Full-automatic unmanned train station-entering benchmarking parking test method and device

Abstract

The invention discloses a full-automatic unmanned train station-entering benchmarking parking test method and device, relates to the technical field of unmanned driving, and mainly aims to comprehensively cover simulation tests of various abnormal parking scenes so as to guarantee safety and reliability of benchmarking parking of a full-automatic unmanned train under different abnormal parking scenes. According to the main technical scheme, when a train runs in a full-automatic unmanned mode, a target parking lot scene is selected from preset abnormal parking lot scenes, and an abnormal parking point set according to a default parking point and a to-be-executed event corresponding to the abnormal parking point are determined according to the target parking lot scene; simulating that the train enters the station and stops at the abnormal parking point in the test environment, and detecting whether the to-be-executed event corresponding to the abnormal parking point is normally simulated and executed or not; if yes, determining that the parking test of the train in the target parking lot scene is qualified; and if not, determining that the parking test of the train in the target parking lot scene is unqualified.

Description

Technical Field

[0001] The present application relates to the field of unmanned driving technology, and in particular to a method and device for testing a fully automatic unmanned train entering a station and stopping for a target. Background Art

[0002] With the rapid development of modern communication technology, network technology, artificial intelligence and Internet of Things technology, urban rail transit is moving towards intelligence and automation. Fully automatic driverless trains (referred to as "driverless trains") have become an inevitable trend in the development of urban rail transit in the future. As the "brain" of driverless trains, the signal system plays an irreplaceable role in ensuring driving safety, improving driving efficiency and optimizing service levels. Fully automatic driverless trains meet the GoA4 level standard, that is, there is no need for a driver to be on duty in the cab during driving. After the train arrives at the station, it needs to automatically open the doors and platform doors for passengers to get on and off after accurately stopping at the mark.

[0003] Fully automatic driverless trains have made some progress in parking at designated locations when entering a station. Specifically, after the train stops at designated locations when entering a station, the doors and platform doors can be opened in conjunction, and the doors and platform doors can be closed in conjunction before the countdown to the stop is over. If the train fails to stop at designated locations accurately, the onboard controller (Carborne Controller, CC) will control the train to automatically jump to designated locations or manually to designated locations, and the signal system will monitor and protect the process and results of the jump to designated locations or manual to designated locations. At the same time, when the train enters a station, it will trigger the platform and onboard public address system (Public Address, PA) and passenger information system (Passenger Information System, PIS).

[0004] However, in the current fully automatic unmanned driving projects, the existing technology does not yet have a testing method for the train to stop at the station abnormally, such as automatically jumping to the mark or manually stopping at the mark. As a result, it is difficult to ensure the safety and reliability of the fully automatic unmanned driving train's marking in different abnormal parking scenarios. Summary of the invention

[0005] In view of the above problems, the present application provides a method and device for testing the entry of a fully automatic unmanned train into a station for targeted parking. The main purpose is to comprehensively cover simulation tests of various abnormal parking scenarios to ensure the safety and reliability of the targeted parking of fully automatic unmanned trains in different abnormal parking scenarios.

[0006] In order to solve the above technical problems, this application proposes the following solutions:

[0007] In a first aspect, the present application provides a fully automatic unmanned train station entry and benchmark parking test method, the method comprising:

[0008] When the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from preset abnormal parking scenes, and an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point are determined according to the target parking scene;

[0009] In the test environment, simulate a train entering the station and stopping at the abnormal stopping point, and detect whether the to-be-executed event corresponding to the abnormal stopping point is simulated and executed normally;

[0010] If so, it is determined that the train has passed the parking test under the target parking scenario;

[0011] If not, it is determined that the train fails the parking test under the target parking scenario.

[0012] In a second aspect, the present application provides a fully automatic unmanned train station entry and target parking test device, the device comprising:

[0013] An abnormality determination unit is used to select a target parking scene from preset abnormal parking scenes when the train is running in a fully automatic unmanned driving mode, and determine an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point according to the target parking scene;

[0014] A simulation test unit, used for simulating in a test environment that a train stops at the abnormal stop point obtained by the abnormality determination unit, and detecting whether the to-be-executed event corresponding to the abnormal stop point is normally simulated and executed;

[0015] A result determination unit, configured to determine that the train has passed the parking test in the target parking scenario if the simulation test unit detects that the to-be-executed event corresponding to the abnormal parking point is normally simulated and executed;

[0016] The result determination unit is further used to determine that the train fails the parking test in the target parking scenario if the simulation test unit detects that the to-be-executed event corresponding to the abnormal parking point is not normally simulated and executed.

[0017] In order to achieve the above-mentioned purpose, according to the third aspect of the present application, a storage medium is provided, which includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the fully automatic unmanned train entering the station and parking test method according to the first aspect mentioned above.

[0018] In order to achieve the above-mentioned purpose, according to the fourth aspect of the present application, a processor is provided, which is used to run a program, wherein when the program is running, the fully automatic unmanned train entering the station and stopping for marking test method according to the above-mentioned first aspect is executed.

[0019] By means of the above technical scheme, the present application provides a method and device for testing the station entry and target parking of a fully automatic unmanned train. When the station entry and target parking test of the fully automatic unmanned train is required, first, when the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from the preset abnormal parking scenes, and the abnormal parking point set in comparison with the default parking point and the to-be-executed event corresponding to the abnormal parking point are determined according to the target parking scene. In the test environment, the train is simulated to enter the station and stop at the abnormal parking point, and the to-be-executed event corresponding to the abnormal parking point is detected to be normally simulated and executed. If so, it is determined that the train has passed the parking test in the target parking scene, and if not, it is determined that the train has failed the parking test in the target parking scene. Through the technical scheme provided by the present application, the test thinking of the equivalence class partitioning method can be effectively used to simulate various abnormal parking scenes that are prone to occur during station entry and target parking in the test environment, so as to achieve comprehensive coverage testing of various abnormal parking scenes during station entry and target parking, greatly improving the test quality and efficiency for station entry and target parking, thereby ensuring the safety and reliability of the fully automatic unmanned train in target parking under different abnormal parking scenes.

