Method and device for testing running and retreating functions of train

Abstract

The invention provides a method and a device for testing a train runaway retreating function, and relates to the technical field of railway train safety, and the method comprises the following steps: judging whether a train is in a runaway retreating state or not according to the current control parameters and the actual driving state of the train; collecting runaway and retreating text data and braking data of the train, and determining whether the train executes protective measures or not; if the train is in the runaway retreating state and protective measures are executed, it is determined that the runaway retreating function of the train is normal; and if the train is not in the runaway retreating state and the protection measures are not executed, determining that the runaway retreating function of the train is normal. According to the technical scheme, the standardized testing method is provided, and whether the runaway or retreating function of the train is normal and effective or not is judged objectively and accurately, so that stable operation of railway transportation is guaranteed.

Description

Technical Field

[0001] The present application relates to the field of railway train safety technology, and in particular to a method and device for testing a train runaway and retreating function. Background Art

[0002] With the rapid development of my country's railway construction and the rapid development of the Chinese Train Control System (CTCS), different versions of CTCS have emerged. Among them, the CTCS2 level train control system is a train control system that uses track circuits and transponders to transmit train driving permission information and uses a target distance continuous speed control mode to monitor the safe operation of trains.

[0003] In the CTCS2 level train control system, trains often slip or retreat due to factors such as smooth track surface, strong wind, and slope. To ensure the safe operation of the train, the driver needs to perform corresponding braking protection measures. However, in the process of performing braking protection measures, it is difficult for the driver to directly determine whether the braking protection measures have prevented the train from slipping or retreating. To solve this problem, one solution is for monitoring personnel to observe the position of surrounding markers or iron shoes and compare them with the current position of the train to determine whether the braking protection measures have prevented the train from slipping or retreating.

[0004] However, this method of manual monitoring has the disadvantages of strong subjectivity and non-unique judgment criteria, which will lead to different conclusions drawn by different monitoring personnel based on their own experience and perspectives, and thus lead to inaccurate results in determining whether the braking protection measures have prevented the train from slipping or retreating, that is, inaccurate judgment on whether the train's slipping or retreating function is normal. Therefore, it is urgent to establish a set of standardized testing methods to objectively and accurately judge whether the train's slipping or retreating function is normal and effective, so as to ensure the smooth operation of railway transportation. Summary of the invention

[0005] The embodiment of the present application provides a method and device for testing the train runaway and retreat function, the main purpose of which is to create an intelligent and standardized train runaway and retreat function testing process to ensure the standardization of the train runaway and retreat function testing process and the accuracy and objectivity of the results.

[0006] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0007] In a first aspect, the present application provides a method for testing a train runaway function, the method comprising:

[0008] According to the current control parameters and actual running status of the train, determining whether the train is in a slipping and retreating state;

[0009] Collecting the train's runaway and retreat text data and braking data to determine whether the train has implemented protective measures;

[0010] If the train is in the slipping and retreating state and protective measures are being taken, it is determined that the slipping and retreating function of the train is normal;

[0011] If the train is not in the runaway and retreating state and no protective measures are performed, it is determined that the runaway and retreating function of the train is normal.

[0012] In a second aspect, the present application provides a device for a train escaping and retreating function, the device comprising:

[0013] A first judgment unit, used for judging whether the train is in a slipping and retreating state according to the current control parameters and actual running state of the train;

[0014] A second judgment unit is used to collect the text data of the train's runaway and retreat and the braking data to determine whether the train has implemented protective measures;

[0015] a determination unit, configured to determine that the train's escaping and retreating function is normal if the first determination unit determines that the train is in the escaping and retreating state and the second determination unit determines that the train is executing protective measures;

[0016] The determination unit is used to determine that the train's escaping and retreating function is normal if the first determination unit determines that the train is not in the escaping and retreating state and the second determination unit determines that the train has not executed protective measures.

[0017] In the third aspect, the present application provides an electronic device, which includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the above-mentioned train slipping and retreating function test method.

[0018] In a fourth aspect, the present application provides a readable storage medium, which includes a stored program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the above-mentioned test method for the train slipping and retreating function.

[0019] Compared with the prior art, the present application provides a test method and device for the train's runaway and retreat function, which is used to determine whether the train's runaway and retreat function is normal and effective. First, according to the current control parameters and actual driving status of the train, it is determined whether the train is in a runaway and retreat state; secondly, the train's runaway and retreat text data and braking data are collected to determine whether the train has implemented protective measures; finally, if the train is in the runaway and retreat state and the protective measures are implemented, it is determined that the train's runaway and retreat function is normal; or, if the train is not in the runaway and retreat state and the protective measures are not implemented, it is determined that the train's runaway and retreat function is normal. It can be seen that the above method realizes the intelligent and standardized judgment of whether the train's runaway and retreat function is normal and effective. Through this series of standardized processes of the present application, not only the drawbacks of strong subjectivity and non-unique judgment criteria in manual monitoring are avoided, but also the problem of inaccurate judgment results caused by differences in experience and perspectives of different monitoring personnel is eliminated, thereby ensuring the standardization of the process of judging whether the train's runaway and retreat function is normal and the accuracy and objectivity of its results. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0021] Figure 1 A flow chart of a method for testing a train runaway and retreating function provided by an embodiment of the present application is shown;

