Test method for maintaining human control priority when the CTCS-2 onboard train control system enters the station on the siding

Abstract

This invention discloses a testing method for maintaining human control priority for lateral entry trains in the CTCS-2 onboard train control system. The method includes: the onboard equipment controlling the train in FS mode to run to the turnout lateral receiving track and receiving low-frequency code information sent from the track circuit; determining the turnout type and test cases based on the low-frequency code information; executing the test cases to obtain test results; the test cases include: executing the movement authorization length at the location of the departure signal; receiving no-code / HU low-frequency code sent by the track circuit in the forward turnout area; receiving HU low-frequency code sent by the track circuit within the station; determining whether to reopen the departure signal; checking the onboard equipment's DMI to determine whether the onboard train control system is in human control priority mode, and obtaining the test results. This invention achieves testing of the function of maintaining human control priority mode for lateral entry trains, ensuring the completeness of test coverage and effectively improving test efficiency.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system. Background Technology

[0002] The CTCS-2 level onboard train control system is a crucial component of railway train control systems. It sets different braking priority modes based on train operation scenarios to ensure the safety and efficiency of train operation. Among these, equipment braking priority mode (machine control priority) and driver braking priority mode are two important braking control modes. In scenarios where trains enter a siding, the system needs to control the onboard equipment or the train to maintain a human control priority mode during the siding entry process to handle potential emergencies. However, the current lack of effective testing methods to verify whether the CTCS-2 onboard train control system operates according to the established control modes poses a potential risk to safe train operation. Summary of the Invention

[0003] The purpose of this invention is to provide a test method for maintaining human control priority when the CTCS-2 on-board train control system enters the station via the siding, so as to realize the test of the CTCS-2 on-board train control system, ensure the integrity of test coverage, effectively improve test efficiency, and improve the safety of train operation.

[0004] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0005] A test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system includes:

[0006] The onboard equipment controls the train to run to the turnout side track in FS mode and receives low-frequency code information sent from the track circuit.

[0007] The turnout type and test cases are determined based on the low-frequency code information;

[0008] Execute the test cases to obtain the test results;

[0009] The test cases include:

[0010] The execution of the movement authorization length is based on the location of the exit signal;

[0011] The track circuit sends a no-code / HU low-frequency code at the forward branch area;

[0012] Receive the HU low-frequency code sent by the track circuit within the station;

[0013] Determine whether to reopen the exit signal;

[0014] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

[0015] Optionally, when the low-frequency code information is 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 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, the first test case is executed. The first test case includes several sub-test cases divided according to the effective equivalence class partitioning method.

[0017] When the train reaches a turnout with a turnout code less than or equal to 12, the second test case is executed. The second test case includes several sub-test cases divided according to the effective equivalence class partitioning method.

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

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

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

[0021] The forward branch area received no code from the track circuit.

[0022] The station receives HU low-frequency codes transmitted by the track circuit.

[0023] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0024] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

[0026] The UUS low-frequency code is received by the entry block receiving track circuit;

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

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

[0029] The station receives HU low-frequency codes transmitted by the track circuit.

[0030] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0031] Reopen the exit signal;

[0032] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

[0034] The UUS low-frequency code is received by the entry block receiving track circuit;

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

[0036] The forward branch area receives the HU low-frequency code transmitted by the track circuit;

[0037] The station receives HU low-frequency codes transmitted by the track circuit.

[0038] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0039] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

[0041] The UUS low-frequency code is received by the entry block receiving track circuit;

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

[0043] The forward branch area received no code from the track circuit.

[0044] The station receives HU low-frequency codes transmitted by the track circuit.

[0045] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0046] Reopen the exit signal;

[0047] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

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

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

[0051] The forward branch area received no code from the track circuit.

[0052] The station receives HU low-frequency codes transmitted by the track circuit.

[0053] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0054] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

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

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

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

[0059] The station receives HU low-frequency codes transmitted by the track circuit.

[0060] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0061] Reopen the exit signal;

[0062] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

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

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

[0066] The forward branch area receives the HU low-frequency code transmitted by the track circuit;

[0067] The station receives HU low-frequency codes transmitted by the track circuit.

