Test methods and apparatus for vehicle-mounted equipment in guided mode

Abstract

This application provides a testing method and apparatus for onboard equipment in guidance mode. The method includes: sending a first target code to the onboard equipment, wherein the onboard equipment is a train control onboard equipment under STCS-2, and the first target code is used to indicate that the guidance signal is open; determining whether the onboard equipment generates and displays a fixed pattern curve with the canopy at a preset speed; if so, sending a second target code to the onboard equipment, the second target code is used to indicate that the train operation is abnormal; determining whether the onboard equipment generates and displays a target distance pattern curve for stopping at a preset position ahead with the canopy at a preset speed; if so, determining that the onboard equipment has passed the test in guidance mode; if at least one of the two determinations is negative, determining that the onboard equipment has failed the test in guidance mode. This method achieves accurate testing of onboard equipment in guidance mode, reduces the safety risks of onboard equipment, and improves the safety of train operation.

Description

Technical Field

[0001] This application relates to the field of train control technology, and in particular to a testing method for onboard equipment in guided mode, a testing device for onboard equipment in guided mode, electronic equipment, computer-readable storage medium, and computer program product. Background Technology

[0002] Suburban railways are rail transit systems situated between national railways and urban rail transit. The suburban railway signaling system (STCS) can be flexibly configured according to the line's operational characteristics as a Level 2 Chinese Train Control System + Automatic Train Operation (CTCS-2+ATO), a Communication Based Train Control System (CBTC), or a CTCS-2+CBTC multi-mode signaling system. The CTCS-2 train control onboard equipment offers various control modes, including full monitoring, partial monitoring, guidance, visual operation, shunting, isolation, and standby. In guidance mode, after establishing a guidance route upon entering or leaving a station, the train control onboard equipment controls the train at a maximum speed limit of 40 km / h. In guidance mode, the train control onboard equipment monitors the train's maximum operating speed, while the driver is responsible for driving the train and handling ground conditions accordingly to ensure the train does not enter dangerous areas.

[0003] The current testing of the CTCS-2 train control onboard equipment under STCS in guided mode primarily involves sending an HB code to the onboard equipment and then determining whether the equipment is monitoring train operation at the speed limit of 40 km / h. The driver needs to press the alert button every 50 seconds or 200 meters. If the driver does not press the alert button, the train continues to travel for 60 seconds or 300 meters, at which point the system checks whether the onboard equipment triggers emergency braking, allowing the speed to drop to 0 and bringing the train to a stop. After the driver presses the alert button, the system checks whether the onboard equipment allows the speed to return to 40 km / h. Following this procedure, if any one of these checks fails, the CTCS-2 train control onboard equipment under STCS fails the guided mode test. If all checks succeed, the CTCS-2 train control onboard equipment under STCS passes the guided mode test.

[0004] However, using the above method to test the CTCS-2 train control onboard equipment under STCS in guided mode can only perform a rough test of the onboard equipment, and cannot perform a precise test of the onboard equipment, which increases the safety risks of the onboard equipment and reduces the safety of train operation. Summary of the Invention

[0005] The purpose of this application is to provide a testing method, a testing device, an electronic device, a computer-readable storage medium, and a computer program product for vehicle-mounted devices in guided mode, so as to achieve accurate testing of vehicle-mounted devices in guided mode.

[0006] To address the aforementioned technical problems, this application provides the following technical solutions:

[0007] The first aspect of this application provides a testing method for on-board equipment in a guidance mode. The method is applied to on-board equipment installed on a train. The method includes: sending a first target code to the on-board equipment, wherein the on-board equipment is a train control on-board equipment of STCS-2, and the first target code is used to indicate that the guidance signal is open; determining whether the on-board equipment generates and displays a fixed mode curve with the canopy at a preset speed; if so, sending a second target code to the on-board equipment, the second target code is used to indicate that the train operation is abnormal; determining whether the on-board equipment generates and displays a target distance mode curve for stopping at a preset position ahead with the canopy at a preset speed; if so, determining that the on-board equipment has passed the test in the guidance mode; if at least one of the two determinations is negative, determining that the on-board equipment has failed the test in the guidance mode.

