Test method for keeping human control priority for side line entry of CTCS-2 vehicle-mounted train control system

Abstract

The invention discloses a test method for keeping human control priority for side line pull-in of a CTCS-2 vehicle-mounted train control system, which comprises the following steps: a vehicle-mounted device controls a train to run to a turnout side line train connection track in an FS mode, and receives low-frequency code information sent from a track circuit; determining a turnout type and a test case according to the low-frequency code information; executing the test case to obtain a test result; the test case comprises the following steps: executing the position of the mobile authorization length at the outbound signal machine; receiving a codeless / HU low-frequency code sent by the track circuit in a front bifurcation area; receiving the HU low-frequency code sent by the track circuit in the station; determining whether to reopen the outbound signal machine; and checking the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in a manual control priority mode or not, and obtaining the test result. According to the invention, the test of keeping the man-control priority mode function of the side-line pull-in train is realized, the integrity of test coverage is ensured, and the test efficiency is effectively improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a test method for maintaining human control priority for lateral entry into a station of a CTCS-2 on-board train control system. Background Art

[0002] The CTCS-2 on-board train control system is an important part of the railway train control system. It sets different braking priority modes according to the train operation scenarios to ensure the safety and efficiency of train operation. Among them, the equipment braking priority mode (machine control priority) and the driver braking priority mode are two important braking control modes. In the operation scenario where the train enters the siding and enters the station, the system needs to control the on-board equipment or the train to maintain the human control priority mode during the siding and entering the station to deal with possible emergencies. However, there is a lack of relevant testing methods to effectively verify whether the CTCS-2 on-board train control system operates according to the established control mode, which brings potential risks to the safe operation of the train. Summary of the invention

[0003] The object of the present invention is to provide a test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system, which is used to implement the test of the CTCS-2 on-board train control system, ensure the integrity of the test coverage, effectively improve the test efficiency, and improve the safety of train operation.

[0004] In order to achieve the above objectives, the present invention is implemented by the following technical solutions:

[0005] A test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system, comprising:

[0006] The on-board equipment controls the train to run to the turnout siding receiving track in FS mode and receives the low-frequency code information sent from the track circuit;

[0007] Determine the turnout type and test case according to the low-frequency code information;

[0008] Execute the test case to obtain the test result;

[0009] The test cases include:

[0010] Execute the movement authorization length at the location of the outbound signal;

[0011] Receive the no-code / HU low-frequency code sent by the track circuit in the forward branch area;

[0012] Receiving the HU low-frequency code sent by the track circuit in the station;

[0013] Determine whether to reopen the outbound signal;

[0014] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0015] Optionally, when the low-frequency code information is a UU low-frequency code, the turnout type is a turnout with a turnout code less than or equal to 12; when the low-frequency code information is a UUS low-frequency code, the turnout type is a turnout with a turnout code greater than or equal to 18.

[0016] Optionally, when the train runs to a turnout with a turnout code greater than or equal to 18, a first test case is executed, wherein the first test case includes a plurality of sub-test cases divided according to an effective equivalence class division method;

[0017] When the train runs to a turnout with a turnout code less than or equal to 12, a second test case is executed, where the second test case includes a plurality of sub-test cases divided according to the effective equivalence class division method.

[0018] Optionally, the first test case includes a first sub-test case, and the first sub-test case includes:

[0019] The station entry block receives the UUS low-frequency code sent by the track circuit;

[0020] The mobile authorization length is at the location of the exit signal;

[0021] The forward switch area receives track circuits that send no code;

[0022] The station receives the HU low-frequency code sent by the track circuit;

[0023] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0024] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0025] Optionally, the first test case includes a second sub-test case, and the second sub-test case includes:

[0026] The station entry block receives the UUS low-frequency code sent by the track circuit;

[0027] The mobile authorization length is at the location of the exit signal;

[0028] The forward switch area receives the HU low-frequency code sent by the track circuit;

[0029] The station receives the HU low-frequency code sent by the track circuit;

