN202110519258.2A patent/CN113312397A/en not_active Withdrawn
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114283649A (en) * | 2022-01-14 | 2022-04-05 | 成都运达科技股份有限公司 | Train inspection simulation training system and method, training equipment and using method |
| CN114283649B (en) * | 2022-01-14 | 2023-10-27 | 成都运达科技股份有限公司 | Train inspection simulation training system and method, training equipment and using method |
| CN115909851A (en) * | 2022-12-01 | 2023-04-04 | 江西科骏实业有限公司 | Immersive driving simulation system for rail transit vehicle and application method thereof |
| CN115909851B (en) * | 2022-12-01 | 2024-06-11 | 江西科骏实业有限公司 | Rail transit vehicle immersive driving simulation system and application method thereof |
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Application publication date: 20210827 |