CN115129033A - Test method and device for complete mode conversion in novel train control system - Google Patents
Test method and device for complete mode conversion in novel train control system Download PDFInfo
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- CN115129033A CN115129033A CN202211059905.7A CN202211059905A CN115129033A CN 115129033 A CN115129033 A CN 115129033A CN 202211059905 A CN202211059905 A CN 202211059905A CN 115129033 A CN115129033 A CN 115129033A
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- G05B23/00—Testing or monitoring of control systems or parts thereof
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- G05B23/0205—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults
- G05B23/0218—Electric testing or monitoring by means of a monitoring system capable of detecting and responding to faults characterised by the fault detection method dealing with either existing or incipient faults
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Abstract
The invention discloses a method and a device for testing complete mode conversion in a novel train control system, relates to the technical field of mode testing, and mainly aims to improve the running efficiency of a train. The main technical scheme of the invention is as follows: determining a current operation mode of a train, wherein the current operation mode comprises a standby mode, a visual mode, a guide mode and a backup mode; acquiring a corresponding front rail idle area of a train in a current operation mode; when the train runs to a corresponding front track idle area, whether the train receives a front track idle confirmation request sent by an RBC is detected through a DMI, and the front track idle confirmation request represents whether the train meets the condition of converting into a complete mode; if so, determining whether the train is converted from the current operation mode to the full mode through the DMI. The invention is used for testing the complete mode conversion in the novel train control system.
Description
Technical Field
The invention relates to the technical field of mode testing, in particular to a testing method and a testing device for complete mode conversion in a novel train control system.
Background
Along with the gradual opening and operation of the eight-vertical and eight-horizontal railway network in China, the high-speed rail in China already runs in the south and north of the great river of China, and great convenience is provided for people to go out. The train control system is the brain and nerves of high-speed rail operation, and is the safety protection spirit of high-speed rail. The current common vehicle-mounted modes of the high-speed train include standby mode, visual mode, guidance mode, full mode and the like, wherein the full mode is a normal operation mode when the train is in a section (including station main line passing and side-entering straight-out) and station receiving operation.
At present, China national railway group Limited is relying on the Qinghai-Tibet railway organization to develop a novel train control system. Compared with the current mainstream train control system, the novel technologies such as mobile blocking, Beidou positioning and 5G communication are adopted, and a backup operation mode is added. However, in the current novel train control system, a test method for converting a train into a full mode under different vehicle-mounted modes such as standby mode, visual mode, guide mode and backup mode does not exist, so that the condition that other modes are converted into the full mode cannot be known, and if the condition that other modes are converted into the full mode is met, a driver does not convert into the full mode to drive the train, the running efficiency of the train is greatly influenced.
Disclosure of Invention
In view of the above problems, the present invention provides a method and a device for testing full mode conversion in a novel train control system, and mainly aims to realize testing when a train is converted into a full mode under standby, visual, guidance and backup modes, so as to improve the running efficiency of the train.
In order to solve the technical problems, the invention provides the following scheme:
in a first aspect, the present invention provides a method for testing full mode conversion in a novel train control system, where the method includes:
determining a current operation mode of a train, wherein the current operation mode comprises a standby mode, a visual mode, a guide mode and a backup mode;
acquiring a corresponding front rail idle area of the train in a current operation mode;
when the train runs to a corresponding front rail idle area, whether the train receives a front rail idle confirmation request sent by an RBC is detected through a DMI, and the front rail idle confirmation request represents whether the train meets the condition of converting into a full mode;
if so, determining whether the train is converted from the current operation mode to the full mode through the DMI. In a second aspect, the present invention provides a device for testing full mode conversion in a novel train control system, wherein the device comprises:
the device comprises a mode determining unit, a judging unit and a control unit, wherein the mode determining unit is used for determining the current running mode of the train, and the current running mode comprises a standby mode, a visual mode, a guide mode and a backup mode;
the acquisition unit is used for acquiring a corresponding front rail idle area of the train in the current operation mode determined by the mode determination unit;
the detection unit is used for detecting whether the train receives a front rail idle confirmation request sent by the RBC or not through the DMI when the train runs to the corresponding front rail idle area acquired by the acquisition unit, wherein the front rail idle confirmation request represents whether the train meets the condition of converting into a full mode or not;
and the conversion determining unit is used for determining whether the train is converted from the current running mode to the full mode through the DMI if the detection unit detects that the train is received.