[0068] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0069] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

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

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

[0073] The forward branch area received no code from the track circuit.

[0074] The station receives HU low-frequency codes transmitted by the track circuit.

[0075] Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder;

[0076] Reopen the exit signal;

[0077] The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

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

[0079] On the other hand, the present invention also 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, it implements the method described above.

[0080] In other respects, the present invention also provides a readable storage medium storing a computer program that, when executed by a processor, implements the method described above.

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

[0082] This invention addresses the actual operation scenario of the CTCS-2 on-board train control system by designing a test method for maintaining human control priority when the CTCS-2 on-board system enters the station on the siding. This method enables testing of the function of maintaining human control priority mode for trains entering the station on the siding, ensuring the completeness of test coverage and effectively improving test efficiency.

[0083] This testing method can serve as a reference or model for testing within the industry.

[0084] Based on the testing approach of effective equivalence class partitioning, multiple test cases were designed to ensure the breadth and scope of the test, thereby improving testing efficiency and quality. Attached Figure Description

[0085] Figure 1This is a flowchart illustrating a test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system, provided by an embodiment of the present invention.

[0086] Figure 2 This is a schematic diagram of the test process for the first test case in the test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system according to an embodiment of the present invention.

[0087] Figure 3 This is a schematic diagram of the test process for the second test case in the test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system according to an embodiment of the present invention.

[0088] Figure 4 This is a schematic diagram of the specific test process for the first test case in the test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system according to an embodiment of the present invention.

[0089] Figure 5 This is a schematic diagram of the specific test process for the second test case in the test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system, provided in an embodiment of the present invention. Detailed Implementation

[0090] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system, as proposed by this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0091] The basic concepts involved in this invention are as follows: the track circuit realizes track occupancy and train integrity checks, and continuously transmits information on the number of empty block sections ahead of the train by sending track circuit codes.

[0092] Low-frequency information codes are used to indicate the number of available blocks ahead and the target speed (including the lateral speed limit of the turnouts along the route, the opening speed of the guide and shunting, etc.), and are important continuous information for the CTCS-2 level on-board train control system.

[0093] A UU code (18.0Hz) locomotive signal displays a double half-yellow light, requiring the train to run at a limited speed. It indicates that the approaching ground signal has opened the route through the turnout's lateral position.

[0094] A UUS code (19.1Hz) locomotive signal displaying a double-and-a-half yellow flash indicates that the train is required to run at a reduced speed. This means that the ground signal where the train is approaching has opened a lateral route via turnout No. 18 or above, and one signal has opened a straight route via turnout No. 18 or above; or it means that the ground signal at the line junction where the train is approaching a diverging turnout has opened a lateral route via turnout No. 18 or above.

[0095] The HU (26.8Hz) code locomotive signal is displaying a half-yellow, half-red light, requiring immediate stopping. This indicates that the train's path ahead has not been established, and the train's speed is 0 km / h at the end of the path.

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

[0097] The testing requirements for this embodiment are as follows: In FS mode, the on-board equipment will switch from machine-controlled priority to human-controlled priority when the following conditions are met simultaneously:

[0098] 1. UU / UUS received during station entry block signaling;

[0099] 2. Received UU, UUS, HU on the site or received no code when notified of no carrier frequency;

[0100] 3. The station is under complete blockage for outbound travel;

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

[0102] Therefore, based on the test requirements description, test scenarios or test cases are defined, and the specific test methods are as follows:

[0103] Combination Figures 1-3 As shown, this embodiment provides a test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system, including:

[0104] The onboard equipment controls the train to run to the turnout side track in FS mode and receives low-frequency code information sent from the track circuit.

[0105] Understandably, in FS mode (Full Supervision mode), the onboard equipment uses received track circuit data (e.g., low-frequency code information) and transponder message data to calculate a continuous speed curve of the target speed distance, and monitors the train's operation on the track based on this continuous speed curve.