[0022] Figure 2 A flow chart of a first method for determining whether a train is in a slipping and retreating state provided by another embodiment of the present application is shown;

[0023] Figure 3 A flow chart of a second method for determining whether a train is in a slipping and retreating state provided by another embodiment of the present application is shown;

[0024] Figure 4 A flow chart of a third method for determining whether a train is in a slipping and retreating state provided by another embodiment of the present application is shown;

[0025] Figure 5 A flow chart of a method for determining whether a train is in a state of executing protective measures provided by another embodiment of the present application is shown;

[0026] Figure 6 A schematic diagram of the structure of a test device for a train runaway and retreating function provided by an embodiment of the present application is shown;

[0027] Figure 7A schematic diagram of the structure of a test device for a train runaway and retreating function provided in another embodiment of the present application is shown. DETAILED DESCRIPTION

[0028] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0029] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0030] In the railway CTCS2 level train control system, trains often slip or retreat due to factors such as smooth track surface, strong wind, and slope. To ensure the safe operation of the train, the driver needs to perform corresponding braking protection measures. However, in the process of performing braking protection measures, it is difficult for the driver to directly determine whether the braking protection measures have prevented the train from slipping or retreating. To solve this problem, the existing technology uses a method in which monitoring personnel observe the surrounding markers or iron shoe positions and compare them with the current position of the train to determine whether the braking protection measures have prevented the train from slipping or retreating.

[0031] After in-depth research, the inventors found that the method of manual monitoring has limitations. On the one hand, this method relies on the monitoring personnel to accurately locate the surrounding landmarks; on the other hand, if different inspectors make judgments through this method, they will come to different conclusions due to the different experiences and perspectives of the monitoring personnel, which will lead to non-unique judgment criteria. To overcome these limitations, the inventors automatically acquire data, intelligently determine whether the train is in a state of slipping and retreating, and determine whether the train has implemented protective measures, and then determine whether the train's slipping and retreating function is normal. This method relies on a standardized and automated judgment process, which not only eliminates the interference of human factors, but also can automatically acquire data and perform the judgment process according to established procedures, thereby greatly improving the accuracy and reliability of the judgment results and the standardization of the judgment process.

[0032] To this end, the inventor of this case proposed a method for testing the train runaway and regression function. The method determines the test steps of the runaway and regression function based on the acquired raw data, and automatically makes judgments according to the steps to improve the accuracy and reliability of the judgment results and the standardization of the judgment process. The specific implementation steps of the method for testing the train runaway and regression function in the embodiment of the present application are as follows: Figure 1 As shown, including:

[0033] Step 101, judging whether the train is in a slipping and retreating state according to the current control parameters and the actual driving state of the train, after determining the state of the train, if the train is in a slipping and retreating state, executing step 103, if the train is not in a slipping and retreating state, executing step 104.

[0034] The current control parameters of the train include the train direction handle control position and the train's travel direction, wherein the train direction handle control position is used to determine the actual travel state of the train, the actual travel state includes the train slipping and retreating behavior and the train is in a slipping and retreating state, and the train's travel direction includes forward travel and backward travel. The slipping and retreating state includes slipping, retreating, slipping and retreating, wherein slipping means that the train's travel direction is inconsistent with the train direction handle control position when the train is not powered, no effective braking force is applied, and normal operation is not performed; retreating means that the train is not powered, no effective braking force is applied, and normal operation is not performed, and the train runs in the opposite direction of the allowed train travel direction; slipping and retreating means that the train is slipping and retreating at the same time.

[0035] Furthermore, the method described in the embodiment of the present invention determines whether the train has escaped and deteriorated based on a preset strategy and the current actual driving direction and the control position of the train's direction handle. Among them, the preset strategy is a rule or algorithm for comparing the relationship between the actual driving direction of the train and the control position of the direction handle in the control parameters. Its purpose is to determine whether the train has escaped and deteriorated in a manner inconsistent with its operating intention. It can be by setting some safety thresholds, that is, when the deviation between the actual driving direction and the control position exceeds these thresholds, it is determined that the train has escaped and deteriorated. It can also be stipulated that when the actual driving direction of the train and the control position of the direction handle in the control parameters are in which position, different escaping and deteriorating states correspond. Specifically as follows:

[0036] If the direction handle control position in the current control parameters of the train is "neutral" and the train's driving direction is "forward", it is determined that the train is in the state of slipping.

[0037] If the direction handle control position in the current control parameters of the train is "backward" and the train's driving direction is "forward", it is determined that the train is in the state of slipping.