[0020] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0022] Figure 1 A flow chart of a fully automatic unmanned train station entry and benchmark parking test method provided in an embodiment of the present application is shown;

[0023] Figure 2 Another flow chart of a fully automatic unmanned train station entry and benchmark parking test method provided by an embodiment of the present application is shown;

[0024] Figure 3 A block diagram of a fully automatic unmanned train station entry and target parking test device provided in an embodiment of the present application is shown;

[0025] Figure 4 A block diagram of another fully automatic unmanned train station entry and benchmark parking test device provided in an embodiment of the present application is shown. DETAILED DESCRIPTION

[0026] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0027] Currently in the fully automatic unmanned driving project, the existing technology does not yet have a testing method for the train to stop at the station abnormally by automatically jumping to the mark or manually stopping at the mark. As a result, it is difficult to ensure the safety and reliability of the fully automatic unmanned driving train to stop at the mark in different abnormal parking scenarios.

[0028] After research, the inventor found that the test environment can be built by linking the Train Control and Management System (TCMS), the Carborne Controller (CC), the Public Address (PA) and the Passenger Information System (PIS), and different abnormal parking points and corresponding pending events can be deployed in accordance with the default parking points of precise target parking to set different abnormal parking scenarios, and any target parking scenario selected in the abnormal parking scenario can be simulated in the test environment, so as to determine whether different abnormal parking scenarios are qualified through simulation results. In this way, comprehensive coverage testing of various abnormal parking scenarios during station-bound target parking can be achieved, which greatly improves the test quality and efficiency of station-bound target parking, thereby ensuring the safety and reliability of fully automatic unmanned trains in target parking under different abnormal parking scenarios.

[0029] Based on the above considerations, the embodiment of the present application provides a test method for a fully automatic unmanned train entering a station for a targeted parking. This method can comprehensively cover the simulation tests of various abnormal parking scenarios to ensure the safety and reliability of the fully automatic unmanned train for targeted parking in different abnormal parking scenarios. The specific execution steps are as follows: Figure 1 As shown, including:

[0030] 101. When the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from preset abnormal parking scenes, and an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point are determined according to the target parking scene.

[0031] In this step, the fully automatic unmanned driving mode (FAM mode) refers to the operation mode in which all operations of the train, including departure, operation, entry and stop, door opening and closing, and departure, are automatically completed by the on-board controller without driver intervention during the entire operation process. Among them, authorization refers to the authorization of the train to enter the FAM mode at the central dispatching workstation (OCC), operation refers to the automatic control of the train's traction, braking, speed, etc. by the on-board controller (CC) according to the predetermined operation plan and real-time data, standard parking refers to the automatic standard parking of the train according to the preset default stop point (SSP), door opening and closing refers to the automatic linkage of the door and platform door after the train stops accurately, and departure refers to the automatic departure and departure after the stop time ends. This mode usually meets the GoA4 level standard, that is, the highest level of automation. In this mode, in order to improve the accuracy of entry and stop, the precise parking position, that is, the default stop point (SSP), will be pre-set at each platform. It is usually carefully designed and calibrated to ensure that when the train enters and stops at the default stop point, the door can be accurately aligned with the platform door, which is convenient for passengers to get on and off.

[0032] Abnormal parking scenarios refer to various situations in which the train fails to stop accurately at the preset default parking point during the process of entering the station. These scenarios simulate various abnormal parking situations that may occur in actual operations, such as stopping before the default parking point or stopping after the default parking point. In order to fully cover and accurately divide these scenarios, in addition to the default parking point, it is also necessary to combine the specified distance. The specified distance refers to the maximum distance that the train is allowed to deviate from the default parking point when entering the station. It is set according to safety and operational requirements to ensure that the train can still safely complete necessary operations, such as the linkage opening and closing of the doors and platform doors, even if it deviates slightly from the default parking point. For example, 5 meters, etc., the specific value can be adjusted according to actual conditions.

[0033] Based on the above description of the default parking point and the specified distance, a variety of abnormal parking scenarios can be pre-defined in combination with the default parking point and the specified distance, including but not limited to parking under the mark within the specified distance, parking under the mark outside the specified distance, parking over the mark within the specified distance, and parking over the mark outside the specified distance, etc. The parking under the mark is used to indicate that the target parking point is located before the default parking point, and the parking over the mark is used to indicate that the target parking point is located after the default parking point. Since different abnormal parking scenarios require different events to be executed, such as when parking under the mark or over the mark within the specified distance, it is necessary to perform an inaccurate alarm, automatic jump to the mark parking, etc., therefore, the abnormal parking points corresponding to different abnormal parking scenarios and the related events that need to be executed when parking at the abnormal parking points can be deployed in accordance with the default parking points and the specified distance, that is, the pending events, which are used to represent the relevant events of the train adjusting the mark with the default parking point and the linkage between the train and the platform based on the adjustment result after the adjustment, and different abnormal parking scenarios are set accordingly to fully cover various parking abnormalities that may occur in actual operation, that is, each abnormal parking scenario includes different abnormal parking points set in accordance with the default parking points and the pending events corresponding to the different abnormal parking points.

[0034] When any of the above-mentioned multiple abnormal parking scenarios needs to be tested, a target parking scenario can be selected therefrom, and the corresponding abnormal parking point and the to-be-executed event corresponding to the abnormal parking point can be determined according to the target parking scenario to execute step 102 .

[0035] 102. In the test environment, simulate a train entering a station and stopping at an abnormal stopping point, and detect whether the pending events corresponding to the abnormal stopping point are simulated and executed normally.

[0036] In this step, the test environment is used to characterize the linkage between the train control and management system and the on-board controller, the passenger information system and the broadcasting system. Specifically, it can be built for the benchmark parking test, that is, to simulate the on-board controller to link the train control and management system, and trigger the passenger information system and the broadcasting system. After the target parking scene is determined in step 101, since the target parking scene includes its corresponding abnormal parking point and the pending events corresponding to the abnormal parking point, it is possible to simulate in the test environment that the train is forced to stop at the abnormal parking point, and detect whether the corresponding pending events are normally simulated and executed. Specifically, since the pending events corresponding to different abnormal parking scenes are in a sequence, the pending events can be divided into several simulated execution events, and whether they are normally executed can be detected separately. If so, step 103 is executed, otherwise step 104 is executed.