[0106] The turnout type and test cases are determined based on the low-frequency code information;

[0107] Execute the test cases to obtain the test results;

[0108] The test cases include:

[0109] The execution of the movement authorization length is based on the location of the exit signal;

[0110] The track circuit sends a no-code / HU low-frequency code at the forward branch area;

[0111] Receive the HU low-frequency code sent by the track circuit within the station;

[0112] Determine whether to reopen the exit signal;

[0113] To determine whether the onboard train control system is in human-controlled priority mode, the test results are obtained by checking the DMI (Human-Machine Interface) of the onboard equipment.

[0114] This embodiment designs a test method for maintaining human control priority for lateral entry trains in the CTCS-2 on-board train control system, based on the actual operation scenario of the CTCS-2 on-board train control system. It realizes the test of the function of maintaining human control priority mode for lateral entry trains, ensures the integrity of test coverage, and effectively improves test efficiency.

[0115] It is understood that in this embodiment, after receiving the corresponding low-frequency code, the train's onboard equipment controls the train's operation according to the corresponding low-frequency code.

[0116] In this embodiment, when the low-frequency code information is 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 small speed limit. When the low-frequency code information is 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 large speed limit.

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

[0118] That is, for trains receiving signals from the lateral position of turnouts No. 18 and above (receiving UUS codes in the lateral entry section), considering the cases where the turnout code is no code and HU code, as well as the cases where the exit signal is closed and open, the train is in a human-controlled priority mode.

[0119] Specifically, by employing the effective equivalence class test method, a test method is designed to maintain human control priority when a train enters the station via the lateral signal line of turnout No. 18 or above.

[0120] The receiving signal for the lateral position of turnout number 18 (the smallest number turnout) is as follows:

[0121] The train is entering the station via a siding in FS mode;

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

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

[0124] The forward branch area receives the track circuit transmitting a no-code / HU low-frequency code;

[0125] The station receives HU low-frequency codes transmitted by the track circuit.

[0126] Should the departure signal be reopened?

[0127] Check if the DMI displays that the vehicle system is in human control priority.

[0128] When the train reaches a turnout with a turnout code less than or equal to 12, the second test case is executed. The second test case includes several sub-test cases divided according to the effective equivalence class partitioning method.

[0129] Specifically, for trains receiving signals at the lateral positions of turnouts No. 12 and below (receiving UU codes in the lateral entry section), the test is conducted to determine whether the train (CTCS-2 on-board train control system) is in a human-controlled priority mode, considering both cases where the turnout code is no code and HU code, as well as cases where the exit signal is closed and open.

[0130] Specifically, by employing the effective equivalence class test method, a test method is designed to maintain human control priority when a train enters the station via the lateral signal line of turnout No. 12 or below.

[0131] The train reception signals for turnouts No. 12 and below at lateral positions are as follows:

[0132] The train is entering the station via a siding in FS mode;

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

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

[0135] The fork in the road ahead is a no-code / HU low-frequency code;

[0136] The station receives HU low-frequency codes transmitted by the track circuit.

[0137] Should the departure signal be reopened?

[0138] Check if the DMI displays 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 position of the departure signal (the LMA position is equal to the end position of the departure block).

[0143] Step S103: The forward branch area receives the track circuit sending a no-code signal;

[0144] Step S104: Receive the HU low-frequency code sent by the track circuit within the station;

[0145] Step S105: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder (the type of departure signal is defined as type7 in the CTCS-1 information packet, that is, if NID_Siganl=7 exists in the transponder message, it indicates that the signal type is a departure signal with an active transponder).

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

[0147] Please continue to refer to this. 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: Receive the UUS low-frequency code sent by the track circuit at the station entrance;

[0149] Step S202: The movement authorization length is at the location of the exit signal;

[0150] Step S203: Receive the HU low-frequency code sent by the track circuit in the forward fork area;

[0151] Step S204: Receive the HU low-frequency code sent by the track circuit within the station; close the departure signal and do not allow departure;

[0152] Step S205: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

[0153] Step S206: Reopen the departure signal; that is, if the HU low-frequency code is changed to the permission code, the departure signal will be reopened.