[0038] If the direction handle control position in the current control parameters of the train is "neutral" and the train's travel direction is "backward", it is determined that the train is in the state of slipping and retreating.

[0039] If the direction handle control position in the current control parameters of the train is "forward" and the train's driving direction is "backward", it is determined that the train is in the state of slipping and retreating.

[0040] If the direction handle control position in the current control parameters of the train is "backward" and the train's driving direction is "backward", it is determined that the train is in reverse.

[0041] Before judging whether the train is in a runaway state according to the above preset strategy, it is also necessary to obtain the actual driving direction of the train based on the historical positioning information of the train. Specifically, the position data corresponding to the train at N, N+1, and N+2 consecutive moments can be obtained from the historical positioning information, where N+2 is the current moment; if the distance between N and N+1 is greater than the distance between N and N+2, the actual driving direction of the train is determined to be backward; if the distance between N and N+1 is less than the distance between N and N+2, the actual driving direction of the train is determined to be forward. In order to ensure the accuracy of judging the actual driving direction of the train, after obtaining the position data corresponding to the train at N, N+1, and N+2, it is necessary to verify the integrity of the position data to ensure that there is no missing or repeated position data; secondly, filter or smooth the position data to reduce the impact of noise on the position data; finally, calibrate the timestamp to ensure that the position data corresponding to the three consecutive time points N, N+1, and N+2 are accurate to avoid misjudgment caused by time errors. This is to improve the accuracy and reliability of the train's position data corresponding to N, N+1, and N+2, so as to more accurately determine the train's actual direction of travel.

[0042] After obtaining the actual direction of travel of the train, the method described in this embodiment also needs to obtain the control position of the train direction handle according to the current control parameters of the train, wherein the control position of the train direction handle is "backward", "center" and "forward".

[0043] Specifically, in the process of determining whether the train is in a slipping and reversing state, after obtaining the actual driving direction and control position at the current moment, the obtained data is compared with the preset strategy. If the state when the actual driving direction and control position change corresponds to the slipping and reversing state in the preset strategy, it is determined that the train has slipped and reversing behavior. At this time, whether the train is in a slipping and reversing state is determined based on the distance and / or time that the slipping and reversing behavior lasts.

[0044] Step 102, collecting the train's runaway and retreating text data and braking data, determining whether the train has implemented protective measures, after determining whether the train has implemented protective measures, if the train has implemented protective measures, executing step 103, if the train has not implemented protective measures, executing step 104.

[0045] The above-mentioned slipping and reversing text data is an information text automatically generated when the train is in a slipping and reversing state, and includes information such as the time and position when the train slipped and reversing occurred, and the time, position and slipping and reversing state when the train was in a slipping and reversing state. The braking data is the data generated by the relevant measures implemented to prevent the slipping and reversing state from continuing to occur when the train is in a slipping and reversing state, which specifically covers the braking means, braking force and braking effect, etc.

[0046] Step 103: If step 101 determines that the train is in the escaping and retreating state, and step 102 determines that the train executes protective measures, it is determined that the escaping and retreating function of the train is normal.

[0047] Specifically, after obtaining the train's current control parameters, actual driving status, runaway text data, and braking data, based on the above data analysis, when it is determined that the train is currently in a runaway state, that is, the train moves forward or backward along the track on its own without normal traction or braking force, the system immediately triggers the corresponding safety protection measures. These protection measures may include but are not limited to automatically applying emergency braking, sending emergency alarm signals to the dispatching center, activating protective equipment along the line, and issuing clear instructions and warnings to the train driver through wireless communication means. Once the above protection measures are executed and the train stops running away, it can be determined that the train's runaway function is in normal working condition.

[0048] The normal function of the train's runaway function means that during the operation of the train, the control system and the protection system take braking measures that are in line with the current driving state of the train to ensure the safe operation of the train. For example, during the operation of the train, its control system accurately identifies that the train is in a runaway state and promptly implements protective measures to prevent the runaway state from continuing to occur to ensure the safe operation of the train, or the control system accurately identifies that the train is not in a runaway state and does not take protective measures.

[0049] Step 104: If step 101 determines that the train is not in the slipping and retreating state, and step 102 determines that the train has not implemented protective measures, it is determined that the slipping and retreating function of the train is normal.

[0050] In the above steps, after obtaining the current control parameters of the train, the actual driving status, the runaway text data and the braking data, according to the above data analysis, it is determined that the train is not in the runaway state and no protective measures have been implemented. It can also be determined that the runaway function of the train is normal. This is because in the normal operation of the train, there is no abnormal situation such as runaway, so there is naturally no need to start protective measures. This situation reflects that the overall operation of the train is good. For example, if the train always runs smoothly and orderly according to the predetermined route, speed and operation plan, and is not in the train runaway state, and no protective measures are triggered, this shows that the train's runaway function is in an effective state, which can effectively ensure the safety and stability of the train under normal operating conditions.