[0037] Exemplary:

[0038] Taking under-stopping within a specified distance as an example, the first simulation execution event may include the on-board controller sending an alert to the automatic train monitoring subsystem (ATS) that the train has not stopped properly, the on-board controller controlling the train to jump forward to align with the mark, the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, etc. The second simulation execution event may include executing the door linkage platform door opening and closing when the forward jump to align with the mark completes the aligned stop within a preset number of jumps, triggering manual driving to align with the mark when the forward jump to align with the mark fails to complete the aligned stop within a preset number of jumps, etc.

[0039] Taking under-stopping outside the specified distance as an example, the first simulation execution event may include the on-board controller sending an alert to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump forward to align with the mark, the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, etc. The second simulation execution event may include executing the door linkage platform door opening and closing when the forward jump to align with the mark completes the aligned stop within the preset number of jumps, triggering manual driving to align with the mark when the forward jump to align with the mark fails to complete the aligned stop within the preset number of jumps, etc.

[0040] Taking under-stopping outside the specified distance as an example, the first simulation execution event may include the on-board controller sending an alert to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump forward to align with the mark, the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, etc. The second simulation execution event may include executing the door linkage platform door opening and closing when the forward jump to align with the mark completes the aligned stop within the preset number of jumps, triggering manual driving to align with the mark when the forward jump to align with the mark fails to complete the aligned stop within the preset number of jumps, etc.

[0041] Taking over-mark parking within a specified distance as an example, the first simulation execution event may include the on-board controller controlling the train to apply the maximum common brake, the on-board controller sending an alarm to the automatic train monitoring subsystem for not stopping properly, the on-board controller controlling the train to jump backwards to align with the mark, the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, etc. The second simulation execution event may include executing the door linkage platform door opening and closing when the backward jump aligns with the mark and the marked parking is completed within a preset number of jumps, triggering manual driving alignment or remote authorization to run forward to the next station and start the train again to align with the mark when the backward jump aligns with the mark and the marked parking is not completed within the preset number of jumps, etc.

[0042] Taking over-the-mark parking beyond the specified distance as an example, the first simulated execution event may include the on-board controller controlling the train to apply emergency braking and the emergency braking cannot be relieved, the on-board controller sending an accurate stopping alarm to the automatic train monitoring subsystem, triggering manual driving to mark or remote authorization to run forward to the next station and then depart again for mark; the second simulated execution event may include manual driving to mark or remote authorization to run forward to the next station and then depart again for mark. When the marked parking is completed, the door linkage and platform door opening and closing are executed.

[0043] In addition, after the test environment is built, in order to ensure the stability and reliability of the test environment and thus ensure the effectiveness of the station entry benchmark parking test, the preconditions related to the parking benchmark test can be set in advance, and before the test, the test environment can be tested to see if it meets the preconditions, such as the train movement authorization meets the station entry parking conditions, the platform door is closed and locked, the platform emergency stop button and personnel safety protection switch are not pressed, and the platform is not set with a jump stop command, etc. If they are met, the test will continue, otherwise an alarm will be triggered or the test will be stopped.

[0044] 103. Determine that the train passes the parking test under the target parking scenario.

[0045] In this step, the test results of all pending events in the target parking scenario are summarized to ensure that each pending event is simulated and executed normally. If all pending events are simulated and executed normally, the test result is recorded as qualified. Specifically, the test report can be updated to record the specific circumstances of the qualified test, including test time, test environment, test personnel and other information.

[0046] 104. Determine that the train fails the parking test under the target parking scenario.

[0047] In this step, the detection results of all pending events in the target parking scenario are also summarized to identify pending events that have not been simulated normally. If any pending event has not been simulated normally, the test result is recorded as unqualified. Specifically, the test report can be updated to record the specific circumstances of the test failure, including pending events that have not been simulated normally, possible reasons, and recommended improvement measures. It is also possible to troubleshoot the unqualified items in the test report, analyze the reasons, propose improvement measures, and retest to verify the effectiveness of the improvement measures until all pending events are simulated normally.

[0048] Based on the above Figure 1It can be seen from the implementation method that, by means of the above technical scheme, the present application provides a method for testing the entry and target parking of a fully automatic unmanned train. When the fully automatic unmanned train needs to be tested for the entry and target parking, first, when the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from the preset abnormal parking scenes, and the abnormal parking point set in comparison with the default parking point and the to-be-executed event corresponding to the abnormal parking point are determined according to the target parking scene. In the test environment, the train is simulated to enter the station and stop at the abnormal parking point, and the to-be-executed event corresponding to the abnormal parking point is detected. Whether the simulation execution is normal, if so, it is determined that the train has passed the parking test in the target parking scene, otherwise it is determined that the train has failed the parking test in the target parking scene. Through the technical scheme provided by the present application, the test thinking of the equivalence class partitioning method can be effectively used, and various abnormal parking scenes that are prone to occur during the entry and target parking are simulated in the test environment, so as to achieve comprehensive coverage test of various abnormal parking scenes during the entry and target parking, which greatly improves the test quality and efficiency for the entry and target parking, thereby ensuring the safety and reliability of the fully automatic unmanned train in the target parking scene.

[0049] Further, the preferred embodiment of the present application is in the above Figure 1 Based on this, a detailed description of the process of the fully automatic unmanned train entering the station for benchmark parking test is given. The specific steps are as follows: Figure 2 As shown, including:

[0050] 201. When the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from preset abnormal parking scenes, and an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point are determined according to the target parking scene.

[0051] This step is combined with the description of step 101 in the above method, and the same contents will not be repeated here.

[0052] It should be noted that abnormal parking scenarios include at least parking within the specified distance, parking outside the specified distance, parking within the specified distance, and parking outside the specified distance. Parking within the specified distance is used to characterize that the target parking point is before the default parking point, and parking over the specified distance is used to characterize that the target parking point is after the default parking point.