In order to achieve the above object, according to a third aspect of the present invention, there is provided a storage medium, the storage medium including a stored program, wherein when the program runs, a device on which the storage medium is located is controlled to execute a test method for full mode conversion in the novel train control system according to the first aspect.
In order to achieve the above object, according to a fourth aspect of the present invention, there is provided a processor for running a program, wherein the program executes the method for testing full mode conversion in the novel train control system according to the first aspect when running.
By means of the technical scheme, the test method and the test device for the complete mode conversion in the novel train control system provided by the invention can determine the current running mode of a train, wherein the current running mode comprises a standby mode, a visual mode, a guide mode and a backup mode, and then acquire the front rail idle area corresponding to the train in the current running mode, so that the subsequent tests are more targeted by analyzing the current mode of the train and then determining the different front rail idle areas corresponding to the train in different modes, when the train runs to the corresponding front rail idle area in the current running mode, whether the train receives a front rail idle confirmation request sent by the RBC can be detected through the DMI, and the front rail idle confirmation request represents whether the train meets the condition of converting into the complete mode or not, if the condition that the train meets the requirement of being converted into the complete mode can be known in time and converted, and then whether the train is converted into the complete mode from the current running mode can be determined through the DMI, so that a driver can know the time for converting from other modes into the complete mode, the conversion is carried out, and the running efficiency of the train is greatly improved.
The foregoing description is only an overview of the technical solutions of the present invention, and the embodiments of the present invention are described below in order to make the technical means of the present invention more clearly understood and to make the above and other objects, features, and advantages of the present invention more clearly understandable.
Drawings
Various other advantages and benefits will become apparent to those of ordinary skill in the art upon reading the following detailed description of the preferred embodiments. The drawings are only for purposes of illustrating the preferred embodiments and are not to be construed as limiting the invention. Also, like reference numerals are used to refer to like parts throughout the drawings. In the drawings:
fig. 1 shows a flowchart of a test method for full mode conversion in a novel train control system according to an embodiment of the present invention;
fig. 2 shows a flowchart of a testing method for switching from a standby mode to a full mode in the novel train control system according to an embodiment of the present invention;
fig. 3 is a flowchart illustrating a testing method for converting a backup mode into a full mode in a novel train control system according to an embodiment of the present invention;
fig. 4 shows a flowchart of a testing method for converting a boot mode into a full mode in the novel train control system according to an embodiment of the present invention;
FIG. 5 is a flow chart of a testing method for switching from a visual mode to a full mode in the novel train control system according to an embodiment of the present invention;
FIG. 6 is a flowchart illustrating a testing method for switching from visual mode to full mode in another novel train control system provided by an embodiment of the present invention;
fig. 7 shows a block diagram of a testing apparatus for full mode conversion in a novel train control system according to an embodiment of the present invention.
Detailed Description
Exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present disclosure are shown in the drawings, it should be understood that the present disclosure may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art.
Along with the gradual opening and operation of the eight-vertical and eight-horizontal railway network in China, the high-speed rail in China already runs in the south and north of the great river of China, and great convenience is provided for people to go out. The train control system is the brain and nerve of high-speed rail operation, and is the safety protection spirit of high-speed rail. The current on-board modes of high-speed trains include standby, visual, guidance, and full modes, wherein the full modes are normal operation modes when the trains are in sections (including station main line passing and side-entering straight-out) and station receiving operation.