[0051] Based on the above Figure 1 It can be seen from the implementation method that the present application provides a test method for the train runaway function, which is used to determine whether the train's runaway function is normal and effective. First, according to the current control parameters of the train and the actual driving state, it is determined whether the train is in a runaway state; secondly, the train's runaway text data and braking data are collected to determine whether the train has implemented protective measures; finally, when the train is in the runaway state and the protective measures are implemented, it is determined that the train's runaway function is normal; or when the train is not in the runaway state and the protective measures are not implemented, it is determined that the train's runaway function is normal. It can be seen that the present application realizes the intelligent and standardized judgment of whether the train's runaway function is normal and effective through the above series of standardized processes, which not only avoids the drawbacks of strong subjectivity and non-unique judgment criteria in manual monitoring, but also eliminates the problem of inaccurate judgment results caused by differences in experience and perspectives of different monitoring personnel, thereby ensuring the standardization of the process of judging whether the train's runaway function is normal and the accuracy and objectivity of its results.

[0052] Furthermore, according to the above Figure 1 The embodiment of the present application shown in the figure provides a more specific implementation method of how to determine whether the train is in a slipping and retreating state, and is described in detail, as follows:

[0053] like Figure 2 As shown, after obtaining the current control parameters and actual driving status of the train, it is possible to determine whether the train is in a slipping and retreating state based on the distance the slipping and retreating behavior continues. The specific steps are as follows: Step 201, determine the distance the slipping and retreating behavior continues.

[0054] In actual operation, when a train evades and deviates, due to its own gravity or other factors, before taking protective measures to prevent the evasion and deviating state from continuing, the train will continue to be in the evasion and deviating state from the time when the evasion and deviating behavior occurs. Therefore, the specific method for determining the distance that the evasion and deviating behavior continues can be to record the position data of the train when the evasion and deviating behavior occurs through a timing recorder, and obtain the current position data of the train according to the GPS system; and determine the distance that the evasion and deviating behavior continues according to the position data obtained in the GPS system and the position data recorded by the timing recorder.

[0055] Step 202: determine whether the distance of the slipping and retreating behavior obtained in step 201 is greater than or equal to a preset distance.

[0056] Among them, the preset distance is the maximum safe distance the train travels from the time the train evades and retreats to the time the train implements protective measures.

[0057] Step 203: If it is determined in step 202 that the distance for which the escaping and retreating behavior continues is greater than or equal to the preset distance, it is determined that the train is in the escaping and retreating state.

[0058] Step 204: If it is determined in step 202 that the distance for which the escaping and retreating behavior continues is less than the preset distance, it is determined that the train is not in the escaping and retreating state.

[0059] Specifically, in the above-mentioned automated judgment process, when the distance of the slipping and retreating behavior is less than the preset distance, it means that although the train has slipped and retreated, the distance of the train's slipping and retreating behavior has not reached the level where protective measures need to be implemented. Conversely, when the distance of the slipping and retreating behavior is greater than or equal to the preset distance, the distance of the train's slipping and retreating behavior has reached the level where protective measures need to be implemented immediately, and the corresponding protective measures need to be implemented immediately. For example, the preset distance is 20 meters, and the train continues to travel 10 meters from the time the slipping and retreating behavior occurs. At this time, the continued travel distance of 10 meters is less than the preset distance of 20 meters, and the train does not need to implement protective measures. If the train continues to travel 20 meters, the continued travel distance of 20 meters is equal to the preset distance of 20 meters, and the train should implement protective measures.

[0060] Furthermore, after obtaining the current control parameters and actual driving status of the train, it is also possible to determine whether the train is in a slipping and regressing state according to the duration of the slipping and regressing behavior. The specific steps are as follows: Figure 3 As shown, the details are as follows:

[0061] Step 211: Determine the duration of the slipping and regressing behavior.

[0062] In actual operation, when a train evades and deviates, due to its own gravity or other factors, before taking protective measures to prevent the evasion and deviate state from continuing, the train will continue to be in the evasion and deviate state from the time when the evasion and deviate behavior occurs. Therefore, the specific method for determining the duration of the evasion and deviate behavior can be to find the time data when the train evades and deviates and the time data of the train's current travel when the train evades and deviates when it is determined that the train evades and deviates; according to the time data of the train's current travel and the time data when the train evades and deviates, calculate the duration of the evasion and deviate behavior.

[0063] Step 212: determine whether the duration of the escaping and retreating behavior obtained in step 211 is greater than or equal to a preset time.

[0064] Among them, the preset time is set as the longest safe time for the train to travel from the time the train slips and retreats to the time the train implements protective measures.

[0065] Step 213: If the duration of the escaping and retreating behavior as determined in step 212 is greater than or equal to the preset time, it is determined that the train is in the escaping and retreating state.

[0066] Step 214: If the duration of the escaping and retreating behavior as determined in step 212 is less than the preset time, it is determined that the train is not in the escaping and retreating state.