[0053] In order to improve the integrity of the benchmark parking test, a normal parking scene can be set up separately as an additional parking scene, that is, a one-time benchmark parking. The benchmark parking is used to represent that the train enters the station and stops at the default parking point, and it can be done by detecting whether the car door is linked to the opening and closing of the platform door.

[0054] 202. Determine whether the test environment meets the preconditions for the parking test.

[0055] Among them, the test environment is used to characterize the linkage between the train control and management system and the on-board controller, passenger information system and broadcasting system respectively. The preconditions include that the train movement authorization meets the conditions for entering the station and stopping, the platform door is closed and locked, the platform's emergency stop button and personnel safety protection switch are not pressed, and the platform has no jump stop command set.

[0056] In this step, although the test environment links the train control and management system, on-board controller, passenger information system and broadcasting system, its reliability and stability cannot be guaranteed. Therefore, it is necessary to test whether the test environment meets the preconditions, specifically:

[0057] A. Handle the scheduled vehicle or set the destination number, automatically arrange the departure route and open the signal according to the timetable;

[0058] B. Close the cabs at both ends, press the FAM button, and authorize the train to enter FAM mode at the central dispatching workstation. The train can enter FAM mode and run in FAM mode, and the next station information of the train is displayed correctly;

[0059] C. The train runs normally in the section in FAM mode;

[0060] D. The onboard controller sends the traction brake command MDR\BDR to the train control and management system, and the traction brake system receives the control command forwarded by the train control and management system to traction the train to run;

[0061] E. Check the status of the platform doors of the station ahead of the train to ensure that the current platform doors are normally closed and locked, the platform doors are not isolated, and the train doors can be linked to the platform doors to open;

[0062] F. Check the status of the emergency stop button and personnel safety protection switch at the station ahead of the train to ensure that the button and switch are not pressed, the platform emergency stop area is not activated, and the train can enter the station normally without triggering the emergency brake;

[0063] G. Check that the platform ahead of the train has not been set with any jump train or jump station command through the automatic train monitoring subsystem. After the train enters the platform, it can stop at the pre-set stop point of the platform according to the mobile authorization end point and train position information calculated by the zone controller (ZC).

[0064] For the test environment, specifically:

[0065] A. Build a test environment to simulate the on-board controller linking the train control and management system to trigger the passenger information system and broadcasting system. That is, before the train enters the station, the on-board controller links the train control and management system to trigger the train entry broadcast and passenger information display, as well as the platform entry broadcast and passenger information display, to announce the train entry information;

[0066] B. After the train enters the station in FAM mode, it stops at the preset stopping point. That is, when the FAM mode train enters the station, the train automatically stops at the preset stopping point on the platform. After stopping, the on-board controller reports the current train stopping information to the automatic train monitoring subsystem, that is, whether the train has stopped accurately or not, and issues an alarm.

[0067] Through the above specific detection of the test environment, when it meets the preconditions, step 203 is executed, otherwise, step 206 is executed.

[0068] 203. In the test environment, simulate a train entering a station and stopping at an abnormal stopping point, and determine whether the pending event corresponding to the abnormal stopping point is simulated and executed.

[0069] This step is combined with the description of step 102 in the above method, and the same contents are not repeated here.

[0070] It should be noted that, since step 202 has determined that the test environment meets the prerequisite, that is, it can accurately and effectively perform station entry benchmarking tests on different abnormal parking scenarios, and abnormal parking scenarios are also known to include parking within the specified distance, parking outside the specified distance, parking within the specified distance, and parking outside the specified distance. Therefore, any of the above scenarios can be used as a target parking scenario for testing, wherein the target parking scenario can be selected for testing according to the test requirements, or a default order can be set to be tested in sequence as the target parking scenarios, and this embodiment does not limit this.

[0071] Different abnormal parking scenarios are taken as target parking scenarios, including the following scenarios:

[0072] Case 1:

[0073] When the target parking scenario is a parking without a mark within a specified distance, the specific execution process of simulating the train entering the station and stopping at an abnormal parking point in the test environment and the pending events corresponding to the abnormal parking point are as follows: when the train is forced to enter the station and stop at an abnormal parking point, the first simulated execution event and the second simulated execution event are respectively detected to see whether they are executed normally. The first simulated execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump forward to align with the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state. The second simulated execution event includes executing the door linkage platform door opening and closing when the forward jump aligns with the mark and completes the aligning stop within a preset number of jumps, and triggering manual driving aligning when the forward jump aligns with the mark and fails to complete the aligning stop within a preset number of jumps. If so, it is determined that the pending events corresponding to the parking without a mark within a specified distance are executed normally; if not, it is determined that the pending events corresponding to the parking without a mark within a specified distance are not executed normally.

[0074] For the above simulation test process, specifically:

[0075] ① The train is forced to enter the station and stop at an abnormal stop point before the default stop point, and the distance from the default stop point does not exceed the specified distance;

[0076] ② The on-board controller sends an alarm to the automatic train monitoring subsystem for non-stopping. The central dispatching workstation displays the alarm information of non-stopping trains and forwards the alarm information to the integrated monitoring system.

[0077] ③ The onboard controller controls the train to jump forward to meet the target. The train moves slowly according to the direction command output by the onboard controller and the traction command MDR, the light traction command LBD, and the traction brake level MBC command, and meets the target again. The direction command is forward.

[0078] ④ The central dispatching workstation and vehicle dispatching workstation (Depot Control Center, DCC) of the automatic train monitoring subsystem synchronously display the current jumping status of the train;

[0079] ⑤ If the simulated train cannot stop accurately after three jumps, the train will output emergency braking and cannot continue to move. The central dispatching workstation needs to remotely authorize the train to run to the next station, or activate the cab key to manually drive the train to stop at the mark. At the same time, the central dispatching workstation will display an alarm message of failure to stop accurately;

[0080] ⑥ The simulated train stops accurately before the three-jump mark. After the train stops accurately, the central dispatching workstation displays the train stop status. The automatic train monitoring subsystem sends a stop countdown to the on-board controller. At the same time, the on-board controller automatically sends a DOC command to link the car doors and platform doors to open. During the stop time, the car doors and platform doors remain open. Before the end of the stop countdown, the on-board controller automatically sends a DCC command to link the car doors and platform doors to close, and the train automatically departs from the station.