At present, China national railway group company Limited is relying on the Qinghai-Tibet railway organization to develop a novel train control system. Compared with the current mainstream train control system, the novel technologies such as mobile blocking, Beidou positioning and 5G communication are adopted, and a backup operation mode is added. In the current mainstream train control system, when the train is converted into the complete mode from other modes, the train is directly converted, but at present, in a novel train control system, a test method for converting the train into the complete mode under different vehicle-mounted modes such as standby mode, visual mode, guide mode and back-up mode is not available, so that the condition that other modes are converted into the complete mode cannot be known, and if the condition that other modes are converted into the complete mode is reached, a driver does not convert into the complete mode to drive the train, the running efficiency of the train is greatly influenced. Therefore, the invention provides a novel test method for complete mode conversion in a train control system, which can greatly improve the running efficiency of a train.
Before describing the embodiments of the present invention, terms mentioned in the present invention will be described:
track empty (TAF) confirmation
Radio Block Center (RBC)
Human-computer Interface unit (Driver-Machine Interface, DMI)
Decentralized autonomous scheduling management system (CTC)
In the following, a description will be given of a test method for full mode conversion in a novel train control system provided by the present invention, and specific implementation steps thereof are shown in fig. 1, and the method includes:
101. the current operating mode of the train is determined.
In this step, it should be noted that the corresponding operation scenes and operation methods of the train in different operation modes are different, and therefore, the conditions for switching to the complete mode in different operation modes are also different. Therefore, the current operation mode of the train needs to be determined first, so that the test of converting the current operation mode of the train into the full mode can be completed more specifically.
It should be noted that the current operation mode includes a standby mode, a visual mode, a boot mode, and a backup mode.
The standby mode is a mode which is automatically entered after the vehicle-mounted equipment is powered on, self-checking is executed, and the external equipment is tested correctly. At this time, the on-board device prohibits the train from moving. The vehicle-mounted equipment automatically generates a continuous speed control mode curve according to information provided by the track circuit and the transponder and by combining the parameters of the train, and monitors the safe operation of the train in real time.
When the on-board equipment displays the prohibition signal, the train is in a visual mode, after the train stops, the fixed limit speed (20km/h) is generated according to a running management method (including a dispatching command), the train runs under monitoring, and a driver repeatedly presses a button every time the train runs for a certain distance (100 + 200 m) or a certain time, otherwise, the equipment brakes and stops.
When a guiding signal machine of the approach is opened and the train is converted into a guiding mode, the train control vehicle-mounted equipment generates a target distance continuous speed control curve and displays the running speed, the allowable speed, the target distance and the like of the train through the DMI. When the route in front of the train breaks down, the guide route can be arranged, and the train can be switched to the guide mode to continue running.
When the train runs in a target distance curve mode in a backup mode and the communication between the train and the RBC is interrupted, the running efficiency of the train can be greatly improved, and more running time can be saved.
102. And acquiring a corresponding front rail idle area of the train in the current operation mode.
After the current running mode of the train is confirmed, the front rail idle area where the train runs under the mode can be determined, so that effective equivalent test methods are applied subsequently, train receiving/departure routes are respectively arranged, and a test method for converting other corresponding modes into a complete mode is designed for the train to be carried under different modes.
For example, when the train operates in the visual mode, if the train is located on a certain track in the station and the operation direction is a down direction, the train may be arranged on a down departure route corresponding to the track, and at this time, the front rail free area of the train is a front rail free area of a down departure gate.
103. When the train runs to the corresponding front track idle area, whether the train receives a front track idle confirmation request sent by the RBC is detected through the DMI.
In this step, whether the train runs to the corresponding front rail idle area may be determined by the train control system, when the train runs to the corresponding front rail idle area, the RBC may send a front rail idle determination request to the train, and then, it may be detected by the DMI whether the train receives the front rail idle determination request, and if so, step 104 may be performed.