[0067] Specifically, the above-mentioned automated judgment process is determined based on the time dimension. After determining the duration of the slipping and deteriorating behavior, if the duration of the slipping and deteriorating behavior is less than the preset time, it means that although the train has slipped and deteriorated, the duration of the train's slipping and deteriorating behavior has not reached the extent that protective measures need to be implemented. On the contrary, when the duration of the slipping and deteriorating behavior is greater than or equal to the preset time, the duration of the train's slipping and deteriorating behavior has reached the extent that protective measures need to be implemented immediately, and the corresponding protective measures need to be implemented immediately. For example, the preset time is 5 seconds, and the train continues to run for 3 seconds from the occurrence of the slipping and deteriorating behavior. At this time, 3 seconds is less than 5 seconds, and the train does not need to implement protective measures. If the train continues to run for 5 seconds, at this time, the train continues to run for 5 seconds equal to the preset time of 5 seconds, and the train should implement protective measures.

[0068] Furthermore, after obtaining the current control parameters and actual driving status of the train, it is also possible to determine whether the train is in a slipping and retreating state according to the distance and time of the slipping and retreating behavior. The specific steps are as follows: Figure 4 As shown, the details are as follows:

[0069] Step 221: Determine the distance and time that the slipping and regressing behavior continues.

[0070] The determination of the distance and time during which the escaping and retrogressing behavior continues is to determine the speed during which the escaping and retrogressing behavior continues, which can be obtained directly or by separately obtaining the distance during which the escaping and retrogressing behavior continues and the distance time during which the escaping and retrogressing behavior continues in the above method, and calculating the speed during which the escaping and retrogressing behavior continues.

[0071] Step 222: determine whether the distance and time of the slipping and retreating behavior obtained in step 221 are greater than or equal to the preset distance and time.

[0072] The preset distance and time are the preset speed, and the preset speed is set as the maximum safe speed of the train from the time when the train evades and retreats until the train implements protective measures.

[0073] Step 223: If the distance and time of the slipping and retreating behavior determined in step 222 are greater than or equal to the preset speed, it is determined that the train is in the slipping and retreating state.

[0074] Step 224: If the distance and time of the escaping and retreating behavior determined in step 222 are less than the preset speed, it is determined that the train is not in the escaping and retreating state.

[0075] Specifically, in the above-mentioned automated judgment process, when the speed at which the slipping and retreating behavior continues is less than the preset speed, it means that although the train has slipped and retreated, the speed at which the train slipped and retreated has not reached the level at which protective measures need to be implemented. On the contrary, when the speed at which the slipping and retreating behavior continues is greater than or equal to the preset speed, the speed at which the slipping and retreating behavior continues reaches the level at which protective measures need to be implemented immediately, and the corresponding protective measures need to be implemented immediately. For example, the preset speed is 30 meters per second, and the train continues to travel at a speed of 25 meters per second since the slipping and retreating behavior occurs. At this time, the continued travel speed of 25 meters per second is less than the preset speed of 30 meters per second, and the train does not need to implement protective measures. If the train continues to travel at a speed of 30 meters per second, at this time, the continued travel speed of 30 meters per second is equal to the preset speed of 30 meters per second, and the train should implement protective measures, and continuously judge the size of the continued travel speed, thereby affecting the safe operation of the train.

[0076] In the above three methods for determining whether a train is in a slipping and retreating state, the preset distance, preset time and preset speed (preset distance and time) are all set and are not fixed. They need to be comprehensively considered and dynamically adjusted according to multiple factors such as the specific type of train, operating environment, safety standards and historical data. No specific limitations are made on this.

[0077] In summary, the above-mentioned automatic judgment mechanism based on distance and / or time compares the distance and / or time of the continuous slipping and retreating behavior with the preset distance and / or time, which can timely determine when the train is in a slipping and retreating state, and effectively ensure the safety of the train running within a specific distance. In addition, since the preset distance and / or preset time are not fixed values, they are dynamically adjusted by comprehensively considering multiple factors such as the specific type of train, operating environment, safety standards and historical data. It can be seen that by scientifically setting and dynamically adjusting the preset distance and / or preset time, not only can it adapt to different actual situations, but also improve the accuracy of the judgment result, providing a standard and accurate test method for the safe operation of trains.

[0078] Furthermore, based on the above Figures 1 to 4 In the embodiment of the present application shown in FIG. 1 , regarding how to determine whether the train has implemented protective measures, the embodiment of the present application provides the following implementation method and describes it in detail. The specific steps are as follows: Figure 5 As shown:

[0079] Step 301: Collect current slipping and retreating text data and braking data.

[0080] In this solution, the slipping and reversing text data is an information text automatically generated when the train is in a slipping and reversing state, and the slipping and reversing text data includes information such as the time and position when the train slipped and reversing occurred, and the time, position and slipping and reversing state when the train was in a slipping and reversing state. The braking data is the data generated by the relevant measures implemented to prevent the slipping and reversing state from continuing to occur when the train is in a slipping and reversing state, which specifically covers the braking means, braking force and braking effect, etc.