[0030] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0031] Reopening of outbound signals;

[0032] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0033] Optionally, the first test case includes a third sub-test case, and the third sub-test case includes:

[0034] The station entry block receives the UUS low-frequency code sent by the track circuit;

[0035] The mobile authorization length is at the location of the exit signal;

[0036] The forward switch area receives the track circuit and sends the HU low-frequency code;

[0037] The station receives the HU low-frequency code sent by the track circuit;

[0038] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0039] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0040] Optionally, the first test case includes a fourth sub-test case, and the fourth sub-test case includes:

[0041] The station entry block receives the UUS low-frequency code sent by the track circuit;

[0042] The mobile authorization length is at the location of the exit signal;

[0043] The forward switch area receives track circuits that send no code;

[0044] The station receives the HU low-frequency code sent by the track circuit;

[0045] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0046] Reopening of outbound signals;

[0047] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0048] Optionally, the second test case includes a fifth sub-test case, and the fifth sub-test case includes:

[0049] The station entry block receives the UU low-frequency code sent by the track circuit;

[0050] The mobile authorization length is at the location of the exit signal;

[0051] The forward switch area receives track circuits that send no code;

[0052] The station receives the HU low-frequency code sent by the track circuit;

[0053] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0054] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0055] Optionally, the second test case includes a sixth sub-test case, and the sixth sub-test case includes:

[0056] The station entry block receives the UU low-frequency code sent by the track circuit;

[0057] The mobile authorization length is at the location of the exit signal;

[0058] The forward switch area receives the HU low-frequency code sent by the track circuit;

[0059] The station receives the HU low-frequency code sent by the track circuit;

[0060] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0061] Reopening of outbound signals;

[0062] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0063] Optionally, the second test case includes a seventh sub-test case, and the seventh sub-test case includes:

[0064] The station entry block receives the UU low-frequency code sent by the track circuit;

[0065] The mobile authorization length is at the location of the exit signal;

[0066] The forward switch area receives the track circuit and sends the HU low-frequency code;

[0067] The station receives the HU low-frequency code sent by the track circuit;

[0068] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0069] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0070] Optionally, the second test case includes an eighth sub-test case, and the eighth sub-test case includes:

[0071] The station entry block receives the UU low-frequency code sent by the track circuit;

[0072] The mobile authorization length is at the location of the exit signal;

[0073] The forward switch area receives track circuits that send no code;

[0074] The station receives the HU low-frequency code sent by the track circuit;

[0075] According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise;

[0076] Reopening of outbound signals;

[0077] Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0078] Optionally, after executing the corresponding test case, if the driving curve is not displayed on the DMI of the vehicle-mounted device, it is determined that the vehicle-mounted train control system is switched from the machine control priority mode to the human control priority mode.

[0079] On the other hand, the present invention further provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the method described above is implemented.

[0080] In other aspects, the present invention further provides a readable storage medium, wherein the readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0081] The present invention has at least the following technical effects:

[0082] Aiming at the actual operation scenario of the CTCS-2 on-board train control system, the present invention designs a test method for maintaining human control priority for the CTCS-2 on-board system for siding entry, thereby realizing the test of the human control priority mode function of the siding entry train, ensuring the integrity of the test coverage and effectively improving the test efficiency.

[0083] This test method can be used as a reference or reference for testing within the industry.

[0084] Based on the testing thinking of the effective equivalence class partitioning method, multiple test cases are designed separately to ensure the breadth and width of the test scope and improve the test efficiency and quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0085] Figure 1A flow chart of a test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system provided by an embodiment of the present invention;

[0086] Figure 2 A test flow diagram of the first test case in a test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system provided by an embodiment of the present invention;

[0087] Figure 3 A schematic diagram of the test flow of the second test case in the test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system provided by an embodiment of the present invention;

[0088] Figure 4 A schematic diagram of a specific test flow of the first test case in a test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system provided by an embodiment of the present invention;