[0008] Compared to existing technologies, the testing method for onboard equipment in the guidance mode provided in the first aspect of this application determines whether the onboard equipment can correctly control various situations in the guidance mode after generating and displaying a fixed mode curve with the canopy at a preset speed. This method determines whether the onboard equipment can correctly control various situations in the guidance mode based on the target distance mode curve generated and displayed by the onboard equipment, which indicates that the equipment can stop at a preset position ahead with the canopy at a preset speed. This achieves accurate testing of the onboard equipment in the guidance mode, reduces the safety risks of the onboard equipment, and improves the safety of train operation.

[0009] In some modified embodiments of the first aspect of this application, the second target code includes multiple types of codes; sending the second target code to the vehicle-mounted device includes: sequentially sending each second target code to the vehicle-mounted device; determining whether the vehicle-mounted device generates and displays a target distance pattern curve for stopping at a preset position ahead with the roof at a preset speed includes: determining whether the vehicle-mounted device sequentially generates and displays a target distance pattern curve for stopping at a preset position ahead with the roof at a preset speed.

[0010] By inputting the relevant codes for various driving conditions into the vehicle-mounted device, the accuracy of the device's handling of various driving conditions can be tested. This increases the test scenarios in the guided mode of the vehicle-mounted device, enabling more accurate testing in this mode.

[0011] In some modified embodiments of the first aspect of this application, the second target code includes HU code, NULL code, JC code (27.9Hz) and LOCK code (25.7Hz).

[0012] Since HU code, NULL code, JC code (27.9Hz) and LOCK code (25.7Hz) can provide a concise and comprehensive representation of various situations in the boot mode, using HU code, NULL code, JC code (27.9Hz) and LOCK code (25.7Hz) to test vehicle-mounted equipment can improve the testing efficiency of vehicle-mounted equipment in boot mode.

[0013] In some modified embodiments of the first aspect of this application, before determining whether the vehicle-mounted device generates and displays a target distance pattern curve for stopping at a preset position ahead with the roof at a preset speed, the method further includes: controlling the vehicle-mounted device to acquire a CTCS-1 packet from a forward transponder; determining whether the vehicle-mounted device generates and displays a target distance pattern curve for stopping at a preset position ahead with the roof at a preset speed includes: if a CTCS-1 packet is acquired, determining a target signal based on the CTCS-1 packet, and determining whether the vehicle-mounted device generates and displays a target distance pattern curve for stopping at the target signal ahead with the roof at a preset speed; if no CTCS-1 packet is acquired, determining whether the vehicle-mounted device generates a fixed pattern curve with the roof at a preset speed and a preset distance traveled.

[0014] Since the vehicle-mounted equipment needs to control the vehicle based on the data in the transponder CTCS-1 packet, by inputting CTCS-1 packets with different contents into the vehicle-mounted equipment and based on the speed and distance control curve generated by the vehicle-mounted equipment based on the CTCS-1 packet, the test scenarios in the vehicle-mounted equipment guidance mode can be enriched, and more accurate testing can be achieved in the vehicle-mounted equipment guidance mode.

[0015] In some modified embodiments of the first aspect of this application, determining the target signal based on the CTCS-1 packet and judging whether the on-board equipment generates and displays a target distance pattern curve for stopping at the target signal ahead with the canopy at a preset speed includes: when NID_SIGNAL = 0 in the CTCS-1 packet, determining that there is no target signal, and judging whether the on-board equipment generates and displays a target distance pattern curve for stopping at the insulated joint ahead with the canopy at a preset speed; when NID_SIGNAL = 1 in the CTCS-1 packet, determining that the target signal is an entry signal, and judging whether the on-board equipment generates and displays a target distance pattern curve for stopping at the entry signal ahead with the canopy at a preset speed; when NID_SIGNAL = 2 in the CTCS-1 packet, determining that the target signal is a departure signal without an active transponder, and judging whether the on-board equipment generates and displays a target distance pattern curve for stopping at the entry signal ahead with the canopy at a preset speed. The system displays a target distance pattern curve indicating the distance to the exit signal without an active transponder ahead, with the canopy showing a preset speed. When NID_SIGNAL = 3 in the CTCS-1 package, the target signal is determined to be a through signal, and the system checks whether the onboard equipment generates and displays a target distance pattern curve indicating the distance to the exit signal ahead, with the canopy showing a preset speed. When NID_SIGNAL = 4 in the CTCS-1 package, the target signal is determined to be a route signal, and the system checks whether the onboard equipment generates and displays a target distance pattern curve indicating the distance to the route signal ahead, with the canopy showing a preset speed. When NID_SIGNAL = 7 in the CTCS-1 package, the target signal is determined to be an exit signal with an active transponder, and the system checks whether the onboard equipment generates and displays a target distance pattern curve indicating the distance to the exit signal with an active transponder ahead, with the canopy showing a preset speed.