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

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

[0156] Step S301: Receive the UUS low-frequency code sent by the track circuit at the station entrance;

[0157] Step S302: The authorized movement length is at the location of the exit signal;

[0158] Step S303: The forward fork section receives the HU low-frequency code sent by the track circuit;

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

[0160] Step S305: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

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

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

[0163] Step S401: Receive the UUS low-frequency code sent by the track circuit during the station entry block reception;

[0164] Step S402: The movement authorization length is at the location of the exit signal;

[0165] Step S403: The forward branch area receives a code-less signal from the track circuit.

[0166] Step S404: Receive the HU low-frequency code sent by the track circuit within the station;

[0167] Step S405: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

[0168] Step S406: Reopen the departure signal;

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

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

[0171] Step S501: Receive the UU low-frequency code sent by the track circuit when entering the station;

[0172] Step S502: The movement authorization length is at the location of the exit signal;

[0173] Step S503: The forward branch area receives the track circuit sending a no-code signal;

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

[0175] Step S505: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

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

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

[0178] Step S601: Receive the UU low-frequency code sent by the track circuit during the station entry block reception;

[0179] Step S602: The movement authorization length is at the location of the exit signal;

[0180] Step S603: Receive the HU low-frequency code sent by the track circuit in the forward fork area;

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

[0182] Step S605: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

[0183] Step S606: Reopen the departure signal;

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

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

[0186] Step S701: Receive the UU low-frequency code sent by the track circuit when entering the station;

[0187] Step S702: The authorized movement length is at the location of the exit signal;

[0188] Step S703: The forward fork section receives the HU low-frequency code sent by the track circuit;

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

[0190] Step S705: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

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

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

[0193] Step S801: Receive the UU low-frequency code sent by the track circuit when entering the station;

[0194] Step S802: The movement authorization length is at the location of the exit signal;

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

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

[0197] Step S805: Based on the transponder message sent by the track circuit, determine that the signal type is a departure signal with an active transponder;

[0198] Step S806: Reopen the departure signal;

[0199] Step S807: Check the DMI of the on-board equipment to determine whether the on-board train control system is in human control priority mode, and obtain the test results.

[0200] In this embodiment, after executing the corresponding test cases, if the DMI of the on-board equipment shows no driving curve, it is determined that the on-board train control system has switched from machine control priority mode to human control priority mode.

[0201] Understandably, railway signaling technology is an essential means to ensure safe train operation, achieve effective train control, improve throughput capacity, and provide real-time information to operation and management personnel. It is one of the key technologies in the construction of existing railway lines and high-speed railways.

[0202] The onboard train control system is a system that automatically controls all or part of the train operation process. It can monitor, control, and adjust the train's operating speed and braking mode based on the objective conditions and actual circumstances of the train's operation on the track. Currently, based on the human-machine interface, it can be divided into equipment braking priority mode and driver braking priority mode.

[0203] In driver-priority braking mode, 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 exceeds the speed limit will the equipment take effective deceleration measures to ensure train operation safety. Releasing the equipment brakes requires both equipment permission and driver confirmation.

[0204] The equipment braking priority mode allows the equipment to automatically control train deceleration according to the mode curve and ensure train operation safety. After the equipment has applied service braking, it will automatically release the brakes as soon as the release conditions are met.

[0205] In the equipment braking priority mode, the on-board equipment automatically controls the speed during the deceleration process by automatically triggering different levels of service braking; when the train speed is lower than the release speed, the on-board equipment automatically stops outputting the corresponding level of service braking command, without the need for manual intervention by the driver.

[0206] In driver-priority braking mode, the driver is responsible for controlling the entire driving process, including deceleration. After the onboard equipment applies service braking, when the train speed is lower than the release speed, the onboard equipment prompts the driver with a release permission message. The driver then presses the release button to release the service braking.

[0207] The common feature of both driver-priority braking mode and equipment-priority braking mode is that they maintain the same maximum service braking and emergency braking settings to ensure train operation safety. During train reception at stations, the onboard equipment in the current equipment-priority braking mode also switches to driver-priority braking mode.

[0208] The difference between the two modes is that the equipment braking priority mode adds or removes the standard level 1 braking and standard level 4 braking, which is used to replace the driver's braking operation when the train is running in the section.

[0209] On the other hand, the present invention also 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, it implements the method described above.

[0210] In other respects, the present invention also provides a readable storage medium storing a computer program that, when executed by a processor, implements the method described above.