[0089] Figure 5 A schematic diagram of a specific test flow of a second test case in a test method for maintaining human control priority for lateral entry into a CTCS-2 on-board train control system provided in an embodiment of the present invention. DETAILED DESCRIPTION

[0090] The following is a further detailed description of a test method for maintaining human control priority for lateral entry of the CTCS-2 on-board train control system proposed by the present invention in combination with the accompanying drawings and specific implementation methods. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, which are only used to conveniently and clearly assist in explaining the purpose of the implementation method of the present invention. In order to make the purposes, features and advantages of the present invention more obvious and easy to understand, please refer to the accompanying drawings. It should be noted that the structure, proportion, size, etc. illustrated in the drawings of this specification are only used to match the contents disclosed in the specification for people familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention, so they have no technical substantive significance. Any modification of the structure, change in the proportional relationship or adjustment of the size, without affecting the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope of the technical content disclosed by the present invention.

[0091] The basic concepts involved in the present invention are introduced as follows: the track circuit realizes the track occupancy and train integrity check, and continuously transmits the number of idle block sections ahead to the train by sending the track circuit code.

[0092] The low-frequency information code is used to indicate the number of free blocks ahead and the target speed (including the lateral speed limit of the switches on the route, the opening speed for guidance and shunting, etc.), and is an important continuous information of the CTCS-2 on-board train control system.

[0093] The UU code (18.0Hz) locomotive signal displays a double half yellow light, requiring the train to run at a limited speed, and the ground signal indicating that the train is approaching opens the approach through the lateral position of the switch.

[0094] The UUS code (19.1Hz) locomotive signal displays a double half yellow flash, requiring the train to run at a limited speed. The ground signal indicating that the train is approaching has an open route through the lateral position of switch No. 18 and above, and one signal is open through the switch straight or the lateral position of switch No. 18 and above; or the ground signal indicating that the train is approaching the divergent switch has an open route through the lateral position of switch No. 18 and above.

[0095] The HU (26.8Hz) code locomotive signal displays a half yellow and half red light, requiring timely stopping measures. It indicates that the train's approach ahead has not been established, and the train's running speed is 0 km / h at the end of the approach.

[0096] The uncoded (27.9Hz, 25.7Hz, 0Hz) locomotive signal displays a white light.

[0097] The test requirements of this embodiment are as follows: In FS mode, when the following conditions are met at the same time, the vehicle-mounted equipment switches from machine control priority to human control priority:

[0098] 1. The station block receives UU / UUS;

[0099] 2. UU, UUS, HU or no code received in the station after the announcement of no carrier frequency;

[0100] 3. The station is blocked from exiting;

[0101] 4. The LMA position is less than or equal to the exit block terminal position.

[0102] Based on the test requirement description, the test scenario or test case is defined. The specific test method is as follows:

[0103] Combination Figure 1 to Figure 3 As shown, this embodiment provides a test method for maintaining human control priority for lateral entry of a CTCS-2 on-board train control system, including:

[0104] The on-board equipment controls the train to run to the switch siding receiving track in FS mode and receives the low-frequency code information sent from the track circuit.

[0105] It can be understood that in FS mode (Full Supervision mode), the on-board equipment uses the received track circuit data (for example, low-frequency code information) and transponder message data to calculate the continuous speed curve of the target speed distance, so as to monitor the train operation on the track line based on this continuous speed curve.

[0106] Determine the turnout type and test case according to the low-frequency code information;

[0107] Execute the test case to obtain the test result;

[0108] The test cases include:

[0109] Execute the movement authorization length at the location of the outbound signal;

[0110] Receive the no-code / HU low-frequency code sent by the track circuit in the forward branch area;

[0111] Receiving the HU low-frequency code sent by the track circuit in the station;

[0112] Determine whether to reopen the outbound signal;

[0113] Check the DMI (human-machine interface) of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

[0114] This embodiment designs a test method for maintaining human control priority for lateral entry of the CTCS-2 on-board train control system according to the actual operation scenario of the CTCS-2 on-board train control system, thereby realizing the test of the human control priority mode function for lateral entry of trains, ensuring the completeness of the test coverage and effectively improving the test efficiency.