It should be noted that, if the RBC sends a front rail idle confirmation request to the train, it can be said that the train satisfies the condition of switching from the current operation mode to the full mode.
104. Whether the train is converted from the current operation mode to the full mode is determined through the DMI.
In this step, if the DMI detects that the train receives the front rail vacancy confirmation request sent by the RBC, the train driver may press the confirmation key on the DMI to confirm the request, and then the train driver may check on the DMI whether the train is switched from the current operation mode to the full mode.
It should be noted that, in the present invention, after the train confirmation request is completed, the message packet sent by the RBC to the train contains the train permission information packet, so that when the train receives the message containing the train permission packet, the train is converted into a full mode, and the following examples are the same, and therefore, the following examples are not repeated.
Next, with reference to some specific embodiments, the method for testing the complete mode conversion in the novel train control system of the present invention is further described by taking the current running mode of the train as a standby mode, a visual mode, a guiding mode, and a backup mode, for example, referring to fig. 2, fig. 2 is a flowchart of a testing method for converting the standby mode into the complete mode in the novel train control system provided by an embodiment of the present invention, which specifically includes:
201. and determining the standby operation position and the operation direction of the train.
202. And determining a target standby operation position of the train based on the standby operation position and the operation direction.
203. And when the train runs to the target standby running position in the running direction, detecting whether the train receives a front track idle confirmation request sent by an RBC terminal interface of the CTC or not through the DMI.
204. And if so, determining whether the train is converted from the standby mode to the full mode through the DMI.
In step 201 and 204, if the train is currently in the standby mode, the RBC will not send a front rail idle confirmation request to the train. At this time, a front rail idle confirmation request command can be issued by operating on an RBC terminal interface of the CTC, and when a train has a driving permission sent by the RBC, the condition that the train is switched into a complete mode can be checked on the DMI.
Specifically, the standby operation position and the operation direction of the train can be determined first, if the standby operation position of the train is a certain station track in the station and the operation direction is downlink, the downlink departure route of the train corresponding to the station track can be arranged, when the train position is clear, a dispatching center person can successfully issue a front track idle confirmation request command to the train on an RBC terminal interface of the CTC, and then the condition that the train is converted into a complete mode can be checked on the DMI.
Further, if the standby operation position of the train is an approaching rail in front of an incoming signal of a certain station, the train-receiving approach of the incoming signal can be arranged, when the position of the train is clear, a dispatching center person can successfully issue a front rail idle confirmation request command to the train on an RBC terminal interface of a CTC, and then the condition that the train is switched into a complete mode can be checked on the DMI.
It should be noted that the operation direction mentioned in the embodiment of the present invention is only an exemplary description, and is not limited specifically, and the operation direction may be an uplink direction in addition to a downlink direction.
Further, when the current operation mode of the train is the backup mode, the test method for converting the complete mode in the novel train control system of the present invention is further described, for example, refer to fig. 3 at the same time, and fig. 3 is a flowchart of a test method for converting the backup mode into the complete mode in the novel train control system provided by the embodiment of the present invention, and specifically includes:
301. determining a backup operation position and an operation direction of the train;
302. determining a target backup operation position of the train based on the backup operation position and the operation direction;
303. when the train runs to a target backup running position in the running direction, recovering the communication between the train and the RBC;
304. after the communication between the train and the RBC is recovered, determining whether the train continuously runs to a front rail idle area in the running direction;
305. if yes, detecting whether the train receives a front rail idle confirmation request sent by the RBC through the DMI;
306. if so, determining whether the train is converted from the backup mode to the full mode through the DMI.
In this step, if the train is currently in the backup mode of operation, the RBC and the vehicle-mounted communication are interrupted. In order for the RBC to send a front rail vacancy confirmation request to the vehicle, communication between the train and the RBC needs to be restored. At this time, when the train runs to the front rail idle area in the standby mode, the RBC sends a front rail idle confirmation request to the train. And then, the confirmation of the front track idle confirmation request is completed on the DMI, so that the condition that the backup mode is converted into the full mode can be checked on the DMI.
