Method and device for testing in-station marshalling and departure functions of virtual marshalling system and medium

Abstract

The invention relates to a method and equipment for testing in-station marshalling and departure functions of a virtual marshalling system and a medium, and the method comprises the steps: testing the marshalling functions of the virtual marshalling system on a station track with a waist turnout in a station and a station track without the waist turnout in the station respectively, and testing the FS mode departure function and the ATO mode departure function of a train respectively in two scenes; meanwhile, in the testing process, the testing result of each step in the in-station marshalling process is observed from the visual interfaces of the vehicle-mounted DMI, the CTC, the RBC maintenance station and the interlocking maintenance station. Compared with the prior art, the method has the advantages that the scene of in-station marshalling in the virtual marshalling system is fully covered, and the testing efficiency is greatly improved.

Description

TECHNICAL FIELD

[0001] The present application relates to a rail transit signal system, in particular to a test method, device and medium for station marshalling and departure function of a virtual marshalling system. BACKGROUND

[0002] CTCS (China Train Control System) is a train control system to ensure the safe operation of trains and meet different transport needs of lines in a hierarchical form, including ground equipment and on-board equipment. The current mainstream train control system includes CTCS0 (China Train Control System Level 0), CTCS2 (China Train Control System Level 2) and CTCS3 (China Train Control System Level 3). CTCSN (New China Train Control System) is a new type of train control system developed by China Railway Group Limited. Compared with the current mainstream train control system, it adopts new technologies such as moving block, Beidou positioning and 5G communication, and is suitable for freight lines that need to be upgraded to improve transport capacity.

[0003] The virtual marshalling system is based on the CTCSN system and adds station moving block, train ATO (Automatic Train Operation), virtual marshalling and unmarshalling functions. The virtual marshalling function can flexibly marshal various lengths of freight cars into a logical train, which can greatly improve the efficiency of freight transportation compared to traditional mechanical coupling marshalling.

[0004] The train virtual marshalling scenario includes section virtual marshalling and station virtual marshalling. This paper mainly introduces the test method related to station virtual marshalling.

[0005] Station virtual marshalling is divided into two large scenarios according to marshalling on a track with a waist turnout in the station and marshalling on the same track without a waist turnout in the station. Under each large scenario, it is divided into two small scenarios according to train departure from the station in FS (Full) mode and ATO (Automatic Driving) mode. Artificial driving virtual marshalling does not start the automatic driving device, and the on-board mode will be upgraded from FS to VC (Virtual Marshalling Mode) after successful marshalling. Automatic driving virtual marshalling will be upgraded from AM (Automatic Driving Mode) to SD (Cooperative Driving Mode) after successful on-board marshalling. Each scenario requires the on-board and ground equipment of the virtual marshalling system to work correctly to complete a series of comprehensive tasks such as route opening, marshalling execution, marshalling state reporting and train departure.

[0006] After searching the Chinese patent publication number CN117227797A discloses a virtual marshalling train parking phase safety mechanism test method, system and device, specifically discloses including: obtaining target running test data of the virtual marshalling train in the station area parking phase from the virtual marshalling train running test data; obtaining the traction output data of the marshalling front car and the traction output data of the marshalling rear car from the target running test data; based on the traction output data of the marshalling front car and the traction output data of the marshalling rear car, the station parking safety mechanism test is carried out, and the parking safety mechanism test result of the virtual marshalling train in the station area is output. The existing patent can realize the verification test of the safety mechanism of the virtual marshalling train in the parking phase, verify the correctness of the safety mechanism of the virtual marshalling train in the parking phase, and fill the technical gap of the virtual marshalling technology in the safety mechanism test verification of the virtual marshalling train in the parking phase.

[0007] However, the virtual marshalling system is a new train control system, and the station virtual marshalling and departure function is one of the main functions. At present, there is no scene analysis and test scheme for the virtual marshalling system station marshalling and departure. At the same time, the test method of the existing system function adopts the mode of observing only one subsystem interface at a time, and the test efficiency is low.

