Train emergency braking response method and device for full-automatic operation system test

Abstract

The application provides a train emergency braking response method and device for full-automatic operation system test. The method comprises the following steps: a TIAS receives a reason for current implementation of emergency braking of a train sent by a VOBC; automatic relief is performed on the emergency braking of the train according to the reason for current implementation of emergency braking of the train; in the case of failure of automatic relief, remote manual relief is performed on the emergency braking of the train according to an emergency braking relief instruction sent by the TIAS to the VOBC; and in the case of failure of relief by using the emergency braking relief instruction, local manual relief is performed on the emergency braking of the train. The train emergency braking response method and device for full-automatic operation system test provided by the application realize real-time monitoring and timely relief of the emergency braking of the train in the full-automatic operation system, and guarantee the safety of train operation.

Description

Technical Field

[0001] This application relates to the field of rail transit technology, and in particular to a method and device for responding to emergency braking of trains for testing of fully automated operation systems. Background Technology

[0002] Fully Automatic Operation (FAO) is a fully automated, highly centralized train operation control system. It is a new generation of urban rail transit systems based on modern computer, communication, control, integrated monitoring, and system integration technologies to automate the train operation process. The FAO signaling system is an upgraded version of the current mainstream signaling system, namely the Communication Based Train Control (CBTC) signaling system. It adds several functions to CBTC, including train sleep wake-up, dynamic and static testing, and door and platform door fault isolation.

[0003] To meet the growing demand for travel efficiency, FAO (Fully Automated Operation) has become the development direction of urban rail transit technology due to its outstanding advantages of being safer, more efficient, more energy-saving, more economical, and providing higher service levels. Compared with existing rail transit systems, the fully automated operation system has significantly improved passenger transport, maintenance, and train control. Due to the increased unmanned nature of the fully automated system, the emergency response plan for emergency braking of the test train in the existing field system is no longer suitable. If the emergency braking failure occurs, the safety cannot be guaranteed due to the untimely emergency response. Therefore, it is necessary to optimize and improve the emergency response in failure scenarios. Summary of the Invention

[0004] This application provides a train emergency braking response method and device for testing fully automated operation systems, which solves the technical problem in the prior art where the safety of train operation is reduced due to untimely emergency response during emergency braking failure.

[0005] In a first aspect, embodiments of this application provide a train emergency braking response method for testing a fully automated operating system, including:

[0006] The Train Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC).

[0007] The emergency braking of the train is automatically released based on the reason for the current emergency braking of the train;

[0008] In the event that automatic relief fails, the emergency braking of the train is remotely and manually relieved according to the emergency braking relief command sent by the TIAS to the VOBC.

[0009] If the emergency braking command fails to be used to release the emergency brake, the train's emergency brake will be manually released locally.

[0010] In some embodiments, the automatic mitigation of emergency braking of the train based on the reason for the current emergency braking includes:

[0011] The reason for the train's current emergency braking was determined to be a malfunction in the resettable equipment;

[0012] When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the train will perform an automatic reset.

[0013] In some embodiments, the emergency braking release command includes a remote reset command; the remote manual release of the train's emergency braking according to the emergency braking release command sent by the TIAS to the VOBC includes:

[0014] When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the VOBC forwards the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS).

[0015] The TCMS performs a fault reset based on the remote reset command for the fault that caused the train to brake suddenly, and responds to the fault reset result.

[0016] In some embodiments, the emergency braking relief command further includes a remote bypass command; the remote manual relief of the train's emergency braking according to the emergency braking relief command sent by the TIAS to the VOBC includes:

[0017] In the event that the fault reset result is a reset failure, the TIAS remote manual bypass causes a fault that leads to emergency braking of the train.

[0018] In some embodiments, where the reason for the train's current emergency braking is a fire alarm, the method further includes:

[0019] The onboard camera captures footage of the train's interior at the location of the fire alarm and sends it to the TIAS.

[0020] Based on the in-vehicle footage from the location where the fire alarm was triggered, it was confirmed that the cause of the fire alarm was not a fire.