Specifically, the backup operation position and the operation direction of the train can be determined first, if the backup operation position of the train is a certain station track in the station and the operation direction is downlink, the train downlink departure route corresponding to the station track can be arranged, the communication between the RBC and the train is recovered, after the communication is recovered, the train can continue to operate in the backup mode downlink, at the moment, the front rail idle area corresponding to the train is the front rail idle area at the departure entrance, when the train operates to the front rail idle area at the departure entrance, the RBC can send a front rail idle confirmation request to the train, when the DMI detects that the train receives the front rail idle confirmation request, the train driver can press a confirmation key on the DMI, and then, whether the train is converted from the backup mode to the full mode or not can be checked on the DMI.
Further, if the backup operation position of the train is that a train receiving route of a certain station entrance signal is arranged and the operation direction is downlink, when the train operates to an approach rail in front of the station entrance signal in a backup mode, the communication between the RBC and the train is recovered, at the moment, the train continues to operate to a rail idle area in front of an entrance in the backup mode, at the moment, the RBC can send a front rail idle confirmation request to the train, and after the DMI detects that the train receives the front rail idle confirmation request, a confirmation key can be pressed on the DMI by a train driver, so that whether the train is switched from the backup mode to a complete mode can be checked on the DMI.
Further, when the current running mode of the train is the guidance mode, the test method for converting the complete mode in the novel train control system of the present invention is further described, for example, fig. 4 may be referred to simultaneously, and fig. 4 is a flow chart of the test method for converting the guidance mode into the complete mode in the novel train control system provided by the embodiment of the present invention, and specifically includes:
401. when the train guide receiving route is arranged, determining whether a train guide receiving route fault is set;
402. if not, arranging departure routes of the trains in the running direction, and determining whether the trains continuously run to a front rail idle area in the running direction;
403. if so, controlling the train to continuously run to a departure route after the driving permission sent by the RBC is obtained;
404. after the train is completely operated to the departure route, whether the train is converted from the guide mode to the full mode is determined through the DMI.
In this step, if the train is arranged in the guidance pickup route, and there is no fault on the train guidance pickup route after the train is switched to the guidance mode operation, when the train is operated to the corresponding front rail free area in the guidance mode, the RBC will not send a front rail free confirmation request to the train at this time. However, if the departure route of the train is arranged, the train has the permission of the full mode, after the train receives the permission of the full mode, the speed and distance curve of the train is changed into the curve of the full mode, and then the train can be continuously operated, and when the train completely enters the departure route in front, the DMI can display that the vehicle-mounted mode is changed from guidance to completion.
In addition, the condition that faults are set on the train guiding receiving path is also included, and the condition comprises the following steps:
405. if the train guide receiving route fault is set, arranging the departure route of the train in the running direction, and determining whether the train continuously runs to a front rail idle area in the running direction;
406. if yes, detecting whether the train receives a front rail idle confirmation request sent by the RBC through the DMI;
407. if so, controlling the train to continuously run to the departure route;
408. and after the train runs to the departure route completely, determining whether the train is converted from the guide mode to the full mode through the DMI.
For the above steps 405-408, if a fault occupation is set in a certain section of the arrangement guide receiving approach, the train departure approach of the train at the exit of the station inner station track in the running direction may be arranged, and then the train continues to run to the idle area of the track in front of the exit in the running direction in the guide mode, then the RBC may send a front track idle confirmation request to the train, and when the train receives the front track idle confirmation request through the DMI detection, the train driver may press the confirmation key on the DMI, and then the train speed distance curve on the DMI may display that the train running permission is extended, the train continues to run all to the train departure approach at the exit in the guide mode, and then, whether the train is converted from the guide mode to the full mode may be checked on the DMI.