[0008] Therefore, how to design a test scheme with high test efficiency and complete coverage of the new functions of station marshalling and departure becomes a technical problem to be solved. SUMMARY

[0009] The purpose of the present application is to overcome the defects of the prior art and provide a virtual marshalling system station marshalling and departure function test method, device and medium.

[0010] The purpose of the present application can be realized by the following technical solutions: According to the first aspect of the present application, a virtual marshalling system station marshalling and departure function test method is provided, which respectively tests the virtual marshalling system marshalling function on the track with waist turnout in the station and the track without waist turnout in the station, and respectively tests the train FS mode departure and ATO mode departure function in the two scenes. At the same time, in the test process, each step of the test result in the station marshalling process is observed from the visual interface of the vehicle-mounted DMI, the dispatching centralized control system CTC, the wireless block center RBC maintenance table and the interlocking maintenance table.

[0011] As a preferred technical solution, the test of the virtual marshalling system marshalling function on the track with waist turnout in the station specifically includes: two train station track with waist turnout marshalling FS mode departure function test, and two train station track with waist turnout marshalling ATO mode departure function test.

[0012] As a preferred technical scheme, the two trains in the station have a waist turnout track marshalling FS mode departure function test, which specifically comprises the following steps: Step S101, two trains complete the starting process and integrity test on the turnout with waist, wherein the ATO is not preselected during the starting process of the two trains, the ATP equipment of the two trains is successfully connected with the RBC, TSRS and train tail equipment, and the train positioning is normal; Step S102, input the departure information on the on-board DMI of car 1 and car 2 respectively, and observe that the signal lamps in front of the two cars are off, wherein car 1 is the front car and car 2 is the rear car; Step S103, complete the tail end head idle confirmation of the front car on the visual interface of the centralized control system CTC, and observe that car 1 completes the tail screen from the RBC maintenance station; Step S104, handle the departure route of train 2, and when it is observed that the signal in front of train 2 is open, train 2 enters the FS mode; Step S105, observe the marshalling command and reply from the RBC maintenance station; Step S106, check the virtual marshalling occupation and train number display from the station diagram of the centralized control system CTC or RBC maintenance station, and check the marshalling state from the running diagram; Step S107, observe the on-board DMI display of the two cars; Step S108, handle the departure route of train 1, and observe that the signal in front of train 1 is open, and train 1 enters the FS mode; Step S109, drive the two trains out of the station according to the ATP allowed speed, and when train 2 sequentially passes through the signal in front of train 2 and the signal in front of train 1, the two signals are closed in turn and display the lighted state.

[0013] As a preferred technical scheme, in step S105, the RBC sends a marshalling command to the two cars, the two cars reply to the marshalling confirmation, the RBC reports the marshalling success to the CTC, and the RBC sends a marshalling confirmation to the two cars.

[0014] As a preferred technical scheme, in step S106, it is observed that the marshalling occupation and train number display on the CTC are correct; the section state display and marshalling train light band display on the interlocking or RBC maintenance station are the same as the CTC; and the marshalling state in the running diagram plan is converted to the actual marshalling state.

[0015] As a preferred technical scheme, in step S107, it is observed that the on-board DMI of the two cars displays the marshalling state, the ATP equipment of the rear car establishes communication with the ATP of the front car, the rear car enters the VC mode, and the on-board DMI can display the front and rear car information.

[0016] As a preferred technical solution, the test of the ATO (Automatic Train Operation) mode departure function for trains with crossbars in the two stations specifically includes the following steps: Step S201: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is pre-selected for both trains. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and tail equipment, and the train positioning is normal. Steps S202 to S208 are the same as steps S102 to S108; Step S209: Observe the onboard DMI displays of the two trains. It is observed that the ATO of train 1 and the ATO of train 2 establish communication, and the DMI of both trains prompts "ATO allowed". In step S210, trains 2 and 1 press the ATO confirmation button in sequence, and it is observed that the two trains enter AM mode in sequence. The ATO DMI of train 1 prompts that ATO allows departure. In step S211, Train 1 presses the ATO start button and observes that both trains enter the ATO cooperative driving mode to leave the station. When Train 2 passes the signal in front of Train 2 and the signal in front of Train 1 in sequence, the two signals are turned off in turn and the lights are displayed.