[0081] Case 2:

[0082] When the target parking scenario is a stop beyond the specified distance, the specific execution process of simulating the train entering the station and stopping at an abnormal stopping point and the pending events corresponding to the abnormal stopping point in the test environment is as follows: when the train is forced to enter the station and stop at an abnormal stopping point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are executed normally. The first simulation execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly and the on-board controller controlling the train to move forward and start again to meet the standard. The second simulation execution event includes executing the door-linked platform door opening and closing when the train moves forward and meets the standard and stops. If so, it is determined that the pending events corresponding to the stop beyond the specified distance are executed normally. If not, it is determined that the pending events corresponding to the stop beyond the specified distance are not executed normally.

[0083] For the above simulation test process, specifically:

[0084] ① The train is forced to enter the station and stop at another abnormal stop before the default stop, and the distance from the default stop exceeds the specified distance;

[0085] ② The on-board controller sends an alarm to the automatic train monitoring subsystem for non-stopping. The central dispatching workstation displays the alarm information of non-stopping trains and forwards the alarm information to the integrated monitoring system.

[0086] ③ The onboard controller controls the train to continue running in FAM mode, outputs traction command MDR, traction command BDR and traction brake level MBC to control the movement of the train, and starts the train again to stop at the target;

[0087] ④ After the simulated train departs again, it stops at the designated location. The central dispatching workstation displays that the train is in the stopped state. The automatic train monitoring subsystem sends a stop countdown to the on-board controller. At the same time, the on-board controller automatically sends a DOC command to link the car doors and platform doors to open. During the stop time, the car doors and platform doors remain open. Before the end of the stop countdown, the on-board controller automatically sends a DCC command to link the car doors and platform doors to close, and the train automatically departs from the station.

[0088] Case 3:

[0089] When the target parking scenario is over-standard parking within the specified distance, the specific execution process of simulating the train entering the station and stopping at an abnormal parking point in the test environment and the pending events corresponding to the abnormal parking point is as follows: when the train is forced to enter the station and stop at an abnormal parking point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are executed normally. The first simulation execution event includes the on-board controller controlling the train to apply the maximum common brake, the on-board controller issuing an inaccurate stopping alarm to the automatic train monitoring subsystem, the on-board controller controlling the train to jump backwards to match the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state. The second simulation execution event includes executing the door linkage platform door opening and closing when the backward jump matching is completed within the preset number of jumps to match the mark and triggering manual driving matching or remote authorization to run forward to the next station and start again for matching when the backward jump matching is not completed within the preset number of jumps. If so, it is determined that the pending events corresponding to the over-standard parking within the specified distance are executed normally; if not, it is determined that the pending events corresponding to the over-standard parking within the specified distance are not executed normally.

[0090] For the above simulation test process, specifically:

[0091] ① The train is forced to enter the station and stop at an abnormal stop point after the default stop point, and the distance from the default stop point does not exceed the specified distance;

[0092] ② The on-board controller applies maximum common braking to the vehicle;

[0093] ③ The on-board controller sends an alarm to the automatic train monitoring subsystem for non-stopping. The central dispatching workstation displays the alarm information of non-stopping trains and forwards the alarm information to the integrated monitoring system.

[0094] ④ The on-board controller controls the train to jump backwards to align with the mark. The train controls the train to move slowly according to the direction command output by the on-board controller and the traction command MDR, light brake command LBD and traction brake level MBC command, and aligns with the mark again. The direction command is backwards;

[0095] ⑤ The central dispatching workstation and vehicle dispatching workstation of the automatic train monitoring subsystem synchronously display the current jumping status of the train;

[0096] ⑥ If the simulated train cannot stop accurately after three jumps, the train will output emergency brake and cannot continue to move. The central dispatching workstation needs to remotely authorize the train to run to the next station, or activate the cab key to manually drive the train to stop at the mark. At the same time, the central dispatching workstation will display an alarm message of failure to stop accurately;

[0097] ⑦ The simulated train stops accurately before the three-jump mark. After the train stops accurately, the central dispatching workstation displays the train stop status. The automatic train monitoring subsystem sends a stop countdown to the on-board controller. At the same time, the on-board controller automatically sends a DOC command to link the car doors and platform doors to open. During the stop time, the car doors and platform doors remain open. Before the end of the stop countdown, the on-board controller automatically sends a DCC command to link the car doors and platform doors to close, and the train automatically departs from the station.

[0098] Case 4:

[0099] When the target parking scenario is to stop beyond the specified distance, the specific execution process of simulating the train entering the station and stopping at an abnormal parking point in the test environment and the pending events corresponding to the abnormal parking point are as follows: when the train is forced to enter the station and stop at an abnormal parking point, the first simulated execution event and the second simulated execution event are respectively detected to see whether they are executed normally. The first simulated execution event includes the on-board controller controlling the train to apply emergency braking and the emergency braking cannot be relieved, the on-board controller sending an inaccurate stopping alarm to the automatic train monitoring subsystem and triggering manual driving to mark or remote authorization to move forward to the next station and then depart for marking. The second simulated execution event includes manual driving to mark or remote authorization to move forward to the next station and then depart for marking to complete the marking. When the marked parking is completed, the door linkage platform door opening and closing is executed; if so, it is determined that the pending events corresponding to the stopping beyond the specified distance are executed normally; if not, it is determined that the pending events corresponding to the stopping beyond the specified distance are not executed normally.

[0100] For the above simulation test process, specifically:

[0101] ① The train is forced to enter the station and stop at another abnormal stop point after the default stop point, and the distance from the default stop point exceeds the specified distance;

[0102] ② The on-board controller applies emergency brakes to the vehicle and the emergency brakes cannot be relieved, and the train cannot continue to run;

[0103] ③ The on-board controller sends an alarm to the automatic train monitoring subsystem for non-stopping. The central dispatching workstation displays the alarm information of non-stopping trains and forwards the alarm information to the integrated monitoring system.