Further, when the current running mode of the train is the visual mode, the test method for converting the complete mode in the novel train control system of the invention is further described, for example, fig. 5 and fig. 6 can be referred to simultaneously, and fig. 5 is a flow chart of the test method for converting the visual mode into the complete mode in the novel train control system provided by the embodiment of the invention; FIG. 6 is a flowchart of a testing method for switching from a visual mode to a full mode in another novel train control system according to an embodiment of the present invention; the method specifically comprises the following steps:
501. when the visual operation position of the train is a station track, determining that a front track idle area of the train is an outbound track idle area;
502. when the train runs to an outbound track idle area, whether the train receives a front track idle confirmation request sent by the RBC is detected through the DMI;
503. and if so, determining whether the train is converted from the visual mode to the full mode through the DMI.
In this step, if the visual operation position of the train is a certain station track in the station and the operation direction is down, the down departure route corresponding to the station track can be arranged, at this time, the train continues to operate to the front track idle area of the departure gate corresponding to the down direction in the visual mode, then, the RBC can send a front track idle confirmation request to the train, when the DMI detects that the train receives the front track idle confirmation request, the train driver can press the confirmation key on the DMI, and further, whether the train is converted from the visual mode to the full mode can be checked on the DMI.
Further, if the visual operation position of the train is an approaching rail in front of a station entering signal, the method of steps 601 to 603 in fig. 6 is executed, which specifically includes:
601. when the visual operation position of the train is an approaching rail in front of the station signal machine, determining that a rail idle area in front of the train is a station entering rail idle area;
602. when the train runs to the station entering rail idle area, whether the train receives a front rail idle confirmation request sent by the RBC is detected through the DMI;
603. if so, determining whether the train is converted from the visual mode to the full mode through the DMI.
In this step, if the visual operation position of the train is an approaching rail in front of a certain station signal, and the operation direction is downlink, the train receiving route corresponding to the station signal can be arranged, at this time, the train continues to operate to the rail idle area in front of the station entrance corresponding to the downlink in the visual mode, then, the RBC can send a front rail idle confirmation request to the train, when the DMI detects that the train receives the front rail idle confirmation request, the train driver can press the confirmation key on the DMI, and further, whether the train is converted from the visual mode to the full mode can be checked on the DMI.
Based on the implementation manner of fig. 1, it can be seen that the method for testing full mode conversion in a novel train control system provided by the invention can determine the current operation mode of a train, where the current operation mode includes a standby mode, a visual mode, a guidance mode and a backup mode, and then determine the front rail free areas corresponding to various modes when the train operates in various modes, so that the situations that different front rail free areas are converted into the full mode can be respectively designed, and a scene generated by a test sequence is fully designed. When the train runs to a corresponding front track idle area in the current running mode, whether the train receives a front track idle confirmation request sent by a RBC can be detected through the DMI, the front track idle confirmation request represents whether the train meets the condition of converting into the complete mode, if the front track idle confirmation request represents that the train meets the condition of converting into the complete mode, the train can be timely known to meet the condition of converting into the complete mode and converted, and then the train can be determined whether to be converted into the complete mode from the current running mode through the DMI, so that a driver can know the opportunity of converting from other modes into the complete mode and convert, and the running efficiency of the train is greatly improved.
Further, as an implementation of the method shown in fig. 1, an embodiment of the present invention further provides a device for testing full mode conversion in a novel train control system, which is used for implementing the method shown in fig. 1. The embodiment of the apparatus corresponds to the embodiment of the method, and for convenience of reading, details in the embodiment of the apparatus are not repeated one by one, but it should be clear that the apparatus in the embodiment can correspondingly implement all the contents in the embodiment of the method. As shown in fig. 7, the apparatus includes:
a mode determining unit 701, configured to determine a current operation mode of the train, where the current operation mode includes a standby mode, a visual mode, a guidance mode, and a backup mode;
an obtaining unit 702, configured to obtain a front rail free area corresponding to the train in the current operation mode determined by the mode determining unit 701;
a detecting unit 703, configured to detect, by using a DMI, whether a train receives a front rail idle confirmation request sent by an RBC when the train runs to a corresponding front rail idle area acquired by the acquiring unit 702, where the front rail idle confirmation request indicates whether the train meets a condition of being converted into a full mode;
a conversion determining unit 704, configured to determine, if the detecting unit 703 detects that the train is received, whether the train is converted from the current operation mode to the full mode through the DMI.