[0211] In addition, it is understood that the above test method can also be performed by the CTCS-2 level train control system to test whether the lateral entry into the station switches to human control priority mode.

[0212] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0213] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

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

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

Claims

1. A test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system, characterized in that, include: The onboard equipment controls the train to run to the turnout side track in FS mode and receives low-frequency code information sent from the track circuit. The turnout type and test cases are determined based on the low-frequency code information; Execute the test cases to obtain the test results; The test cases include: The execution of the movement authorization length is based on the location of the exit signal; The track circuit sends a no-code / HU low-frequency code at the forward branch area; Receive the HU low-frequency code sent by the track circuit within the station; Determine whether to reopen the exit signal; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

2. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described 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 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 during lateral entry of the CTCS-2 on-board train control system as described in claim 2, characterized in that, When the train reaches a turnout with a turnout code greater than or equal to 18, the first test case is executed. The first test case includes several sub-test cases divided according to the effective equivalence class partitioning method. When the train reaches a turnout with a turnout code less than or equal to 12, the second test case is executed. The second test case includes several sub-test cases divided according to the effective equivalence class partitioning method.

4. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described in claim 3, characterized in that, The first test case includes a first sub-test case, which includes: The entry block receives the UUS low-frequency code sent by the track circuit; The movement authorization length is at the location of the exit signal; The forward branch area received no code from the track circuit. The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

5. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described in claim 4, characterized in that, The first test case includes a second sub-test case, which includes: The UUS low-frequency code is received by the entry block receiving track circuit; The movement authorization length is at the location of the exit signal; The forward branch area receives the HU low-frequency code transmitted by the track circuit; The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; Reopen the exit signal; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

6. The test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system as described in claim 5, characterized in that, The first test case includes a third sub-test case, which includes: The UUS low-frequency code is received by the entry block receiving track circuit; The movement authorization length is at the location of the exit signal; The forward branch area receives the HU low-frequency code transmitted by the track circuit; The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

7. The test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system as described in claim 6, characterized in that, The first test case includes a fourth sub-test case, which includes: The UUS low-frequency code is received by the entry block receiving track circuit; The movement authorization length is at the location of the exit signal; The forward branch area received no code from the track circuit. The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; Reopen the exit signal; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

8. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described in claim 4 or 7, characterized in that, The second test case includes a fifth sub-test case, which includes: The station entry block receives the UU low-frequency code transmitted by the track circuit; The movement authorization length is at the location of the exit signal; The forward branch area received no code from the track circuit. The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

9. The test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system as described in claim 8, characterized in that, The second test case includes a sixth sub-test case, which includes: The station entry block receives the UU low-frequency code transmitted by the track circuit; The movement authorization length is at the location of the exit signal; The forward branch area receives the HU low-frequency code transmitted by the track circuit; The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; Reopen the exit signal; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

10. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described in claim 9, characterized in that, The second test case includes a seventh sub-test case, which includes: The station entry block receives the UU low-frequency code transmitted by the track circuit; The movement authorization length is at the location of the exit signal; The forward branch area receives the HU low-frequency code transmitted by the track circuit; The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

11. The test method for maintaining human control priority during lateral entry of the CTCS-2 onboard train control system as described in claim 10, characterized in that, The second test case includes an eighth sub-test case, which includes: The station entry block receives the UU low-frequency code transmitted by the track circuit; The movement authorization length is at the location of the exit signal; The forward branch area received no code from the track circuit. The station receives HU low-frequency codes transmitted by the track circuit. Based on the transponder message sent by the track circuit, the signal type is determined to be a departure signal with an active transponder; Reopen the exit signal; The DMI of the onboard equipment is checked to determine whether the onboard train control system is in human-controlled priority mode, and the test results are obtained.

12. The test method for maintaining human control priority during lateral entry of the CTCS-2 on-board train control system as described in claim 11, characterized in that, If the driving curve is not displayed on the DMI of the on-board equipment after executing the corresponding test cases, it is determined that the on-board train control system has switched from machine control priority mode to human control priority mode.

13. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, which, when executed by the processor, implements the method of any one of claims 1 to 12.

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

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