[0081] Step 302: Determine whether the current slip and fall text data and braking data collected in step 301 are updated relative to the historical collected data within the same time interval.

[0082] When the train is in a runaway state, if the train implements protective measures to prevent the runaway state from continuing to occur, corresponding data will be automatically generated, such as the train's runaway text data and braking data. Therefore, it can be determined whether the train implements protective measures by judging the runaway text data and braking data obtained within the same time interval.

[0083] Step 303: If it is determined in step 302 that both the runaway and retreat text data and the braking data are updated, it is determined that the train executes protective measures.

[0084] Step 304: If it is determined in step 302 that the runaway and retreating text data and the braking data are not updated, it is determined that the train has not implemented protective measures.

[0085] In this embodiment, if within the same time interval, the currently collected runaway text data and brake data are updated relative to the runaway text data and brake data in the historical collected data, this indicates that the train has implemented protective measures. Otherwise, the train has not implemented protective measures. For example, within a specific time interval, relative to the train runaway text data and brake data in the historical data, only the currently collected train runaway text data is updated, while the currently collected brake data is not updated; or only the currently collected brake data is updated, while the currently collected runaway text data remains unchanged; or, neither of them is updated, it is determined that the train has not implemented protective measures.

[0086] In summary, the present application provides a test method for the train's runaway and retreat function, which is used to determine whether the train's runaway and retreat function is normal and effective. First, according to the obtained current control parameters of the train and the actual driving state, it is determined whether the train is in a runaway and retreat state; secondly, the train's runaway and retreat text data and braking data are collected to determine whether the train has implemented protective measures; finally, if the train is in the runaway and retreat state and the protective measures are implemented, it is determined that the train's runaway and retreat function is normal; or, if the train is not in the runaway and retreat state and the protective measures are not implemented, it is determined that the train's runaway and retreat function is normal. It can be seen that the present application realizes the intelligent and standardized judgment of whether the train's runaway and retreat function is normal and effective through the above series of standardized processes, which not only avoids the drawbacks of strong subjectivity and non-unique judgment criteria in manual monitoring, but also eliminates the problem of inaccurate judgment results caused by differences in experience and perspectives of different monitoring personnel, thereby ensuring the standardization of the process of judging whether the train's runaway and retreat function is normal and the accuracy and objectivity of its results.

[0087] Furthermore, according to the above Figures 1 to 5 In the embodiment of the present application shown, when judging whether the escape and retreat function of the train is normal, the embodiment of the present application provides the following implementation method and describes it in detail, as follows:

[0088] After determining whether the train is in a escaping and retreating state and whether protective measures are implemented in a manner such as determining whether the train is in a escaping and retreating state in step 101 and determining whether the train implements protective measures in step 102, if the train is in the escaping and retreating state and has not implemented protective measures, it is determined that the escaping and retreating function of the train is abnormal and an early warning message is issued; if the train is not in the escaping and retreating state and protective measures are implemented, it is determined that the escaping and retreating function of the train is abnormal and an early warning message is issued.

[0089] Specifically, when it is determined that the train's runaway function is abnormal, an early warning message is issued, and the early warning message can be information such as display error log, sound information, indicator light, etc., wherein the error log information includes the time when the train is in the runaway state and / or the position information when the train is in the runaway state and the braking data when the error occurs. The specific recording method of the error log can be "[time when the train is in the runaway state]: X hours, X minutes, and X seconds", or it can be other recording forms such as "[brake data]" recording method, or [running direction] + [brake data] + [current position data] + [runaway text data] recording method, including but not limited to the above methods. The sound information can be a voice error report, or it can be an error report through a vibrator, such as a sharp alarm sounding in the train cab, and an emergency prompt box popping up on the display screen of the control center, and sending a text message notification containing detailed abnormal information to the mobile device of the relevant staff. The indicator light can flash in a single color or flash in multiple colors in a cycle. In addition, the above-mentioned early warning information can be used alone or in combination. In summary, through the above-mentioned early warning information, it can be determined in time that the train has not correctly implemented protective measures, and then emergency braking measures can be implemented to ensure the safe operation of the train.

[0090] Furthermore, as a response to the above Figures 1 to 5 To implement the method embodiment, the present application embodiment provides a test device for a train runaway function, such as Figure 6 As shown, the device comprises:

[0091] A first judgment unit 41 is used to judge whether the train is in a slipping and retreating state according to the current control parameters and actual running state of the train;

[0092] The second judgment unit 42 is used to collect the text data of the train's slipping and retreating and the braking data to determine whether the train executes protective measures;

[0093] A determination unit 43, configured to determine that the train's escaping and retreating function is normal if the first determination unit 41 determines that the train is in the escaping and retreating state and the second determination unit 42 determines that the train is executing protective measures;

[0094] The determination unit 43 is used to determine that the train's escaping and retreating function is normal if the first determination unit 41 determines that the train is not in the escaping and retreating state and the second determination unit 42 determines that the train has not implemented protective measures.