[0016] Since different values ​​of NID_SIGNAL in the CTCS-1 package can characterize various specific signals involved in the guidance mode, by comparing the specific value of NID_SIGNAL with the speed-distance control curve generated by the vehicle equipment, the guidance mode of the vehicle equipment can be tested simply and more comprehensively, improving the accuracy and efficiency of the guidance mode test of the vehicle equipment.

[0017] In some modified embodiments of the first aspect of this application, after determining whether the on-board equipment generates a fixed pattern curve with the canopy at a preset speed and traveling a preset distance, the method further includes: determining whether the train travels below a preset speed within a preset distance, and determining whether the on-board equipment outputs maximum service braking after the train has traveled the preset distance.

[0018] After the onboard equipment generates the speed-distance control curve, it can further detect whether the onboard equipment controls the train to travel according to the generated curve by judging whether the train travels below the preset speed within the preset distance and whether the onboard equipment outputs braking after the preset distance, thereby improving the comprehensiveness of the test in the onboard equipment guidance mode.

[0019] In some modified embodiments of the first aspect of this application, before sending the second target code to the onboard equipment, the method further includes: controlling the train to travel beyond a first defined speed, determining whether the onboard equipment outputs an alarm, and determining whether the alarm is deactivated after the train driver controls the train to decelerate to below the first defined speed for a preset time, wherein the first defined speed is greater than the preset speed; and / or, determining whether the onboard equipment reminds the driver to confirm after the train has traveled a fixed distance and for a fixed time, and determining whether the train is traveling normally after the driver presses the confirmation key, and determining whether the onboard equipment outputs emergency braking and displays guidance confirmation timeout braking after the driver does not press the confirmation key, and further determining whether the onboard equipment re-displays the canopy as a warning after the driver presses the alert key. A fixed speed pattern curve is set; and / or, the train is controlled to travel beyond a second defined speed, it is determined whether the onboard equipment outputs maximum service braking, and after the onboard equipment outputs maximum service braking and the train speed is less than a preset speed, it is determined whether the onboard equipment outputs release service braking, and then after the train driver does not press the release button, it is determined whether the onboard equipment continues to output maximum service braking until the train stops, and after the train driver presses the release button, the train is controlled to travel beyond a third defined speed, it is determined whether the onboard equipment outputs emergency braking, and after the onboard equipment outputs emergency braking and the train stops, it is determined whether the onboard equipment outputs release emergency braking, where both the second and third defined speeds are greater than the preset speed, and the third defined speed is greater than the second defined speed.

[0020] By controlling the train to exceed its speed and then returning to normal speed to observe the response of the onboard equipment, as well as the interaction between the onboard equipment and the driver in the guidance mode, and by controlling the train to exceed its speed twice in succession to observe the braking performance of the onboard equipment, various details in the guidance mode can be applied to the onboard equipment, making the testing of the onboard equipment in the guidance mode more refined and accurate.

[0021] The second aspect of this application provides a testing device for onboard equipment in a guidance mode. The device is applied to onboard equipment installed on a train. The device includes: a first sending module for sending a first target code to the onboard equipment, wherein the onboard equipment is a CTCS-2 train control onboard equipment under STCS, and the first target code is used to indicate that the guidance signal is open; a first judging module for judging whether the onboard equipment generates and displays a fixed mode curve with the canopy at a preset speed; if yes, then proceeding to a second sending module; a second sending module for sending a second target code to the onboard equipment, wherein the second target code is used to indicate that the train operation is abnormal; a second judging module for judging whether the onboard equipment generates and displays a target distance mode curve for stopping at a preset position ahead with the canopy at a preset speed; if yes, then proceeding to a first determining module; if at least one of the two judgments is no, then proceeding to a second determining module; a first determining module for determining whether the onboard equipment passes the test in the guidance mode; and a second determining module for determining whether the onboard equipment fails the test in the guidance mode.