[0104] ④ Remotely authorize the train to continue running to the next station through the central dispatching workstation, or activate the cab key, manually release the emergency brake, cut off the automatic train protection (ATP), and then manually drive the train to stop at the target;

[0105] ⑤ The train stops at the current station or the next station. The central dispatching workstation displays the train stop status. The automatic train monitoring subsystem sends a stop countdown to the on-board controller. At the same time, the on-board controller automatically issues a DOC command to link the car doors and platform doors to open. During the stop time, the car doors and platform doors remain open. Before the stop countdown ends, the on-board controller automatically issues a DCC command to link the car doors and platform doors to close, and the train automatically departs from the station.

[0106] In addition, the simulation test process of the normal parking scenario corresponding to the one-time benchmark parking mentioned above is as follows:

[0107] ① In FAM mode, the train stops at the default stop point, checks the next stop information of the train on the driver machine interface (DMI), and automatically updates to the next stop. The onboard controller outputs the stop traction and brake application code ZVRD=0, and the vehicle feedback ZVBA=1, which indicates that the train has stopped accurately and stably.

[0108] ② The central dispatching workstation displays the train stop status, and the automatic train monitoring subsystem sends a stop countdown to the on-board controller. At the same time, the on-board controller automatically issues a DOC command, and the train doors and platform doors are automatically opened. During the stop time, the train doors and platform doors remain open. Before the stop countdown ends, the on-board controller automatically issues a DCC command, and the train doors and platform doors are automatically closed, and the FAM mode train automatically departs from the station.

[0109] 204. Determine whether the train passes the parking test under the target parking scenario.

[0110] This step is combined with the description of step 103 in the above method, and the same content is not repeated here.

[0111] 205. Determine that the train fails the parking test under the target parking scenario.

[0112] This step is combined with the description of step 104 in the above method, and the same content is not repeated here.

[0113] 206. Generate test alarm information corresponding to the test environment.

[0114] In this step, since step 202 has determined that the test environment does not meet the preconditions, in order to avoid the waste of computing resources caused by invalid tests and the safety and reliability of the fully automatic unmanned train's targeted parking in different abnormal parking scenarios affected by inaccurate test results, the unsatisfied preconditions and their specific reasons can be recorded and analyzed, and test alarm information corresponding to the test environment can be generated accordingly to facilitate subsequent repairs. At the same time, the test can be suspended until the unsatisfied preconditions are repaired and then re-tested.

[0115] Furthermore, as a response to the above Figure 1-2 The implementation of the method embodiment shown in the figure, the embodiment of the present application provides a fully automatic unmanned train entry and station parking test device, which is used to comprehensively cover the simulation test of various abnormal parking scenarios, so as to ensure the safety and reliability of the fully automatic unmanned train parking in different abnormal parking scenarios. The embodiment of the device corresponds to the aforementioned method embodiment. For ease of reading, this embodiment will no longer repeat the details of the aforementioned method embodiment one by one, but it should be clear that the device in this embodiment can correspond to all the contents of the aforementioned method embodiment. Specifically, Figure 3 As shown, the device comprises:

[0116] The abnormality determination unit 31 is used to select a target parking scene from preset abnormal parking scenes when the train is running in the fully automatic unmanned driving mode, and determine an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point according to the target parking scene;

[0117] A simulation test unit 32 is used to simulate, in a test environment, a train entering a station and stopping at the abnormal stop point obtained by the abnormality determination unit 31, and detect whether the to-be-executed event corresponding to the abnormal stop point is simulated and executed normally;

[0118] A result determination unit 33 is used to determine that the train has passed the parking test in the target parking scenario if the simulation test unit 32 detects that the to-be-executed event corresponding to the abnormal parking point is normally simulated and executed;

[0119] The result determination unit 33 is further used to determine that the train fails the parking test in the target parking scenario if the simulation test unit 32 detects that the to-be-executed event corresponding to the abnormal parking point is not normally simulated and executed.

[0120] Further, such as Figure 4 As shown,

[0121] The abnormal parking scenarios include at least parking under the specified distance, parking under the specified distance, parking over the specified distance, and parking over the specified distance.

[0122] The under-parking is used to indicate that the target parking point is located before the default parking point;

[0123] The over-parking is used to indicate that the target parking point is located after the default parking point.

[0124] Further, such as Figure 4 As shown, the target parking scenario is parking within a specified distance; the simulation test unit 32 includes:

[0125] The first simulation module 321 is used to detect whether the first simulation execution event and the second simulation execution event are executed normally when the train is forced to enter the station and stop at the abnormal stop point. The first simulation execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump forward to match the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state. The second simulation execution event includes executing the door linkage platform door opening and closing when the forward jump match is completed within a preset number of jumps and triggering manual driving match when the forward jump match is not completed within a preset number of jumps.

[0126] A first determining module 322 is configured to determine that the event to be executed corresponding to the under-mark parking within the specified distance is executed normally if the first simulation module 321 detects that the first simulation execution event and the second simulation execution event are executed normally;

[0127] The first determination module 322 is further configured to determine that the to-be-executed event corresponding to the under-mark parking within the specified distance is not normally executed if the first simulation module 321 detects that the first simulation execution event and the second simulation execution event are not normally executed.

[0128] Further, such as Figure 4 As shown, the target parking scenario is parking outside the specified distance; the simulation test unit 32 includes:

[0129] The second simulation module 323 is used to detect whether the first simulation execution event and the second simulation execution event are executed normally when the train is forced to enter the station and stop at the abnormal stop point. The first simulation execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly and the on-board controller controlling the train to move forward and start again to meet the standard. The second simulation execution event includes executing the door linkage platform door opening and closing when the train moves forward and stops again to meet the standard.