[0115] It can be understood that, in this embodiment, after receiving the corresponding low-frequency code, the on-board equipment of the train controls the operation of the train according to the corresponding low-frequency code.

[0116] In this embodiment, when the low frequency code information is a UU low frequency code, the turnout type is a turnout with a turnout code less than or equal to 12, and this type of turnout has a low speed limit. When the low frequency code information is a UUS low frequency code, the turnout type is a turnout with a turnout code greater than or equal to 18, and this type of turnout has a high speed limit.

[0117] Please continue to refer to Figure 2 and Figure 3 As shown, this embodiment provides the following two types of test cases. When the train runs to a switch with a switch code greater than or equal to 18, a first test case is executed. The first test case includes several sub-test cases divided according to the effective equivalence class division method.

[0118] That is, for the train receiving signals at the lateral position of turnout No. 18 and above (the siding entry section receives UUS code), the train is in a human control priority mode considering the situations where the turnout area sends no code or HU code, and the situations where the exit signal is closed or open.

[0119] Specifically, by using the effective equivalence test method, a test method is designed to maintain human control priority when the train enters the station via the siding line of the receiving signal at the lateral position of turnout No. 18 and above.

[0120] The signal for receiving the train at the lateral position of the smallest turnout No. 18 is as follows:

[0121] The train is in FS mode and enters the station on the siding;

[0122] Receive the UUS low-frequency code sent by the track circuit;

[0123] The mobile authorization length is at the location of the exit signal;

[0124] The forward switch area receives track circuits that send no code / HU low-frequency code;

[0125] The station receives the HU low-frequency code sent by the track circuit;

[0126] Whether to reopen the outbound signal;

[0127] Check whether the DMI shows that the vehicle system is in human control priority.

[0128] When the train runs to a turnout with a turnout code less than or equal to 12, a second test case is executed, where the second test case includes a plurality of sub-test cases divided according to the effective equivalence class division method.

[0129] That is, for the train receiving signals at the lateral position of turnout No. 12 and below (the siding entry section receives UU code), consider the situations where the switch area sends no code or HU code, and the situations where the exit signal is closed or open, test whether the train (CTCS-2 on-board train control system) is in the human control priority mode.

[0130] Specifically, by using the effective equivalence test method, a test method is designed to maintain human control priority when the train enters the station via the siding line of the receiving signal at the lateral position of turnout No. 12 and below.

[0131] The train receiving signals at the lateral position of turnout No. 12 and below are as follows:

[0132] The train is in FS mode and enters the station on the siding;

[0133] Receive the UU low-frequency code sent by the track circuit;

[0134] The mobile authorization length is at the location of the exit signal;

[0135] The forward branch area is uncoded / HU low-frequency code;

[0136] The station receives the HU low-frequency code sent by the track circuit;

[0137] Whether to reopen the outbound signal;

[0138] Check whether the DMI shows that the vehicle system is in human control priority.

[0139] like Figure 4 As shown, in this embodiment, the first test case includes a first sub-test case,

[0140] The first sub-test case includes:

[0141] Step S101, the station entry block receives the UUS low frequency code sent by the track circuit;

[0142] Step S102, the length of movement authority (LMA) is at the location of the exit signal (the LMA location is equal to the exit block end location).