[0017] As a preferred technical solution, the test virtual train formation system's train formation function on tracks without side switches within the station specifically includes: FS mode departure function test for train 1, train 2, ... train N on tracks without side switches within the station, and ATO mode departure function test for train 1, train 2, ... train N on tracks without side switches within the station.

[0018] As a preferred technical solution, the test of the departure function of train 1, train 2, ... train N in the FS mode without crossbars within the station specifically includes the following steps: Step S301: Train 1, Train 2, ... Train N complete the startup process and integrity test. Among them, none of the N trains pre-selected ATO, the ATP equipment of the N trains successfully established communication connection with RBC, TSRS and the tail equipment, and the train positioning was normal. Step S302: After entering departure information on the DMIs of trains 2 to N respectively, enter departure information on the DMI of train 1 and observe that the signal light in front of train 1 is off. Step S303: On the visual interface of the dispatching centralized control system CTC, complete the head and tail screening of all trains and observe that trains 2 to N switch to FS mode. Step S304: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S305: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S306: Observe the DMI display of N vehicles; Step S307: Arrange the train's departure route ahead, open the departure signal, and train 1 enters FS mode; Step S308: Drive N cars out of the station according to the speed allowed by ATP, and observe that the departure signal is closed after the last train in the train formation passes the departure signal.

[0019] As a preferred technical solution, in step S304, it is observed that the RBC sends a grouping command to N vehicles, the N vehicles reply with grouping confirmation, the RBC reports the grouping success to the CTC, and the RBC sends grouping confirmation to the N vehicles.

[0020] As a preferred technical solution, in step S305, it is observed that the CTC station map displays the marshalling occupancy from the head of the first car to the tail of the last car, as well as the number of the marshalling train; the section status display and the marshalling train light strip display on the RBC maintenance platform are the same as those of the CTC; and the marshalling status in the timetable plan is changed to the actual marshalling status.

[0021] As a preferred technical solution, in step S306, it is observed that the DMI of N cars displays the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, and trains 2 to N enter VC mode, and the DMI can display the information of the front and rear cars.

[0022] As a preferred technical solution, the ATO (Automatic Train Operation) mode departure function test for trains 1, 2, ..., N within stations without crossbars specifically includes the following steps: Step S401: Train 1, Train 2, ... Train N complete the startup process and integrity test. All N trains pre-select ATO, and the ATP equipment of all N trains successfully establishes communication connection with RBC, TSRS, and the tail equipment, and the train positioning is normal. Steps S402 to S407 are the same as steps S302 to S307; Step S408: Observe the onboard DMI display of N cars. Observe that the ATO of the trains in the formation establishes car-to-car communication. The DMI of trains 2 to N indicates "ATO allowed". Step S409: After trains 2 to N press ATO to confirm, train 1 presses ATO to confirm; observe that N cars enter AM mode in sequence, and train 1's ATO DMI prompts that ATO allows departure; In step S410, train 1 presses the ATO start button and observes that car N enters the ATO cooperative driving mode to leave the station. After train N passes the exit signal, the exit signal is closed.

[0023] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0024] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0025] Compared with the prior art, the present invention has the following advantages: 1) This invention combines the grouping function characteristics of virtual grouping systems to design a test method for the in-station grouping function of virtual grouping systems, filling the gap in the current test method for the in-station grouping function of virtual grouping systems; 2) This invention tests the marshalling function of the virtual marshalling system on tracks with and without side switches within the station, and tests the train departure function in FS mode and ATO mode in the two scenarios respectively; it comprehensively covers the scenarios of marshalling within the station in the virtual marshalling system, and the method can fully verify the marshalling function of the virtual marshalling system within the station. 3) During the testing process of this invention, the test results of each step of the marshalling process in the station are observed from the visual interfaces of four subsystems: vehicle-mounted DMI, CTC operation diagram and station diagram, RBC maintenance station and interlocking maintenance station. Compared with the method of observing only one subsystem interface when performing a test, the testing efficiency is greatly improved.