[0021] In some embodiments, before remotely and manually releasing the emergency braking of the train according to the emergency braking release command sent by the TIAS to the VOBC, the method further includes:

[0022] The TIAS receives the emergency braking reason sent by the VOBC; the emergency braking reason is reported to the VOBC by the TCMS.

[0023] In some embodiments, the method further includes:

[0024] Acquire images of the interior of the train taken by the onboard camera, and acquire images of the exterior of the train taken by the section camera corresponding to the location of the train in the section.

[0025] The train situation is analyzed using the images inside and outside the train; the train situation includes the safety status of the passengers and the braking status of the train.

[0026] The train information is broadcast to passengers via manual announcement, and a decision is made based on the train information to determine whether to continue testing the fully automated operation system.

[0027] Secondly, embodiments of this application provide a train emergency braking response device for testing a fully automated operating system, comprising:

[0028] The receiving module is used by the Train Operation Automation System (TIAS) to receive the reason for the train's current emergency braking from the onboard controller (VOBC).

[0029] An automatic relief module is used to automatically relieve the emergency braking of the train based on the reason why the train is currently applying emergency braking.

[0030] The remote manual relief module is used to remotely and manually relieve the emergency braking of the train according to the emergency braking relief command sent by the TIAS to the VOBC in the event of automatic relief failure.

[0031] The local manual relief module is used to perform local manual relief of the train's emergency braking in the event that the emergency braking relief command fails.

[0032] In some embodiments, the automatic mitigation module includes:

[0033] The first determining unit is used to determine that the reason the train is currently applying emergency braking is a malfunction of the equipment that allows for resetting;

[0034] The first reset unit is used to automatically reset the train when it is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed.

[0035] In some embodiments, the emergency braking relief command includes a remote reset command; the remote manual relief module includes:

[0036] The forwarding unit is used to forward the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS) using the VOBC when the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed.

[0037] The second reset unit is used by the TCMS to perform a fault reset on the fault that caused the train's emergency braking according to the remote reset command, and to respond to the fault reset result.

[0038] In some embodiments, the emergency braking relief command further includes a remote bypass command; the remote manual relief module includes:

[0039] A bypass unit is used to remotely and manually bypass the fault caused by the TIAS in the event that the fault reset result is a reset failure, thus causing the train to brake urgently.

[0040] In some embodiments, if the reason for the train's current emergency braking is a fire alarm, the method further includes:

[0041] The transmitting unit is used to transmit the interior image of the train where the fire alarm is triggered, captured by the onboard camera, to the TIAS.

[0042] The second determining unit is used to confirm, based on the in-vehicle screen at the location where the train fire alarm occurred, that the cause of the train fire alarm is not a fire.

[0043] In some embodiments, it also includes:

[0044] The receiving module is used for the TIAS to receive the emergency braking reason sent by the VOBC; the emergency braking reason is reported to the VOBC by the TCMS.

[0045] In some embodiments, it also includes:

[0046] The acquisition module is used to acquire in-vehicle images captured by the onboard camera and out-of-vehicle images captured by the section camera corresponding to the location of the train in the section.

[0047] The analysis module is used to analyze the train situation through the in-vehicle images and the out-of-vehicle images; the train situation includes the safety status of the passengers and the braking status of the train;

[0048] The broadcast module is used to broadcast the train information to passengers via manual broadcast and to determine whether to continue the fully automated operation system test based on the train information.

[0049] Thirdly, embodiments of this application provide an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the train emergency braking response method for testing a fully automatic operating system as described in the first aspect above.

[0050] Fourthly, embodiments of this application also provide a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train emergency braking response method for testing a fully automated operating system as described in the first aspect above.

[0051] Fifthly, embodiments of this application also provide a computer program product, including a computer program that, when executed by a processor, implements the train emergency braking response method for testing a fully automated operating system as described in the first aspect above.

[0052] The train emergency braking response method and apparatus provided in this application for testing a fully automated operation system receive the reason for the train's current emergency braking from the VOBC via TIAS; automatically release the emergency braking of the train based on the reason for the current emergency braking; if automatic release fails, remotely manually release the emergency braking of the train based on the emergency braking release command sent by TIAS to VOBC; if release using the emergency braking release command fails, locally manually release the emergency braking of the train, thereby realizing real-time monitoring and timely release of train emergency braking in a fully automated operation system and ensuring train operation safety. Attached Figure Description

[0053] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0054] Figure 1 This is a schematic flowchart of a train emergency braking response method for testing a fully automated operating system, provided in an embodiment of this application.