[0143] Step S103: The forward branch area receives the track circuit and sends no code;

[0144] Step S104, receiving the HU low frequency code sent by the track circuit in the station;

[0145] Step S105: According to the balise message sent by the track circuit, determine that the signal type is an outbound signal with a source balise (the type of the outbound signal is defined as type 7 in the CTCS-1 information package, i.e., if NID_Siganl=7 exists in the balise message, it indicates that the signal type is an outbound signal with a source balise);

[0146] Step S106: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0147] Please continue to refer to Figure 4 As shown, in this embodiment, the first test case includes a second sub-test case, and the second sub-test case includes:

[0148] Step S201: The station entry block receives the UUS low frequency code sent by the track circuit;

[0149] Step S202, moving the authorization length to the location of the exit signal;

[0150] Step S203: The forward switch area receives the HU low-frequency code sent by the track circuit;

[0151] Step S204: The station receives the HU low-frequency code sent by the track circuit; the exit signal is closed and the train is not allowed to depart;

[0152] Step S205: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0153] Step S206, reopening the exit signal; that is, the exit signal is reopened when the HU low-frequency code is changed to a permission code.

[0154] Step S207: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0155] Please continue to refer to Figure 4 As shown, in this embodiment, the first test case includes a third sub-test case, and the third sub-test case includes:

[0156] Step S301: The station entry block receives the UUS low frequency code sent by the track circuit;

[0157] Step S302, moving the authorization length to the location of the exit signal;

[0158] Step S303: The forward branch area receives the track circuit and sends the HU low-frequency code;

[0159] Step S304: Receive the HU low-frequency code sent by the track circuit in the station;

[0160] Step S305: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0161] Step S306: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0162] Please continue to refer to Figure 4 As shown, in this embodiment, the first test case includes a fourth sub-test case, and the fourth sub-test case includes:

[0163] Step S401: The station entry block receives the UUS low frequency code sent by the track circuit;

[0164] Step S402, moving the authorization length to the location of the exit signal;

[0165] Step S403: The forward branch area receives the track circuit and sends no code;

[0166] Step S404: receiving the HU low frequency code sent by the track circuit in the station;

[0167] Step S405: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0168] Step S406, reopen the exit signal;

[0169] Step S407: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0170] like Figure 5 As shown, in this embodiment, the second test case includes a fifth sub-test case, and the fifth sub-test case includes:

[0171] Step S501: The station entry block receives the UU low frequency code sent by the track circuit;

[0172] Step S502, moving the authorization length to the location of the exit signal;

[0173] Step S503: The forward branch area receives the track circuit and sends no code;

[0174] Step S504: Receive the HU low-frequency code sent by the track circuit in the station;

[0175] Step S505: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0176] Step S506: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0177] Please continue to refer to Figure 5 As shown, in this embodiment, the second test case includes a sixth sub-test case, and the sixth sub-test case includes:

[0178] Step S601: The station entry block receives the UU low frequency code sent by the track circuit;

[0179] Step S602, moving the authorization length to the location of the exit signal;

[0180] Step S603: The forward branch area receives the HU low-frequency code sent by the track circuit;

[0181] Step S604: Receive the HU low frequency code sent by the track circuit in the station;

[0182] Step S605: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0183] Step S606, reopen the exit signal;

[0184] Step S607: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0185] Please continue to refer to Figure 5As shown, in this embodiment, the second test case includes a seventh sub-test case, and the seventh sub-test case includes:

[0186] Step S701: The station entry block receives the UU low frequency code sent by the track circuit;

[0187] Step S702, moving the authorization length to the location of the exit signal;

[0188] Step S703: The forward branch area receives the track circuit and sends the HU low-frequency code;

[0189] Step S704: Receive the HU low-frequency code sent by the track circuit in the station;

[0190] Step S705: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0191] Step S706: Check the DMI of the vehicle-mounted equipment to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtain the test result.

[0192] Please continue to refer to Figure 5 As shown, in this embodiment, the second test case includes an eighth sub-test case, and the eighth sub-test case includes:

[0193] Step S801: The station entry block receives the UU low frequency code sent by the track circuit;

[0194] Step S802, moving the authorization length to the location of the exit signal;

[0195] Step S803: The forward branch area receives the track circuit and sends no code;

[0196] Step S804: Receive the HU low-frequency code sent by the track circuit in the station;

[0197] Step S805: Determine, according to the balise message sent by the track circuit, that the signal type is an exit signal with a source balise;

[0198] Step S806, reopen the exit signal;

[0199] Step S807 checks the DMI of the vehicle-mounted device to determine whether the vehicle-mounted train control system is in the human control priority mode, and obtains the test result.