[0130] A second determination module 324 is configured to determine that the event to be executed corresponding to the under-mark parking outside the specified distance is executed normally if the second simulation module 323 detects that the first simulation execution event and the second simulation execution event are executed normally;

[0131] The second determination module 324 is further configured to determine that the to-be-executed event corresponding to the under-mark parking outside the specified distance is not normally executed if the second simulation module 323 detects that the first simulation execution event and the second simulation execution event are not normally executed.

[0132] Further, such as Figure 4 As shown, the target parking scenario is parking over the specified distance; the simulation test unit 32 includes:

[0133] The third simulation module 325 is used to detect whether the first simulation execution event and the second simulation execution event are executed normally when the train is forced to enter the station and stop at the abnormal stop point. The first simulation execution event includes the on-board controller controlling the train to apply the maximum common brake, the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump backwards to match the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state. The second simulation execution event includes executing the door linkage platform door opening and closing when the backward jump matching is completed within a preset number of jumps, and triggering manual driving matching or remote authorization to run forward to the next station and start again for matching when the backward jump matching is not completed within a preset number of jumps.

[0134] A third determination module 326 is used to determine that the event to be executed corresponding to the over-the-mark parking within the specified distance is executed normally if the third simulation module 325 detects that the first simulation execution event and the second simulation execution event are executed normally;

[0135] The third determination module 326 is further used to determine that the to-be-executed event corresponding to over-limit parking within the specified distance is not normally executed if the third simulation module 325 detects that the first simulation execution event and the second simulation execution event are not normally executed.

[0136] Further, such as Figure 4 As shown, the target parking scenario is parking beyond the specified distance; the simulation test unit 32 includes:

[0137] The fourth simulation module 327 is used to detect whether the first simulation execution event and the second simulation execution event are executed normally when the train is forced to enter the station and stop at the abnormal stop point, the first simulation execution event includes the on-board controller controlling the train to apply emergency braking and the emergency braking cannot be relieved, the on-board controller sends an alarm to the automatic train monitoring subsystem that the train has not stopped properly, and triggers manual driving for benchmarking or remote authorization to move forward to the next station and start again for benchmarking, and the second simulation execution event includes the manual driving for benchmarking or the remote authorization to move forward to the next station and start again for benchmarking to complete the benchmarking stop and execute the door linkage platform door opening and closing;

[0138] A fourth determination module 328 is configured to determine that the event to be executed corresponding to the parking beyond the specified distance is executed normally if the fourth simulation module 327 detects that the first simulation execution event and the second simulation execution event are executed normally;

[0139] The fourth determination module 328 is further used to determine that the to-be-executed event corresponding to the over-limit parking outside the specified distance is not normally executed if the fourth simulation module 327 detects that the first simulation execution event and the second simulation execution event are not normally executed.

[0140] Further, such as Figure 4 As shown,

[0141] The door-linked platform door opening and closing includes the automatic train monitoring subsystem sending a stop countdown to the on-board controller, the on-board controller controlling the door-linked platform door to open and controlling the door-linked platform door to close before the stop countdown ends, and the on-board controller controlling the train to leave the station.

[0142] Further, such as Figure 4 As shown, the device also includes:

[0143] A judgment unit 34 is used to judge whether the test environment meets the preconditions of the parking test before the simulation test unit 32, and the test environment is used to represent that the train control and management system are linked with the on-board controller, the passenger information system and the broadcasting system respectively, and the preconditions include that the train movement authorization meets the station parking conditions, the platform door of the platform is closed and locked, the emergency stop button and the personnel safety protection switch of the platform are not pressed, and the platform is not set with a trip stop instruction;

[0144] The simulation test unit 32 is specifically used for:

[0145] If the judging unit 34 judges that the test environment meets the preconditions of the parking test, then the test environment simulates the train entering the station and stopping at the abnormal parking point, and judges whether the to-be-executed event corresponding to the abnormal parking point is simulated and executed;

[0146] The alarm feedback unit 35 is used to generate test alarm information corresponding to the test environment if the judgment unit 34 judges that the test environment meets the preconditions of the parking test.

[0147] Furthermore, an embodiment of the present application further provides a storage medium, wherein the storage medium is used to store a computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute the above Figure 1-2 The fully automatic unmanned train entry and benchmark parking test method described in.

[0148] Furthermore, the embodiment of the present application also provides a processor, the processor is used to run a program, wherein the program executes the above Figure 1-2 The fully automatic unmanned train entry and benchmark parking test method described in.

[0149] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0150] It is understandable that the related features in the above methods and devices can be referenced to each other. In addition, the "first", "second" and the like in the above embodiments are used to distinguish the embodiments, but do not represent the advantages and disadvantages of the embodiments.

[0151] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0152] The algorithm and display provided herein are not inherently related to any particular computer, virtual system or other device. Various general purpose systems can also be used together with the teachings based on this. According to the above description, it is obvious that the structure required for constructing such systems. In addition, the application is not directed to any specific programming language either. It should be understood that various programming languages ​​can be utilized to realize the content of the application described herein, and the description of the specific language above is for the purpose of disclosing the best mode of implementation of the application.

[0153] In addition, the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0154] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0155] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0156] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0157] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0158] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0159] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0160] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules 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 disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0161] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0162] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0163] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.

Claims

1. A fully automatic unmanned train station entry and benchmark parking test method, characterized in that: The method comprises: When the train is running in the fully automatic unmanned driving mode, a target parking scene is selected from preset abnormal parking scenes, and an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point are determined according to the target parking scene; In the test environment, simulate a train entering the station and stopping at the abnormal stopping point, and detect whether the to-be-executed event corresponding to the abnormal stopping point is simulated and executed normally; If so, it is determined that the train has passed the parking test under the target parking scenario; If not, it is determined that the train fails the parking test under the target parking scenario.

2. The method according to claim 1, characterized in that The abnormal parking scenarios include at least parking under the specified distance, parking under the specified distance, parking over the specified distance, and parking over the specified distance. The under-parking is used to indicate that the target parking point is located before the default parking point; The over-parking is used to indicate that the target parking point is located after the default parking point.