[0055] Figure 2 This is a schematic diagram of a train emergency braking response device for testing a fully automated operating system, provided in an embodiment of this application.

[0056] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0057] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0058] Figure 1 This is a flowchart illustrating a train emergency braking response method for testing a fully automated operating system, as provided in an embodiment of this application. Figure 1 As shown in the figure, this application provides a train emergency braking response method for testing a fully automated operating system. The method includes:

[0059] Step 101: The Train Operation Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC).

[0060] Specifically, in this embodiment of the application, the onboard signal system test personnel need to record the emergency braking time and the track in which it occurred, record in detail the operations performed by the train and the passengers before the braking occurred, and record the events reported by the driver's cab vehicle onboard controller (VOBC) human-machine screen and the train control and management system (TCMS) screen after the braking occurred.

[0061] When the VOBC's human-machine interface displays an emergency braking signal, the VOBC reports the reason for the emergency braking to the central TIAS. TIAS receives the reason for the emergency braking from the VOBC. There may be multiple reasons for the train to brake suddenly. For example, Table 1 shows the fault causes that lead to emergency braking. As shown in Table 1, different fault causes have their corresponding typical fault scenarios and fault handling methods, helping onboard signal testing personnel and vehicle personnel to quickly identify and mitigate the cause.

[0062] Table 1. Causes of malfunctions leading to emergency braking of trains

[0063]

[0064]

[0065] Step 102: Automatically release the emergency braking of the train based on the reason why the train is currently applying emergency braking.

[0066] Specifically, after obtaining the reason why the train is currently applying emergency braking, the emergency braking of the train is automatically released based on the reason.

[0067] In this embodiment of the application, when the VOBC meets certain conditions, the emergency braking of the train can be automatically relieved. For example, Table 2 is a table of emergency braking causes and automatic relief situations. As shown in Table 2, some emergency braking causes can be relieved by automatic relief. The VOBC determines whether automatic relief is possible after the fault cause disappears. Once the conditions for emergency braking are automatically restored, no manual or remote intervention is required to relieve the emergency braking.

[0068] Table 2. Causes of Emergency Braking and Automatic Disengagement

[0069]

[0070]

[0071]

[0072]

[0073] Step 103: In the event of automatic brake release failure, the emergency brake of the train is remotely and manually released according to the emergency brake release command sent by the TIAS to the VOBC.

[0074] Specifically, in the event that the automatic emergency braking of a train fails to be released, TIAS sends an emergency braking release command to VOBC, through which the emergency braking of the train is remotely and manually released.

[0075] Optionally, remote manual mitigation includes remote fault mitigation and / or remote manual bypass fault.

[0076] In this embodiment, there are two main methods for signal testers to determine that emergency braking cannot be automatically relieved. One method is to observe the VOBC human-machine interface screen on the driver's console and see if the words "unrelieved emergency braking" or other similar meanings appear. The other method is to print the VOBCATP cabinet serial port and connect it to the vehicle recording and analysis tool to analyze the cause of emergency braking. The specific cause and whether it can be relieved can be seen in the cause of emergency braking.

[0077] In this embodiment, the equipment in the fully automatic operation system that can be automatically reset (i.e., automatically relieved) and remotely manually relieved (i.e., remotely manually reset) includes: the power supply circuit breaker for the head-end Automatic Train Operation (ATO) system and the power supply circuit breaker for the tail-end ATO system. The behavior of the head-end ATO power supply circuit breaker after power failure includes: when the train is in Full Automatic Mode (FAM), the head-end ATO loses power, the train is in an emergency, and after power is restored and the fault is cleared, it waits for confirmation from the center before departing. The behavior of the tail-end ATO power supply circuit breaker after power failure includes: when the train is in FAM mode, the tail-end ATO loses power, the control terminal detects a fault in the tail-end ATO, alarms the center, and the train runs to the terminal station, waiting for the tail-end ATO to be powered on and normal before continuing operation.