[0200] In this embodiment, after executing the corresponding test case, if it is checked that there is no driving curve on the DMI of the vehicle-mounted device, it is determined that the vehicle-mounted train control system is switched from the machine control priority mode to the human control priority mode.

[0201] It is understandable that railway signal technology is an essential means to ensure the safety of train operation, achieve effective train control, improve throughput, and provide real-time information to operation managers. It is one of the key technologies for existing line technology and high-speed railway construction.

[0202] The on-board train control system is a system that automatically controls the entire operation process or part of the operation of the train. It can monitor, control and adjust the status baseline of the train speed and braking mode according to the objective conditions and actual situation of the train running on the line. At present, according to the human-machine relationship, it can be divided into equipment braking priority mode and driver braking priority mode.

[0203] The driver brake priority mode is that the driver controls the train speed according to the mode curve, and the equipment does not interfere with the driver's normal driving. Only when the train is overspeeding, the equipment takes effective deceleration measures to ensure the safety of train operation. The release of the equipment brake must be allowed by the equipment and confirmed by the driver.

[0204] The equipment braking priority mode is that the equipment can automatically control the train deceleration according to the mode curve and ensure the safety of train operation. Once the relief conditions are met after the equipment is normally braked, it will automatically release in time.

[0205] In the equipment braking priority mode, the on-board equipment realizes automatic speed control during the deceleration process by automatically triggering different levels of common brakes; when the train speed is lower than the relief speed, the on-board equipment automatically stops outputting the corresponding level of common brake commands without the need for manual intervention by the driver.

[0206] In the driver's brake priority mode, the driver is responsible for controlling the entire driving process including deceleration; after the on-board equipment implements normal braking, when the train speed is lower than the relief speed, the on-board equipment prompts the driver to allow relief information, and the driver releases the normal braking after pressing the relief button.

[0207] The common point between the driver brake priority mode and the equipment brake priority mode is that they are consistent in the settings of the maximum normal brake and emergency brake to ensure the safety of train operation. When the train is receiving and running in the station, the on-board equipment currently in the equipment brake priority mode will also be switched to the driver brake priority mode.

[0208] The difference between the two modes is that the equipment braking priority mode adds and subtracts the commonly used level 1 braking and the commonly used level 4 braking, which is used to replace the driver's braking operation for trains running in the section.

[0209] On the other hand, the present invention further provides an electronic device, including a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the method described above is implemented.

[0210] In other aspects, the present invention further provides a readable storage medium, wherein the readable storage medium stores a computer program, and when the computer program is executed by a processor, the method described above is implemented.

[0211] In addition, it is understandable that the above test method can also be that the CTCS-2 level train control system operates independently to test whether the siding entry is switched to the human control priority mode.

[0212] It should be noted that, in this article, relational terms such as first and second, etc. are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article 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, article or device. In the absence of further restrictions, the elements defined by the sentence "comprise a ..." do not exclude the existence of other identical elements in the process, method, article or device including the elements.

[0213] It should be noted that the devices and methods disclosed in the embodiments of this article can also be implemented in other ways. The device implementation described above is only schematic. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architecture, functions and operations of the devices, methods and computer program products according to multiple embodiments of this article. In this regard, each box in the flowchart or block diagram can represent a part of a module, program or code, and the module, program segment or part of the code contains one or more executable instructions for implementing the specified logical function, and the module, program segment or part of the code contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the box can also occur in a different order from the order marked in the accompanying drawings. For example, two consecutive boxes can actually be executed substantially in parallel, and they can sometimes be executed in the opposite order, depending on the functions involved. It should also be noted that each box in the block diagram and / or flowchart, and the combination of boxes in the block diagram and / or flowchart can be implemented by a dedicated hardware-based system for performing a specified function or action, or can be implemented by a combination of dedicated hardware and computer instructions.