[0026] 4) Testers can refer to the method of this invention to quickly and effectively verify the correctness of the in-station grouping function in the virtual grouping system. Attached Figure Description

[0027] Figure 1 A flowchart for testing the marshalling and departure functions of a virtual marshalling system in a station with a side crossing. Figure 2 For an example of a track with a side branch, refer to the station layout diagram; Figure 3 A flowchart for testing the marshalling and departure functions of a virtual marshalling system in a station without a crossbar. Figure 4 The following is a reference station diagram illustrating an example of a track without a side branch. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] This invention integrates testing experience from national railway train control systems including ATP (Automatic Train Protection) and ATO, and combines the marshalling function characteristics of virtual marshalling systems to select the optimal test route and design a test method to verify the correctness of the station marshalling and departure functions of the virtual marshalling system.

[0030] The testing method of this invention is as follows: Train marshalling within the station is divided into two major test scenarios: marshalling on tracks with side switches and marshalling on the same track without side switches. Within each major test scenario, there are two minor test scenarios: train departure from the station in FS mode and ATO mode. During marshalling and departure within the station, the changes in ATP mode, ATO mode, and marshalling status are observed correctly on the DMI (Driver-Machine Interface). The display of the marshalling status during and after successful marshalling is also observed correctly on the CTC (Centralized Control System), RBC (Radio Block Center) maintenance console, and interlocking maintenance console. If the results of all four scenarios are verified and completely consistent with expectations, it indicates that the virtual marshalling system's in-station marshalling and departure functions are correct.

[0031] like Figure 1 and Figure 2 As shown, the method for testing the marshalling and departure functions of the virtual marshalling system of the present invention in a station with a side track includes: Step 100: Load the two trains to be assembled onto the crossover track and start them. In this example, according to the attached... Figure 2 The two trains will be explained.

[0032] Depending on whether ATO is pre-selected at system startup, this method is divided into two branches: ATP and ATO departure. Branch 1 (steps 101-109) and Branch 2 (steps 201-211).

[0033] Step 101: Both trains complete the start-up procedure (without pre-selecting ATO) and integrity test on the track with the side branch. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment. The train positioning is normal and has integrity.

[0034] Step 102: Input departure information into the DMI of both vehicles. Observe that the X13-I and X13-II lights in front of both vehicles are off.

[0035] Step 103: Manually confirm the rear end of the preceding vehicle (vehicle 1) is clear on the CTC interface. Observe from the RBC maintenance station that vehicle 1 has completed the tail screen.

[0036] Step 104: Establish departure route for X13-II. Upon observing that the X13-II signal is open (lights off), train 2 enters FS mode.

[0037] Step 105: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to both cars, both cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to both cars.

[0038] Step 106: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance station diagram, and check the train formation status on the timetable. Observe that the train formation occupancy and train number display on the CTC are correct; the section status display and train formation light strip display on the Interlocking / RBC maintenance station are the same as those on the CTC; the train formation status in the timetable plan has changed to the actual train formation status.

[0039] Step 107: Observe the DMI displays of both trains. Observe that the DMI displays of both trains show the formation status, the ATP equipment of the rear train establishes communication with the ATP equipment of the front train, the rear train enters VC mode, and the DMIs of both trains can display the information of the front and rear trains.

[0040] Step 108: Establish X13-I departure route. Observe that the X13-I signal is open (lights off), and train 1 enters FS mode.

[0041] Step 109: Drive both trains out of the station according to the speed permitted by ATP. When train 2 passes signals X13-II and X13-I in sequence, both signals are turned off sequentially, displaying the indicator lights. Branch 1 ends.

[0042] Step 201: Both trains complete the start-up procedure (both pre-select ATO) and integrity test on the track with the side switch. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment. The train positioning is normal and has integrity.

[0043] Step 202: Input departure information into the DMI of both vehicles. Observe that the X13-I and X13-II lights in front of both vehicles are off.

[0044] Step 203: Manually confirm the rear end of the preceding vehicle (vehicle 1) is clear on the CTC interface. Observe from the RBC maintenance station that vehicle 1 has completed the tail screen.

[0045] Step 204: Establish departure route for X13-II. Upon observing that the X13-II signal is open (lights off), train 2 enters FS mode.