Further, an embodiment of the present invention further provides a storage medium, where the storage medium is used to store a computer program, where the computer program controls, when running, a device in which the storage medium is located to execute the test method for full mode conversion in the novel train control system described in fig. 1.
Further, an embodiment of the present invention further provides a processor, where the processor is configured to execute a program, where the program executes the test method for full mode conversion in the novel train control system shown in fig. 1 when running.
In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.
It will be appreciated that the relevant features of the method and apparatus described above are referred to one another. In addition, "first", "second", and the like in the above embodiments are for distinguishing the embodiments, and do not represent merits of the embodiments.
It can be clearly understood by those skilled in the art that, for convenience and simplicity of description, the specific working processes of the above-described systems, apparatuses and units may refer to the corresponding processes in the foregoing method embodiments, and are not described herein again.
The algorithms and displays presented herein are not inherently related to any particular computer, virtual machine, or other apparatus. Various general purpose systems may also be used with the teachings herein. The required structure for constructing such a system will be apparent from the description above. Moreover, the present invention is not directed to any particular programming language. It is appreciated that a variety of programming languages may be used to implement the teachings of the present invention as described herein, and any descriptions of specific languages are provided above to disclose the best mode of the invention.
In addition, the memory may include volatile memory in a computer readable medium, Random Access Memory (RAM) and/or nonvolatile memory such as Read Only Memory (ROM) or flash memory (flash RAM), and the memory includes at least one memory chip.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
In a typical configuration, a computing device includes one or more processors (CPUs), input/output interfaces, network interfaces, and memory.
The memory may include forms of volatile memory in a computer readable medium, Random Access Memory (RAM) and/or non-volatile memory, such as Read Only Memory (ROM) or flash memory (flash RAM). The memory is an example of a computer-readable medium.
Computer-readable media, including both non-transitory and non-transitory, removable and non-removable media, may implement information storage by any method or technology. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), Static Random Access Memory (SRAM), Dynamic Random Access Memory (DRAM), other types of Random Access Memory (RAM), Read Only Memory (ROM), Electrically Erasable Programmable Read Only Memory (EEPROM), flash memory or other memory technology, compact disc read only memory (CD-ROM), Digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices, or any other non-transmission medium that can be used to store information that can be accessed by a computing device. As defined herein, a computer readable medium does not include a transitory computer readable medium such as a modulated data signal and a carrier wave.
It should also be noted that the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. Without further limitation, an element defined by the phrase "comprising an … …" does not exclude the presence of other identical elements in the process, method, article, or apparatus that comprises the element.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The above are merely examples of the present application and are not intended to limit the present application. Various modifications and changes may occur to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included in the scope of the claims of the present application.
Claims (10)
1. A test method for complete mode conversion in a novel train control system is characterized by comprising the following steps:
determining a current operation mode of a train, wherein the current operation mode comprises a standby mode, a visual mode, a guide mode and a backup mode;
acquiring a corresponding front rail idle area of the train in a current operation mode;
when a train runs to a corresponding front track idle area, whether the train receives a front track idle confirmation request sent by an RBC is detected through DMI, and the front track idle confirmation request represents whether the train meets the condition of converting into a complete mode;
if so, determining whether the train is converted from the current operation mode to the full mode through the DMI.