[0078] Automatically resettled and remotely manually resettled vehicle equipment includes: driver's cab activated circuit breaker, TMC car pantograph control circuit breaker, MP car pantograph control circuit breaker, high-speed circuit breaker control short circuit, air compressor start control circuit breaker, train control circuit breaker, safety circuit power supply circuit breaker, running gear main unit circuit breaker, fire alarm circuit breaker, TRU circuit breaker, ATP1 circuit breaker, VOBC main circuit breaker, ATP2 circuit breaker, AT0+BTM circuit breaker, output circuit breaker, communication storage device circuit breaker, TAU1 circuit breaker, TAU2 circuit breaker, communication vehicle-mounted station circuit breaker, door control circuit breaker, train door control circuit breaker, vehicle door closed circuit breaker, NVR circuit breaker, PIS driver's cab main unit circuit breaker, and PIS passenger compartment main unit circuit breaker, etc.

[0079] Step 104: If the emergency braking command fails to be used to release the emergency brake, the emergency brake of the train is released manually locally.

[0080] Specifically, in the event that remote manual relief fails, the emergency braking of the train is relieved locally by the driver.

[0081] The train emergency braking response method for testing a fully automated operating system provided in this application embodiment obtains the cause and mitigation status of the train's emergency braking in real time based on the interaction between TIAS and VOBC, and mitigates the faults that cause emergency braking from multiple dimensions, thereby realizing real-time monitoring and timely mitigation of train emergency braking in a fully automated operating system and improving the safety of trains in a fully automated operating system.

[0082] In some embodiments, the automatic mitigation of emergency braking of the train based on the reason for the current emergency braking includes:

[0083] The reason for the train's current emergency braking was determined to be a malfunction in the resettable equipment;

[0084] When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the train will perform an automatic reset.

[0085] Specifically, the system automatically releases the emergency braking of the train based on the reason for the current emergency braking. First, it determines whether the reason for the emergency braking is a fault occurring on a resolvable device. If so, automatic release / reset is deemed feasible. Then, when the train is in fully automatic driving mode or fully automatic creep mode, at zero speed, and with the driver's cover closed, the vehicle can only automatically reset once. If the reason for the emergency braking is not a fault occurring on a resolvable device, automatic release fails, and the fault is reset using either remote manual release or local manual release.

[0086] The train emergency braking response method for testing a fully automated operating system provided in this application embodiment obtains the cause of the train's emergency braking and the mitigation status in real time based on the interaction between TIAS and VOBC, and remotely and automatically mitigates the faults that cause the emergency braking, thereby realizing real-time monitoring and timely mitigation of the train's emergency braking in the fully automated operating system and ensuring the safety of train operation.

[0087] In some embodiments, before remotely and manually releasing the emergency braking of the train according to the emergency braking release command sent by the TIAS to the VOBC, the method further includes:

[0088] The TIAS receives the emergency braking reason sent by the VOBC; the emergency braking reason is reported to the VOBC by the TCMS.

[0089] Specifically, when the vehicle outputs emergency braking that cannot be automatically released, i.e., the automatic release fails, the VOBC forwards the emergency braking cause reported by the TCMS to the central TIAS. Then, the TIAS generates an emergency braking release command based on the emergency braking cause and sends the emergency braking release command to the VOBC for remote manual release.

[0090] The train emergency braking response method for testing a fully automated operating system provided in this application embodiment obtains the cause and mitigation status of the train's emergency braking in real time based on the interaction between TIAS, VOBC, and TCMS, and remotely and manually mitigates the faults that cause the emergency braking through emergency braking mitigation commands. This achieves real-time monitoring and timely mitigation of train emergency braking in a fully automated operating system, ensuring train operation safety.

[0091] In some embodiments, the emergency braking release command includes a remote reset command; the remote manual release of the train's emergency braking according to the emergency braking release command sent by the TIAS to the VOBC includes:

[0092] When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the VOBC forwards the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS).

[0093] The TCMS performs a fault reset based on the remote reset command for the fault that caused the train to brake suddenly, and responds to the fault reset result.