[0046] Step 205: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to both cars, both cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to both cars.

[0047] Step 206: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance station diagram, and check the train formation status on the timetable. Observe that the train formation occupancy and train number display on the CTC are correct; the section status display and train formation light strip display on the Interlocking / RBC maintenance station are the same as those on the CTC; the train formation status in the timetable plan has changed to the actual train formation status.

[0048] Step 207: Observe the DMI displays of both trains. Observe that the DMI displays of both trains show the formation status, the ATP equipment of the rear train establishes communication with the ATP of the front train, the rear train enters VC mode, and the DMIs of both trains can display the information of the front and rear trains.

[0049] Step 208: Establish X13-I departure route. Observe that the X13-I signal is open (lights off), and train 1 enters FS mode.

[0050] Step 209: Observe the DMI displays of both trains. Observe that Train 1 ATO and Train 2 ATO establish communication, and the DMI of both trains displays "ATO allowed".

[0051] Step 210: Train 2 and Train 1 press the ATO confirmation button in sequence. Observe that both trains enter AM mode in sequence, and Train 1's ATODMI prompts that ATO allows departure.

[0052] Step 211: Train 1 presses the ATO button to depart. Both trains are observed entering ATO cooperative driving mode and leaving the station. As Train 2 passes signals X13-II and X13-I in sequence, both signals are turned off sequentially, displaying their indicator lights. Branch 2 ends.

[0053] like Figure 3 and Figure 4 As shown, the specific process of testing the marshalling and departure functions of the virtual marshalling system of the present invention in a track station without side crossings is as follows: Step 300: Start the train to be assembled on a track without crossbars. In this example, according to the attached... Figure 4 The explanation will cover the six trains.

[0054] Depending on whether ATO is pre-selected at system startup, this method is divided into two branches: ATP and ATO departure. Branch 1 (steps 301-308), Branch 2 (steps 401-410).

[0055] Step 301: All six trains complete the start-up process (without pre-selecting ATO) and integrity test. All six train ATP devices successfully establish communication connections with RBC, TSRS, and tail equipment. Train positioning is normal and integrity is achieved.

[0056] Step 302: After entering the departure information on the DMIs of trains 2 through 6 respectively, enter the departure information on the DMI of train 1. Observe that the X7 light is off.

[0057] Step 303: Complete the head and tail screening of all trains on the CTC interface (tail screening is not required for train 6). Observe that trains 2 to 6 switch to FS mode.

[0058] Step 304: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to 6 cars, the 6 cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to the 6 cars.

[0059] Step 305: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance platform station map, and check the train formation status on the timetable. Observe that the CTC station map displays the train formation occupancy from the head of the first car to the tail of the last car, along with the train number; the section status display and train formation light strip display on the Interlocking / RBC maintenance platform are the same as those on the CTC; the train formation status in the timetable plan changes to the actual train formation status.

[0060] Step 306: Observe the DMI displays of the 6 cars. Observe that the DMI displays of the 6 cars show the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, trains 2 to 6 enter VC mode, and the DMIs can display the information of the front and rear cars.

[0061] Step 307: Establish X7 departure route. X7 signal is activated (lights off), train 1 enters FS mode.

[0062] Step 308: Drive 6 cars out of the station according to the speed allowed by ATP. Observe that when the last train in the train group (train 6) passes the departure signal X7, the departure signal closes (lights on). Branch 1 ends.

[0063] Step 401: All six trains completed the start-up process (all pre-selected ATO) and integrity test. The ATP equipment of all six trains successfully established communication connections with RBC, TSRS, and tail equipment. The train positioning was normal and the integrity was guaranteed.

[0064] Step 402: After entering the departure information on the DMIs of trains 2 through 6 respectively, enter the departure information on the DMI of train 1. Observe that the X7 light is off.

[0065] Step 403: Complete the head and tail screening of all trains on the CTC interface (tail screening is not required for train 6). Observe that trains 2 to 6 switch to FS mode.

[0066] Step 404: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends formation commands to 6 cars, the 6 cars reply with formation confirmation, the RBC reports formation success to the CTC, and the RBC sends formation confirmation to the 6 cars.