[0022] A third aspect of this application provides an electronic device, which includes a processor, a memory, and a bus. The processor and the memory communicate with each other via the bus. The processor is used to call program instructions in the memory to execute the method in the first aspect.

[0023] A fourth aspect of this application provides a computer-readable storage medium including a stored program that, when executed, controls the device containing the computer-readable storage medium to perform the method of the first aspect.

[0024] The fifth aspect of this application provides a computer program product, which includes a computer program or instructions that, when executed by a device, implement the method of the first aspect.

[0025] The testing apparatus for vehicle-mounted equipment in guided mode provided in the second aspect of this application, the electronic device provided in the third aspect, the computer-readable storage medium provided in the fourth aspect, and the computer program product provided in the fifth aspect have the same or similar beneficial effects as the testing method for vehicle-mounted equipment in guided mode provided in the first aspect. Attached Figure Description

[0026] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein:

[0027] Figure 1 This is a schematic diagram illustrating the application scenario architecture of the testing method for in-vehicle equipment in guided mode in the embodiments of this application;

[0028] Figure 2 This is a flowchart illustrating the testing method for the vehicle-mounted device in guided mode in the embodiments of this application. Figure 1 ;

[0029] Figure 3 This is a flowchart illustrating the testing method for the vehicle-mounted device in guided mode in the embodiments of this application. Figure 2 ;

[0030] Figure 4 This is a schematic diagram of the structure of the testing device for the vehicle-mounted equipment in guided mode in the embodiments of this application. Figure 1 ;

[0031] Figure 5 This is a schematic diagram of the structure of the testing device for the vehicle-mounted equipment in guided mode in the embodiments of this application. Figure 2 ;

[0032] Figure 6 This is a schematic diagram of the structure of the electronic device in the embodiments of this application. Detailed Implementation

[0033] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0034] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0035] Currently, there is no accurate testing method for the CTCS-2 train control onboard equipment under STCS in guided mode.

[0036] In view of this, embodiments of this application provide a testing method, a testing device, an electronic device, a computer-readable storage medium, and a computer program product for vehicle-mounted devices in guided mode. For vehicle-mounted devices, in guided mode, in addition to using conventional codes to test the device, codes corresponding to various situations that may occur in guided mode are also used to test the device. This enriches the testing scenarios for vehicle-mounted devices and enables accurate testing of vehicle-mounted devices in guided mode.

[0037] First, the application scenarios of the testing method for vehicle-mounted equipment in guided mode provided in the embodiments of this application will be described.

[0038] Figure 1This is a schematic diagram illustrating the application scenario architecture of the testing method for in-vehicle equipment in guided mode in this application embodiment. See also... Figure 1 As shown, the architecture may include: train 11.

[0039] Train 11 is equipped with onboard equipment 111.

[0040] The on-board equipment 111 is used to control the movement of the train 11. Before the on-board equipment 111 is officially put into use on the train 11, it needs to undergo functional testing. One of the functional tests is to test whether the on-board equipment 111 can correctly guide the train 11 in the guidance mode. The method provided in this application embodiment is to test the guidance mode of the on-board equipment 111.

[0041] It should be noted that all data, devices, and processing procedures involved in the embodiments of this application have been authorized by the relevant parties in advance and are legal and compliant.

[0042] Next, the testing method for the vehicle-mounted device in guided mode provided in the embodiments of this application will be described in detail.

[0043] Figure 2 This is a flowchart illustrating the testing method for the vehicle-mounted device in guided mode in the embodiments of this application. Figure 1 See Figure 2 As shown, the method may include:

[0044] S21: Send the first target code to the onboard equipment, which is the train control onboard equipment of CTCS-2 under STCS. The first target code is used to indicate that the guidance signal is open.

[0045] STCS is an improvement upon CTCS-2, tailored to the operational characteristics of urban rail lines, and possesses interoperability with CTCS-2. The onboard train control equipment of CTCS-2 under STCS is installed on the train and can control the train's movement on urban rail lines. Before the onboard equipment is officially put into operation on trains on urban rail lines, its guidance mode needs to be tested.