3. The method according to claim 2, characterized in that The target parking scenario is parking within a specified distance; In the test environment, simulate the train entering the station and stopping at an abnormal stop point, and detect whether the pending events corresponding to the abnormal stop point are simulated and executed normally, including: When the train is forced to enter the station and stop at the abnormal stop point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are executed normally, the first simulation execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump forward to match the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, the second simulation execution event includes executing the door linkage platform door opening and closing when the forward jump match is completed within a preset number of jumps to match the mark and triggering manual driving to match the mark when the forward jump match is not completed within the preset number of jumps to match the mark; If so, it is determined that the to-be-executed event corresponding to the under-marked parking within the specified distance is executed normally; If not, it is determined that the to-be-executed event corresponding to the under-mark parking within the specified distance has not been executed normally.

4. The method according to claim 2, characterized in that: The target parking scenario is parking outside the specified distance; In the test environment, simulate the train entering the station and stopping at an abnormal stop point, and detect whether the pending events corresponding to the abnormal stop point are simulated and executed normally, including: When the train is forced to enter the station and stop at the abnormal stop point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are executed normally, the first simulation execution event includes the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly and the on-board controller controlling the train to move forward and start again to meet the standard, and the second simulation execution event includes executing the door linkage platform door opening and closing when the train moves forward and stops again to meet the standard; If so, it is determined that the to-be-executed event corresponding to the under-marked parking outside the specified distance is executed normally; If not, it is determined that the to-be-executed event corresponding to the under-mark parking outside the specified distance is not executed normally.

5. The method according to claim 2, characterized in that: The target parking scenario is parking over the specified distance; In the test environment, simulate the train entering the station and stopping at an abnormal stop point, and detect whether the pending events corresponding to the abnormal stop point are simulated and executed normally, including: When the train is forced to enter the station and stop at the abnormal stop point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are executed normally, the first simulation execution event includes the on-board controller controlling the train to apply the maximum common brake, the on-board controller sending an alarm to the automatic train monitoring subsystem that the train has not stopped properly, the on-board controller controlling the train to jump backwards to match the mark, and the automatic train monitoring subsystem synchronously displaying that the train is currently in a jumping state, the second simulation execution event includes the execution of the door linkage platform door opening and closing when the backward jump matching completes the matching stop within a preset number of jumps, and the triggering of manual driving matching or remote authorization to move forward to the next station and start the train again to match the mark when the backward jump matching fails to complete the matching stop within a preset number of jumps; If so, it is determined that the to-be-executed event corresponding to the over-mark parking within the specified distance is executed normally; If not, it is determined that the to-be-executed event corresponding to the over-the-mark parking within the specified distance has not been executed normally.

6. The method according to claim 2, characterized in that The target parking scenario is parking beyond the specified distance; In the test environment, simulate the train entering the station and stopping at an abnormal stop point, and detect whether the pending events corresponding to the abnormal stop point are simulated and executed normally, including: When the train is forced to enter the station and stop at the abnormal stop point, the first simulation execution event and the second simulation execution event are respectively detected to see whether they are normally executed, the first simulation execution event includes the on-board controller controlling the train to apply emergency braking and the emergency braking cannot be relieved, the on-board controller sending an inaccurate stop alarm to the automatic train monitoring subsystem, and triggering manual driving for marking or remote authorization to move forward to the next station and start the train again for marking, the second simulation execution event includes the manual driving for marking or the remote authorization to move forward to the next station and start the train again for marking and completing the marking stop and executing the door linkage platform door opening and closing; If so, it is determined that the to-be-executed event corresponding to the parking beyond the specified distance is executed normally; If not, it is determined that the to-be-executed event corresponding to the over-limit parking outside the specified distance is not executed normally.

7. The method according to any one of claims 2 to 6, characterized in that: The door-linked platform door opening and closing includes the automatic train monitoring subsystem sending a stop countdown to the on-board controller, the on-board controller controlling the door-linked platform door to open and controlling the door-linked platform door to close before the stop countdown ends, and the on-board controller controlling the train to leave the station.

8. The method according to claim 1, characterized in that Before simulating a train entering a station and stopping at the abnormal stop point in a test environment and detecting whether the to-be-executed event corresponding to the abnormal stop point is simulated and executed normally, the method further includes: Determine whether the test environment meets the preconditions of the parking test, the test environment is used to characterize the linkage between the train control and management system and the on-board controller, the passenger information system and the broadcasting system respectively, and the preconditions include that the train movement authorization meets the station parking conditions, the platform door is closed and locked, the emergency stop button and the personnel safety protection switch of the platform are not pressed, and the platform is not set with a trip stop instruction; If yes, then simulate the train entering the station and stopping at the abnormal stop point in the test environment, and determine whether the to-be-executed event corresponding to the abnormal stop point is simulated and executed; If not, test alarm information corresponding to the test environment is generated.

9. A fully automatic unmanned train station entry and stop test device, characterized in that: The device comprises: An abnormality determination unit is used to select a target parking scene from preset abnormal parking scenes when the train is running in a fully automatic unmanned driving mode, and determine an abnormal parking point set in comparison with a default parking point and an event to be executed corresponding to the abnormal parking point according to the target parking scene; A simulation test unit, used for simulating in a test environment that a train stops at the abnormal stop point obtained by the abnormality determination unit, and detecting whether the to-be-executed event corresponding to the abnormal stop point is normally simulated and executed; A result determination unit, configured to determine that the train has passed the parking test in the target parking scenario if the simulation test unit detects that the to-be-executed event corresponding to the abnormal parking point is normally simulated and executed; The result determination unit is further used to determine that the train fails the parking test in the target parking scenario if the simulation test unit detects that the to-be-executed event corresponding to the abnormal parking point is not normally simulated and executed.

10. A storage medium, characterized in that: The storage medium includes a stored program, wherein when the program is running, the device where the storage medium is located is controlled to execute the fully automatic unmanned train entry and marking parking test method as described in any one of claims 1 to 8.

11. A processor, characterized in that: The processor is used to run a program, wherein when the program is running, the fully automatic unmanned train entering the station and stopping for marking as described in any one of claims 1 to 8 is executed.

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