[0214] In addition, the functional modules in the various embodiments of this document may be integrated together to form an independent part, or each module may exist independently, or two or more modules may be integrated to form an independent part.

[0215] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. A test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system, characterized in that: include: The on-board equipment controls the train to run to the turnout siding receiving track in FS mode and receives the low-frequency code information sent from the track circuit; Determine the turnout type and test case according to the low-frequency code information; Execute the test case to obtain the test result; The test cases include: Execute the movement authorization length at the location of the outbound signal; Receive the no-code / HU low-frequency code sent by the track circuit in the forward branch area; Receiving the HU low-frequency code sent by the track circuit in the station; Determine whether to reopen the outbound signal; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

2. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 1, characterized in that: When the low-frequency code information is a UU low-frequency code, the turnout type is a turnout with a turnout code less than or equal to 12; When the low-frequency code information is a UUS low-frequency code, the turnout type is a turnout with a turnout code greater than or equal to 18.

3. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 2, characterized in that: When the train runs to a turnout with a turnout code greater than or equal to 18, a first test case is executed, wherein the first test case includes a plurality of sub-test cases divided according to the effective equivalence class division method; When the train runs to a turnout with a turnout code less than or equal to 12, a second test case is executed, where the second test case includes a plurality of sub-test cases divided according to the effective equivalence class division method.

4. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 3, characterized in that: The first test case includes a first sub-test case, and the first sub-test case includes: The station entry block receives the UUS low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives track circuits that send no code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

5. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 4, characterized in that: The first test case includes a second sub-test case, and the second sub-test case includes: The station entry block receives the UUS low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives the HU low-frequency code sent by the track circuit; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Reopening of outbound signals; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

6. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 5, characterized in that: The first test case includes a third sub-test case, and the third sub-test case includes: The station entry block receives the UUS low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives the track circuit and sends the HU low-frequency code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

7. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 6, characterized in that: The first test case includes a fourth sub-test case, and the fourth sub-test case includes: The station entry block receives the UUS low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives track circuits that send no code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Reopening of outbound signals; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

8. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 4 or 7, characterized in that: The second test case includes a fifth sub-test case, and the fifth sub-test case includes: The station entry block receives the UU low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives track circuits that send no code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

9. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 8, characterized in that: The second test case includes a sixth sub-test case, and the sixth sub-test case includes: The station entry block receives the UU low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives the HU low-frequency code sent by the track circuit; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Reopening of outbound signals; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

10. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 9, characterized in that: The second test case includes a seventh sub-test case, and the seventh sub-test case includes: The station entry block receives the UU low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives the track circuit and sends the HU low-frequency code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

11. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 10, characterized in that: The second test case includes an eighth sub-test case, and the eighth sub-test case includes: The station entry block receives the UU low-frequency code sent by the track circuit; The mobile authorization length is at the location of the exit signal; The forward switch area receives track circuits that send no code; The station receives the HU low-frequency code sent by the track circuit; According to the balise message sent by the track circuit, the signal type is determined to be an outbound signal with a source balise; Reopening of outbound signals; Check the DMI of the on-board equipment to determine whether the on-board train control system is in the human control priority mode to obtain the test result.

12. The test method for maintaining human control priority for lateral entry of CTCS-2 on-board train control system as claimed in claim 11, characterized in that: After executing the corresponding test case, if the driving curve is not displayed on the DMI of the on-board device, it is determined that the on-board train control system is switched from the machine control priority mode to the human control priority mode.

13. An electronic device, characterized in that: The method comprises a processor and a memory, wherein a computer program is stored in the memory, and when the computer program is executed by the processor, the method according to any one of claims 1 to 12 is implemented.

14. A readable storage medium, characterized in that: The readable storage medium stores a computer program, and when the computer program is executed by a processor, the method according to any one of claims 1 to 12 is implemented.

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