2. The method of claim 1, wherein when the current operating mode of the train is the standby mode, the method comprises:
determining a standby operation position and an operation direction of a train;
determining a target standby operation position of the train based on the standby operation position and the operation direction;
when the train runs to the target standby running position in the running direction, whether the train receives a front track idle confirmation request sent by an RBC terminal interface of a CTC is detected through a DMI;
and if so, determining whether the train is converted from the standby mode to the full mode through the DMI.
3. The method of claim 1, wherein when the current operating mode of the train is a backup mode, the method comprises:
determining a backup operation position and an operation direction of the train;
determining a target backup operation position of the train based on the backup operation position and the operation direction;
when the train runs to the target backup running position in the running direction, recovering the communication between the train and the RBC;
after the communication between the train and the RBC is recovered, determining whether the train continuously runs to a front track idle area in the running direction;
if yes, detecting whether the train receives a front rail idle confirmation request sent by the RBC through the DMI;
and if so, determining whether the train is converted from the backup mode to the full mode through the DMI.
4. The method of claim 1, wherein when the current operating mode of the train is a lead mode, the method comprises:
when the train guide receiving route is arranged, determining whether a train guide receiving route fault is set;
if not, arranging departure routes of the trains in the running direction, and determining whether the trains continue to run to a front rail idle area in the running direction;
if so, controlling the train to continuously run to the departure route after the driving permission sent by the RBC is obtained;
and after the train runs to the departure route completely, determining whether the train is converted from the guide mode to the full mode through the DMI.
5. The method of claim 4, wherein after determining whether the train lead pickup route fault is set, the method further comprises:
if the train guide receiving route fault is set, arranging the departure route of the train in the running direction, and determining whether the train continuously runs to a front rail idle area in the running direction;
if yes, detecting whether the train receives a front rail idle confirmation request sent by the RBC through the DMI;
if so, controlling the train to continuously run to the departure route;
and after the train completely runs to the departure route, determining whether the train is converted into a full mode from a guide mode through the DMI.
6. The method of claim 1, wherein when the current operating mode of the train is a visual mode, the method comprises:
when the visual operation position of the train is an in-station track, determining that a front track idle area of the train is an out-station track idle area;
when the train runs to an outbound rail idle area, whether the train receives a front rail idle confirmation request sent by the RBC is detected through the DMI;
and if so, determining whether the train is converted from the visual mode to the full mode through the DMI.
7. The method of claim 6, wherein when the current operating mode of the train is the visual mode, the method further comprises:
when the visual operation position of the train is an approaching rail in front of an entrance signal machine, determining that a rail idle area in front of the train is an entrance rail idle area;
when the train runs to an entrance rail idle area, whether the train receives a front rail idle confirmation request sent by the RBC is detected through the DMI;
and if so, determining whether the train is converted from the visual mode to the full mode through the DMI.
8. A testing device for complete mode conversion in a novel train control system is characterized by comprising:
the train monitoring system comprises a mode determining unit, a monitoring unit and a control unit, wherein the mode determining unit is used for determining a current running mode of a train, and the current running mode comprises a standby mode, a visual mode, a guide mode and a backup mode;
the acquisition unit is used for acquiring a front rail idle area corresponding to the train in the current operation mode determined by the mode determination unit;
the detection unit is used for detecting whether the train receives a front rail idle confirmation request sent by the RBC or not through the DMI when the train runs to the corresponding front rail idle area acquired by the acquisition unit, wherein the front rail idle confirmation request represents whether the train meets the condition of converting into a full mode or not;
and the conversion determining unit is used for determining whether the train is converted from the current running mode to the full mode through the DMI if the detection unit detects that the train is received.
9. A storage medium, characterized in that the storage medium comprises a stored program, wherein when the program runs, a device on which the storage medium is located is controlled to execute a test method of full mode conversion in the novel train control system according to any one of claims 1 to 7.
10. A processor, characterized in that the processor is configured to run a program, wherein the program executes a test method for full mode conversion in the novel train control system according to any one of claims 1 to 7 when running.
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