[0094] Specifically, remote manual remission refers to the ability to remotely reset the train only when it is in FAM or fully automatic creep mode (CAM) (with normal communication between the signal system and TCMS), at zero speed, and with the driver's cover closed. This can be done through the central TIAS, where the TIAS sends a remote reset command to the VOBC, which forwards the command to the TCMS and performs a fault reset, generating and responding to the fault reset result back to the VOBC. The vehicle TCMS responds to the remote reset command only once; it will not execute multiple commands.

[0095] The train emergency braking response method for testing a fully automated operating system provided in this application embodiment obtains the cause and mitigation status of the train's emergency braking in real time based on the interaction between TIAS, VOBC, and TCMS, and remotely resets the fault that caused the emergency braking through a remote reset command. This achieves real-time monitoring and timely mitigation of the train's emergency braking in the fully automated operating system, ensuring train operation safety.

[0096] In some embodiments, the emergency braking relief command further includes a remote bypass command; the remote manual relief of the train's emergency braking according to the emergency braking relief command sent by the TIAS to the VOBC includes:

[0097] In the event that the fault reset result is a reset failure, the TIAS remote manual bypass causes a fault that leads to emergency braking of the train.

[0098] Specifically, if the fault reset result is a reset failure, that is, the fault that causes the train's emergency braking cannot be reset remotely, then the fault must be remotely bypassed by the central TIAS to cause the train's emergency braking.

[0099] The train emergency braking response method for testing a fully automated operating system provided in this application embodiment obtains the cause and mitigation status of the train's emergency braking in real time based on the interaction between TIAS and VOBC, and performs remote manual bypass for faults that cannot be remotely reset, thereby realizing real-time monitoring and timely mitigation of train emergency braking in a fully automated operating system and ensuring train operation safety.

[0100] In some embodiments, where the reason for the train's current emergency braking is a fire alarm, the method further includes:

[0101] The onboard camera captures footage of the interior of the train at the location of the fire alarm and sends it to the TIAS.

[0102] Based on the in-vehicle footage from the location where the fire alarm was triggered, it was confirmed that the cause of the fire alarm was not a fire.

[0103] Specifically, for emergency braking caused by a vehicle fire alarm, the in-vehicle footage captured by the onboard camera at the location of the fire alarm is promptly sent to TIAS. If the TIAS vehicle dispatch center confirms that the cause of the fire alarm is not a fire or an emergency based on the in-vehicle footage, the TIAS vehicle dispatch center forwards the fire alarm reset to the vehicle TCMS via the onboard VOBC. The vehicle TCMS is responsible for performing the fault reset.

[0104] The train emergency braking response method for testing a fully automated operation system provided in this application embodiment acquires images of the train fire alarm location in a timely manner, accurately identifies whether the cause of the fire alarm is a fire, and performs a remote reset if not, thereby realizing real-time monitoring and timely mitigation of train emergency braking in a fully automated operation system and ensuring train operation safety.

[0105] In some embodiments, the method further includes:

[0106] Acquire images of the interior of the train taken by the onboard camera, and acquire images of the exterior of the train taken by the section camera corresponding to the location of the train in the section.

[0107] The train situation is analyzed using the images inside and outside the train; the train situation includes the safety status of the passengers and the braking status of the train.

[0108] The train information is broadcast to passengers via manual announcement, and a decision is made based on the train information to determine whether to continue testing the fully automated operation system.

[0109] Specifically, in this embodiment, the safety of passengers is also monitored. Passengers can view images of the interior captured by the onboard camera using the onboard CCTV. The center can manually access the onboard CCTV via TIAS to view the interior images captured by the onboard camera, such as whether there have been collisions or falls. Simultaneously, TIAS pushes images of the exterior captured by the section camera corresponding to the train's location to passengers, such as whether emergency braking has occurred. Passengers at the center can view these images via CCTV. The train situation (including interior and exterior images) is monitored via CCTV, and corresponding onboard announcements are made to passengers via manual broadcast. After an emergency braking occurs, the dispatch center is notified of the emergency braking situation and asked whether to continue the fully automated operation system test.

[0110] The train emergency braking response method for testing a fully automated operation system provided in this application improves the safety of trains in a fully automated operation system by acquiring real-time monitoring images inside and outside the train to know the safety status of passengers and the train's condition.