[0067] Step 405: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance platform station map, and check the train formation status on the timetable. Observe that the CTC station map displays the train formation occupancy from the head of the first car to the tail of the last car, along with the train number; the section status display and train formation light strip display on the Interlocking / RBC maintenance platform are the same as those on the CTC; the train formation status in the timetable plan changes to the actual train formation status.

[0068] Step 406: Observe the DMI displays of the 6 cars. Observe that the DMI displays of the 6 cars show the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, trains 2 to 6 enter VC mode, and the DMIs can display the information of the front and rear cars.

[0069] Step 407: Establish X7 departure route. X7 signal is activated (lights off), train 1 enters FS mode.

[0070] Step 408: Observe the DMI displays of the 6 cars. Observe that the ATO establishes car-to-car communication within the train formation, and the DMIs of trains 2 to 6 display "ATO allowed".

[0071] Step 409: After trains 2 through 6 press the ATO confirmation button, train 1 presses the ATO confirmation button. It is observed that all six trains sequentially enter AM mode, and train 1's ATO DMI indicates that ATO permission to depart is granted.

[0072] Step 410: Train 1 presses the ATO button to depart. Six cars are observed entering ATO cooperative driving mode and departing the station. After Train 6 passes the departure signal X7, the departure signal closes (lights on). Branch 2 ends.

[0073] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0074] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0075] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0076] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0077] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0078] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0079] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0080] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A testing method for the in-station marshalling and departure functions of a virtual marshalling system, characterized in that, This method tests the virtual marshalling system's marshalling function on tracks with side switches and tracks without side switches within the station, and tests the train departure function in FS mode and ATO mode in the two scenarios. Meanwhile, during the testing process, the test results of each step of the marshalling process within the station were observed from the visual interfaces of the vehicle-mounted DMI, the dispatching centralized control system (CTC), the radio block center (RBC) maintenance station, and the interlocking maintenance station.

2. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 1, characterized in that, The test of the virtual train formation system's formation function on tracks with side branch lines within the station specifically includes: testing the FS mode departure function of two trains forming trains on tracks with side branch lines within the station, and testing the ATO mode departure function of two trains forming trains on tracks with side branch lines within the station.

3. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 2, characterized in that, The specific steps for testing the FS mode departure function of the two trains with cross-tracks within the station include: Step S101: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is not pre-selected for either train. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment, and the train positioning is normal. Step S102: Input departure information into the on-board DMI of vehicle 1 and vehicle 2 respectively, and observe the status of the lights off at the signal lights in front of the two vehicles, where vehicle 1 is the leading vehicle and vehicle 2 is the trailing vehicle. Step S103: Confirm the rear end of the preceding vehicle is free on the visual interface of the dispatch centralized control system CTC, and observe from the RBC maintenance station that vehicle 1 has completed the tail screen. Step S104: Arrange the departure route for train 2. When it is observed that the signal ahead of train 2 is open, train 2 enters FS mode. Step S105: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S106: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S107: Observe the DMI displays of both vehicles; Step S108: Arrange the departure route for train 1, observe that the signal ahead of train 1 is open, and train 1 enters FS mode; In step S109, the two trains are driven out of the station according to the speed allowed by ATP. When train 2 passes the signal in front of train 2 and the signal in front of train 1 in sequence, the two signals are turned off in sequence and the lights are displayed.

4. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 3, characterized in that, In step S105, it is observed that the RBC sends a grouping command to the two vehicles, the two vehicles reply with grouping confirmation, the RBC reports the grouping success to the CTC, and the RBC sends grouping confirmation to the two vehicles.

5. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 3, characterized in that, In step S106, it is observed that the train occupancy and train number display on the CTC are correct; the section status display and train light strip display on the interlocking or RBC maintenance platform are the same as those on the CTC; the train occupancy status in the timetable plan is changed to the actual train occupancy status.

6. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 3, characterized in that, In step S107, it is observed that the DMI displays the grouping status of the two vehicles, the ATP equipment of the rear vehicle establishes communication with the ATP of the front vehicle, the rear vehicle enters VC mode, and the DMI of both vehicles can display the information of the front and rear vehicles.

7. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 3, characterized in that, The specific steps for testing the ATO (Automatic Train Operation) departure function of the two trains with crossbar tracks within the station include: Step S201: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is pre-selected for both trains. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and tail equipment, and the train positioning is normal. Steps S202 to S208 are the same as steps S102 to S108; Step S209: Observe the onboard DMI displays of the two trains. It is observed that the ATO of train 1 and the ATO of train 2 establish communication, and the DMI of both trains prompts "ATO allowed". In step S210, trains 2 and 1 press the ATO confirmation button in sequence, and it is observed that the two trains enter AM mode in sequence. Train 1's ATODMI prompts that ATO allows departure. In step S211, Train 1 presses the ATO start button and observes that both trains enter the ATO cooperative driving mode to leave the station. When Train 2 passes the signal in front of Train 2 and the signal in front of Train 1 in sequence, the two signals are turned off in turn and the lights are displayed.

8. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 1, characterized in that, The test of the virtual train formation system's formation function on tracks without crossbars within the station specifically includes: testing the FS mode departure function of train 1, train 2, ... train N in tracks without crossbars within the station, and testing the ATO mode departure function of train 1, train 2, ... train N in tracks without crossbars within the station.

9. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 8, characterized in that, The specific steps included in the FS mode departure function test for trains 1, 2, ..., N within the station without crossbars were as follows: Step S301: Train 1, Train 2, ... Train N complete the startup process and integrity test. Among them, none of the N trains pre-selected ATO, the ATP equipment of the N trains successfully established communication connection with RBC, TSRS and the tail equipment, and the train positioning was normal. Step S302: After entering departure information on the DMIs of trains 2 to N respectively, enter departure information on the DMI of train 1 and observe that the signal light in front of train 1 is off. Step S303: On the visual interface of the dispatching centralized control system CTC, complete the head and tail screening of all trains and observe that trains 2 to N switch to FS mode. Step S304: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S305: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S306: Observe the DMI display of N vehicles; Step S307: Arrange the train's departure route ahead, open the departure signal, and train 1 enters FS mode; Step S308: Drive N cars out of the station according to the speed allowed by ATP, and observe that the departure signal is closed after the last train in the train formation passes the departure signal.

10. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 9, characterized in that, In step S304, it is observed that RBC sends a grouping command to N vehicles, N vehicles reply with grouping confirmation, RBC reports grouping success to CTC, and RBC sends grouping confirmation to N vehicles.

11. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 9, characterized in that, In step S305, it is observed that the CTC station map displays the occupancy of the train formation from the head of the first car to the tail of the last car, as well as the train number of the formation; the section status display and the train formation light strip display on the RBC maintenance platform are the same as those of the CTC; the formation status in the timetable plan is changed to the actual formation status.

12. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 9, characterized in that, In step S306, it is observed that the DMI of N cars displays the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, and trains 2 to N enter VC mode, and the DMI can display the information of the front and rear cars.

13. The testing method for the station-based marshalling and departure functions of a virtual marshalling system according to claim 9, characterized in that, The specific steps included in the ATO (Automatic Train Operation) mode departure function test for trains 1, 2, ..., N within stations without crossbars were as follows: Step S401: Train 1, Train 2, ... Train N complete the startup process and integrity test. All N trains pre-select ATO, and the ATP equipment of all N trains successfully establishes communication connection with RBC, TSRS, and the tail equipment, and the train positioning is normal. Steps S402 to S407 are the same as steps S302 to S307; Step S408: Observe the onboard DMI display of N cars. Observe that the ATO of the trains in the formation establishes car-to-car communication, and the DMI of trains 2 to N prompts "ATO allowed". Step S409: After trains 2 to N press ATO to confirm, train 1 presses ATO to confirm; observe that N cars enter AM mode in sequence, and train 1's ATO DMI prompts that ATO allows departure; In step S410, train 1 presses the ATO start button and observes that car N enters the ATO cooperative driving mode to leave the station. After train N passes the exit signal, the exit signal is closed.

14. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 13.

15. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 13.

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