[0095] Further, such as Figure 7 As shown, the first judging unit 41 includes:

[0096] The direction acquisition module 411 is used to acquire the actual travel direction according to the historical positioning information of the train;

[0097] The control position acquisition module 412 is used to acquire the control position of the train direction handle from the current control parameters of the train;

[0098] A behavior determination module 413 is used to compare the actual travel direction obtained in the direction acquisition module 411 with the control position obtained in the control position acquisition module 412 using a preset strategy to determine whether the train has escaping and retreating behavior;

[0099] The state determination module 414 is used to determine whether the train is in a slipping and retreating state according to the distance and / or time of the slipping and retreating behavior if the behavior determination module 413 determines that the train has slipped and retreated.

[0100] Further, such as Figure 7 As shown, the state determination module 414 includes:

[0101] The distance determination submodule 4141 is used to determine whether the distance of the slipping and retreating behavior is equal to a preset distance, and the preset distance is the maximum safe distance of the train from the time when the train slips and retreats to the time when the train implements protective measures;

[0102] The state determination submodule 4142 is used to determine that the train is in the slipping and retreating state if the distance determination submodule 4141 determines that the slipping and retreating behavior continues for a distance greater than or equal to the preset distance;

[0103] The state determination submodule 4142 is used to determine that the train is not in the escaping and retreating state if the distance determination submodule 4141 determines that the distance for which the escaping and retreating behavior continues is less than the preset distance.

[0104] Further, such as Figure 7 As shown, the state determination module 414 includes:

[0105] The time determination submodule 4143 determines whether the duration of the slipping and retreating behavior is equal to a preset time, wherein the preset time is the longest safe time for the train to travel from the time when the train slips and retreats to the time when the train implements protective measures;

[0106] The state determination submodule 4142 is used to determine that the train is in the slipping and retreating state if the time determination submodule 4143 determines that the slipping and retreating behavior lasts for a time greater than or equal to the preset time;

[0107] The state determination submodule 4142 is used to determine that the train is not in the escaping and retreating state if the time determination submodule 4143 determines that the duration of the escaping and retreating behavior is less than the preset time.

[0108] Further, such as Figure 7 As shown, the direction acquisition module 411 includes:

[0109] The position acquisition submodule 4111 is used to acquire the position data of the train at N, N+1, and N+2, where N+2 is the current time;

[0110] The driving direction determination submodule 4112 is used to determine that the actual driving direction of the train is backward if the location acquisition submodule 4111 determines that the driving distance between N and N+1 is greater than the driving distance between N and N+2;

[0111] The determining driving direction submodule 4112 is used to determine that the actual driving direction of the train is forward if the obtaining position submodule 4111 determines that the driving distance between N and N+1 is less than the driving distance between N and N+2.

[0112] Further, such as Figure 7 As shown, the device also includes:

[0113] The determination unit 43 is used to determine that the train's slipping and retreating function is abnormal if the first determination unit 41 determines that the train is in the slipping and retreating state, and the second determination unit 42 determines that no protective measures have been taken, and then issue a warning message;

[0114] The determination unit 43 is used to issue a warning message if the first determination unit 41 determines that the train is not in the escaping and retreating state, and the second determination unit 42 determines that the protective measures are executed and determines that the escaping and retreating function of the train is abnormal.

[0115] Further, such as Figure 7 As shown, the second judgment unit 42 also includes:

[0116] An update determination module 421 is used to determine whether the currently collected slipping and retreating text data and the braking data are updated according to the historical collected data;

[0117] A protection determination module 422 is used to determine that the train executes protection measures if the update determination module 421 determines that the runaway and retreat text data and the brake data are both updated within the same time interval;

[0118] The protection module 422 determines that the train has not implemented protection measures if the update module 421 determines that the escape and retreat text data and the braking data are not updated within the same time interval.

[0119] Furthermore, an embodiment of the present application also provides an electronic device, which includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the above-mentioned train slipping and retreating function test method.

[0120] Furthermore, an embodiment of the present application also provides a readable storage medium, which includes a stored program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the above-mentioned test method for the train slipping and retreating function.

[0121] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0122] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the systems, devices and units described above can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0123] The algorithm and display provided herein are not inherently related to any particular computer, virtual system or other device. Various general purpose systems can also be used together with the teachings based on this. According to the above description, it is obvious to construct the structure required for this type of system. In addition, the application is not directed to any specific programming language either. It should be understood that various programming languages ​​can be utilized to realize the content of the application described herein, and the description of the above specific language is to disclose the preferred embodiment of the application.

[0124] In addition, the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0125] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment, or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented in one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that include computer-usable program code.