[0111] Figure 2 This is a schematic diagram of a train emergency braking response device for testing a fully automated operation system, provided in an embodiment of this application. Figure 2 As shown in the figure, this application provides a train emergency braking response device for testing a fully automatic operation system, including a receiving module 201, an automatic relief module 202, a remote manual relief module 203, and a local manual relief module 204.

[0112] The receiving module 201 is used by the Train Operation Automation System (TIAS) to receive the reason for the train's current emergency braking from the onboard controller VOBC.

[0113] The automatic relief module 202 is used to automatically relieve the emergency braking of the train according to the reason why the train is currently implementing emergency braking.

[0114] The remote manual relief module 203 is used to remotely and manually relieve the emergency braking of the train according to the emergency braking relief command sent by the TIAS to the VOBC in the event of automatic relief failure.

[0115] The local manual relief module 204 is used to perform local manual relief of the train's emergency braking in the event that the emergency braking relief command fails to be used.

[0116] In some embodiments, the automatic mitigation module includes:

[0117] The first determining unit is used to determine that the reason the train is currently applying emergency braking is a malfunction of the equipment that allows for resetting;

[0118] The first reset unit is used to automatically reset the train when it is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed.

[0119] In some embodiments, the emergency braking relief command includes a remote reset command; the remote manual relief module includes:

[0120] The forwarding unit is used to forward the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS) using the VOBC when the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed.

[0121] The second reset unit is used by the TCMS to perform a fault reset on the fault that caused the train's emergency braking according to the remote reset command, and to respond to the fault reset result.

[0122] In some embodiments, the emergency braking relief command further includes a remote bypass command; the remote manual relief module includes:

[0123] A bypass unit is used to remotely and manually bypass the fault caused by the TIAS in the event that the fault reset result is a reset failure, thus causing the train to brake urgently.

[0124] In some embodiments, if the reason for the train's current emergency braking is a fire alarm, the method further includes:

[0125] The transmitting unit is used to transmit the interior image of the train where the fire alarm is triggered, captured by the onboard camera, to the TIAS.

[0126] The second determining unit is used to confirm, based on the in-vehicle screen at the location where the train fire alarm occurred, that the cause of the train fire alarm is not a fire.

[0127] In some embodiments, it also includes:

[0128] The receiving module is used for the TIAS to receive the emergency braking reason sent by the VOBC; the emergency braking reason is reported to the VOBC by the TCMS.

[0129] In some embodiments, it also includes:

[0130] The acquisition module is used to acquire in-vehicle images captured by the onboard camera and out-of-vehicle images captured by the section camera corresponding to the location of the train in the section.

[0131] The analysis module is used to analyze the train situation through the in-vehicle images and the out-of-vehicle images; the train situation includes the safety status of the passengers and the braking status of the train;

[0132] The broadcast module is used to broadcast the train information to passengers via manual broadcast and to determine whether to continue the fully automated operation system test based on the train information.

[0133] Specifically, the train emergency braking response device for testing a fully automatic operating system provided in this application embodiment can realize all the method steps implemented in the train emergency braking response method embodiment for testing a fully automatic operating system, and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiment and the beneficial effects will not be described in detail.

[0134] It should be noted that the division of units / modules in the above embodiments of this application is illustrative and only represents one logical functional division. In actual implementation, other division methods may be used. Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated units described above can be implemented in hardware or as software functional units.

[0135] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application, such as... Figure 3 As shown, the electronic device may include: a processor 301, a communication interface 302, a memory 303, and a communication bus 304, wherein the processor 301, the communication interface 302, and the memory 303 communicate with each other via the communication bus 304. The processor 301 can call logical instructions in the memory 303 to execute a train emergency braking response method for testing a fully automatic operating system. This method includes:

[0136] The Train Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC).

[0137] The emergency braking of the train is automatically released based on the reason for the current emergency braking of the train;

[0138] In the event that automatic relief fails, the emergency braking of the train is remotely and manually relieved according to the emergency braking relief command sent by the TIAS to the VOBC.

[0139] If the emergency braking command fails to be used to release the emergency brake, the train's emergency brake will be manually released locally.

[0140] Specifically, the processor 301 can be a central processing unit (CPU), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or a complex programmable logic device (CPLD). The processor can also adopt a multi-core architecture.

[0141] When the logical instructions in memory 303 can be implemented as software functional units and sold or used as independent products, they can be stored in a processor-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) or processor to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0142] In some embodiments, a computer program product is also provided, the computer program product including a computer program that can be stored on a non-transitory computer-readable storage medium, and when the computer program is executed by a processor, the computer is able to execute the train emergency braking response method for fully automatic operation system testing provided in the above method embodiments, the method including:

[0143] The Train Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC).

[0144] The emergency braking of the train is automatically released based on the reason for the current emergency braking of the train;

[0145] In the event that automatic relief fails, the emergency braking of the train is remotely and manually relieved according to the emergency braking relief command sent by the TIAS to the VOBC.

[0146] If the emergency braking command fails to be used to release the emergency brake, the train's emergency brake will be manually released locally.

[0147] Specifically, the computer program product provided in this application embodiment can implement all the method steps implemented in the above method embodiments and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiments and the beneficial effects will not be described in detail.

[0148] In some embodiments, a computer-readable storage medium is also provided, the computer-readable storage medium storing a computer program for causing a computer to execute the train emergency braking response method for testing a fully automated operating system provided in the above-described method embodiments:

[0149] The Train Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC).

[0150] The emergency braking of the train is automatically released based on the reason for the current emergency braking of the train;

[0151] In the event that automatic relief fails, the emergency braking of the train is remotely and manually relieved according to the emergency braking relief command sent by the TIAS to the VOBC.

[0152] If the emergency braking command fails to be used to release the emergency brake, the train's emergency brake will be manually released locally.

[0153] Specifically, the computer-readable storage medium provided in the embodiments of this application can implement all the method steps implemented in the above method embodiments and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiments and the beneficial effects will not be described in detail.

[0154] It should be noted that the computer-readable storage medium can be any available medium or data storage device that the processor can access, including but not limited to magnetic storage (e.g., floppy disk, hard disk, magnetic tape, magneto-optical disk (MO)), optical storage (e.g., CD, DVD, BD, HVD), and semiconductor storage (e.g., ROM, EPROM, EEPROM, non-volatile memory (NAND FLASH), solid-state drive (SSD)).

[0155] It should also be noted that the terms "first," "second," etc., used in the embodiments of this application are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that such terms can be used interchangeably where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first" and "second" are generally of the same class, and the number of objects is not limited. For example, the first object can be one or more.

[0156] In the embodiments of this application, the term "and / or" describes the relationship between associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. The character " / " generally indicates that the preceding and following associated objects have an "or" relationship.

[0157] In the embodiments of this application, the term "multiple" refers to two or more, and other quantifiers are similar.

[0158] In this application, "determining B based on A" means that factor A must be considered when determining B. It is not limited to "B can be determined based solely on A," but should also include: "determining B based on A and C," "determining B based on A, C, and E," "determining C based on A, and further determining B based on C," etc. It can also include using A as a condition for determining B, for example, "when A satisfies the first condition, B is determined using the first method"; or "when A satisfies the second condition, B is determined," or "when A satisfies the third condition, B is determined based on the first parameter," etc. Of course, it can also be a condition where A is a factor in determining B, for example, "when A satisfies the first condition, C is determined using the first method, and B is further determined based on C," etc.

[0159] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product implemented on one or more computer-usable storage media (including, but not limited to, disk storage and optical storage) containing computer-usable program code.

[0160] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer-executable instructions. These computer-executable instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0161] These processor-executable instructions may also be stored in a processor-readable memory that can direct a computer or other programmable data processing device to operate in a particular manner, such that the instructions stored in the processor-readable memory produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0162] These processors can execute instructions that can also be loaded onto a computer or other programmable data processing device, causing a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable device for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0163] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the spirit and scope of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application also intends to include such modifications and variations.