[0126] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of the processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data cutover device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data cutover device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0127] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data switching device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce a manufactured product including an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0128] These computer program instructions can also be loaded onto a computer or other programmable data transfer device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for executing on the computer or other programmable device to implement the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0129] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0130] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0131] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules or other data. Examples of computer storage media include, but are not limited to, phase change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0132] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0133] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems or computer program products. Therefore, the present application may adopt the form of a complete hardware embodiment, a complete software embodiment or an embodiment in combination with software and hardware. Moreover, the present application may adopt the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) that contain computer-usable program code.

[0134] The above are only embodiments of the present application and are not intended to limit the present application. For those skilled in the art, the present application may have various changes and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application should be included within the scope of the claims of the present application.

Claims

1. A method for testing a train runaway function, characterized in that: The method comprises: According to the current control parameters and actual running status of the train, determining whether the train is in a slipping and retreating state; Collecting the train's runaway and retreat text data and braking data to determine whether the train has implemented protective measures; If the train is in the slipping and retreating state and protective measures are being taken, it is determined that the slipping and retreating function of the train is normal; If the train is not in the runaway and retreating state and no protective measures are performed, it is determined that the runaway and retreating function of the train is normal.

2. The method according to claim 1, characterized in that: The step of judging whether the train is in a slipping and retreating state according to the current control parameters and the actual running state of the train includes: Obtain the actual travel direction based on the historical positioning information of the train; Obtain the control position of the train direction handle from the current control parameters of the train; Comparing the actual travel direction with the control position using a preset strategy to determine whether the train has slipped or retreated; If it occurs, it is determined whether the train is in a slipping and regressing state based on the distance and / or time the slipping and regressing behavior lasts.

3. The method according to claim 2, characterized in that The determining whether the train is in a slipping and regressing state according to the distance and / or time of the slipping and regressing behavior comprises: Determine whether the distance of the slipping and retreating behavior is greater than or equal to a preset distance, where the preset distance is the maximum safe distance that the train travels from the time when the train slips and retreats to the time when the train implements protective measures; If the distance of the slipping and retreating behavior is greater than or equal to the preset distance, it is determined that the train is in the slipping and retreating state; If the distance for which the escaping and retreating behavior continues is less than the preset distance, it is determined that the train is not in the escaping and retreating state.

4. The method according to claim 2, characterized in that The determining whether the train is in a slipping and regressing state according to the distance and / or time of the slipping and regressing behavior comprises: Determine whether the duration of the runaway behavior is greater than or equal to a preset time, where the preset time is the longest safe time for the train to travel from the time when the train runsaway to the time when the train implements protective measures; If the duration of the slipping and retreating behavior is greater than or equal to the preset time, it is determined that the train is in the slipping and retreating state; If the duration of the escaping and retreating behavior is less than the preset time, it is determined that the train is not in the escaping and retreating state.

5. The method according to claim 2, characterized in that: The obtaining of the actual travel direction according to the historical positioning information of the train includes: Get the train position data corresponding to N, N+1, and N+2, where N+2 is the current time; If the distance between N and N+1 is greater than the distance between N and N+2, it is determined that the actual direction of travel of the train is backward; If the travel distance between N and N+1 is less than the travel distance between N and N+2, it is determined that the actual travel direction of the train is forward.

6. The method according to claim 1, characterized in that The method further comprises: If the train is in the slipping and retreating state and no protective measures are taken, it is determined that the slipping and retreating function of the train is abnormal, and an early warning message is issued; If the train is not in the slipping and retreating state, and when the protective measures are executed, it is determined that the slipping and retreating function of the train is abnormal, an early warning message is issued.

7. The method according to any one of claims 1 to 6, characterized in that The collecting of the train's slipping and retreating text data and braking data to determine whether the train executes protective measures includes: According to the historically collected data, determining whether the currently collected slipping and retreating text data and the braking data are updated; If the slipping and regressing text data and the braking data are both updated within the same time interval, it is determined that the train executes protective measures; If the runaway and retreating text data and the braking data are not updated within the same time interval, it is determined that the train has not implemented protective measures.

8. A test device for a train runaway function, characterized in that: The device comprises: A first judgment unit, used for judging whether the train is in a slipping and retreating state according to the current control parameters and actual running state of the train; A second judgment unit is used to collect the text data of the train's runaway and retreat and the braking data to determine whether the train has implemented protective measures; a determination unit, configured to determine that the train's escaping and retreating function is normal if the first determination unit determines that the train is in the escaping and retreating state and the second determination unit determines that the train is executing protective measures; The determination unit is used to determine that the train's escaping and retreating function is normal if the first determination unit determines that the train is not in the escaping and retreating state and the second determination unit determines that the train has not executed protective measures.

9. An electronic device, characterized in that: The electronic device includes at least one processor, and at least one memory and bus connected to the processor; wherein the processor and the memory communicate with each other via the bus; the processor is used to call program instructions in the memory to execute the test method for the train slipping and retreating function as described in any one of claims 1-7.

10. A readable storage medium, characterized in that: The storage medium is used to store a computer program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the test method for the train slipping and retreating function as described in any one of claims 1-7.

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