Claims

1. A train emergency braking response method for testing a fully automated operation system, characterized in that, include: The Train Automation System (TIAS) receives the reason for the train's current emergency braking from the onboard controller (VOBC). The emergency braking of the train is automatically released based on the reason for the current emergency braking of the train; In the event that automatic relief fails, the emergency braking of the train is remotely and manually relieved according to the emergency braking relief command sent by the TIAS to the VOBC. If the emergency braking fails to be relieved using the aforementioned emergency braking relief command, the emergency braking of the train will be manually relieved locally. The emergency braking release command includes a remote reset command; the remote manual release of the train's emergency braking based on the emergency braking release command sent by the TIAS to the VOBC includes: When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the VOBC forwards the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS). The TCMS performs a fault reset once for the fault that caused the train's emergency braking according to the remote reset command, and responds to the fault reset result. The TCMS responds to the received remote reset command only once, and does not execute if it receives multiple identical remote reset commands. The automatic release of emergency braking of the train based on the reason for the current emergency braking includes: The reason for the train's current emergency braking was determined to be a malfunction in the resettable equipment; When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the train will perform an automatic reset. The emergency braking relief command also includes a remote bypass command; the remote manual relief of the train's emergency braking based on the emergency braking relief command sent by the TIAS to the VOBC includes: In the event that the fault reset result is a reset failure, the TIAS remote manual bypass causes a fault that leads to emergency braking of the train.

2. The train emergency braking response method for testing a fully automated operation system according to claim 1, characterized in that, If the reason for the train's current emergency braking is a fire alarm, the method further includes: The onboard camera captures footage of the train's interior at the location of the fire alarm and sends it to the TIAS. Based on the in-vehicle footage from the location where the fire alarm was triggered, it was confirmed that the cause of the fire alarm was not a fire.

3. The train emergency braking response method for testing a fully automated operation system according to claim 1, characterized in that, Before remotely and manually releasing the train's emergency braking according to the emergency braking release command sent by the TIAS to the VOBC, the method further includes: The TIAS receives the emergency braking reason sent by the VOBC; the emergency braking reason is reported to the VOBC by the TCMS.

4. The train emergency braking response method for testing a fully automated operation system according to claim 1, characterized in that, The method further includes: Acquire images of the interior of the train taken by the onboard camera, and acquire images of the exterior of the train taken by the section camera corresponding to the location of the train in the section. The train situation is analyzed using the images inside and outside the train; the train situation includes the safety status of the passengers and the braking status of the train. The train information is broadcast to passengers via manual announcement, and a decision is made based on the train information to determine whether to continue testing the fully automated operation system.

5. A train emergency braking response device for testing a fully automated operating system, characterized in that, include: The receiving module is used by the Train Operation Automation System (TIAS) to receive the reason for the train's current emergency braking from the onboard controller (VOBC). An automatic relief module is used to automatically relieve the emergency braking of the train based on the reason why the train is currently applying emergency braking. The remote manual relief module is used to remotely and manually relieve the emergency braking of the train according to the emergency braking relief command sent by the TIAS to the VOBC in the event of automatic relief failure. The local manual relief module is used to perform local manual relief of the train's emergency braking in the event that the emergency braking relief command fails. The emergency braking release command includes a remote reset command; the remote manual release of the train's emergency braking based on the emergency braking release command sent by the TIAS to the VOBC includes: When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the VOBC forwards the remote reset command sent by the TIAS to the Train Network Control and Monitoring System (TCMS). The TCMS performs a fault reset once for the fault that caused the train's emergency braking according to the remote reset command, and responds to the fault reset result. The TCMS responds to the received remote reset command only once, and does not execute if it receives multiple identical remote reset commands. The automatic release of emergency braking of the train based on the reason for the current emergency braking includes: The reason for the train's current emergency braking was determined to be a malfunction in the resettable equipment; When the train is in fully automatic driving mode or fully automatic creep mode, at zero speed and with the driver's cover closed, the train will perform an automatic reset. The emergency braking relief command also includes a remote bypass command; the remote manual relief of the train's emergency braking based on the emergency braking relief command sent by the TIAS to the VOBC includes: In the event that the fault reset result is a reset failure, the TIAS remote manual bypass causes a fault that leads to emergency braking of the train.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the program, it implements the train emergency braking response method for testing a fully automated operating system as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train emergency braking response method for testing a fully automated operating system as described in any one of claims 1 to 4.

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