[0046] In the guidance mode, onboard equipment generally mainly involves the first target code. This first target code indicates that the guidance signal is open. In practical applications, the first target code can be an HB code. Given that railway signaling rules may be adjusted over time and according to actual railway operations, the first target code only needs to indicate that the onboard equipment has entered the guidance mode; its specific content is not limited here.

[0047] The first target code can be sent to the on-board equipment by the signal controller in the automatic block section, or it can be manually entered into the on-board equipment. The specific method of sending the first target code to the on-board equipment can be determined according to the actual situation and is not limited here.

[0048] When the first target code is entered into the vehicle device, the vehicle device will enter the boot mode under normal circumstances, and then perform the corresponding operation in the boot mode.

[0049] S22: Determine whether the on-board equipment generates and displays a fixed-mode curve with the canopy at a preset speed. If yes, proceed to S23; otherwise, proceed to S26.

[0050] After the vehicle-mounted device enters the guided mode, under normal circumstances, it will generate and display a fixed-mode curve with the roof at a preset speed. If the vehicle-mounted device generates and displays a fixed-mode curve with the roof at a preset speed, it indicates that the device has entered the guided mode and is operating normally within it. If the vehicle-mounted device does not generate or display a fixed-mode curve with the roof at a preset speed, it indicates that the device has not successfully entered the guided mode, or that an anomaly has occurred within the guided mode.

[0051] The preset speed here is generally 40 km / h. However, this preset speed may change over time and with adjustments to railway operating rules. The specific value of the preset speed is not limited here, as long as it matches the canopy limit in the current onboard equipment guidance mode.

[0052] S23: Send a second target code to the onboard equipment. The second target code is used to indicate that the train operation has become abnormal.

[0053] When the vehicle-mounted device generates and displays a fixed-mode curve with the roof at a preset speed, it indicates that the vehicle-mounted device's response based on the regular code in the guide mode is normal. At this point, you can further input codes corresponding to other situations involved in the guide mode into the vehicle-mounted device to determine whether the vehicle-mounted device's response to various scenarios in the guide mode is normal.

[0054] The codes corresponding to other situations involved in the guidance mode are the second target codes here. In practical applications, the second target code can be the HU code, NULL code, JC code (27.9Hz), and LOCK code (25.7Hz), etc. The specific content of the second target code only needs to reflect the various situations encountered by the train in the guidance mode; no restrictions are imposed here.

[0055] Similar to S21, the second target code can be sent from the signal in the automatic block section to the onboard equipment, or it can be manually entered into the onboard equipment.

[0056] After receiving the second target code, the on-board equipment will normally respond based on the second target code.

[0057] S24: Determine whether the vehicle-mounted device generates and displays a target distance mode curve for stopping at a preset position ahead with the roof displaying a preset speed. If yes, proceed to S25; otherwise, proceed to S26.

[0058] When the vehicle-mounted device's guidance mode is functioning normally, upon receiving the second target code, it will further restrict the parking position based on a fixed pattern curve with the roof at a preset speed. Specifically, it will generate and display a target distance pattern curve indicating a parking position at a preset location ahead with the roof at a preset speed. If the vehicle-mounted device generates and displays this target distance pattern curve, it indicates that its response to other situations is normal in guidance mode. If the vehicle-mounted device does not generate or display this target distance pattern curve, it indicates that its response to other situations is abnormal in guidance mode.

[0059] S25: Determine that the on-board equipment passes the test in guided mode.

[0060] When the on-board device generates and displays a target distance mode curve indicating a stop at a preset location ahead with the roof displaying a preset speed, it indicates that the on-board device's response to various driving conditions in guidance mode is normal. At this point, it can be confirmed that the on-board device has passed the test in guidance mode.

[0061] S26: It is determined that the on-board equipment failed the test in guided mode.

[0062] If the onboard device fails to generate or display a fixed-mode curve indicating the canopy is at a preset speed, or if it fails to generate or display a target distance mode curve indicating stopping at a preset location ahead with the canopy at a preset speed, it indicates that the onboard device is not responding normally in the guided mode based on a certain driving scenario. In this case, it can be determined that the onboard device has failed the test in the guided mode.

[0063] As can be seen from the above, the testing method for on-board equipment in the guidance mode provided in this application determines whether the on-board equipment can correctly control various situations in the guidance mode after generating and displaying a fixed mode curve with the canopy at a preset speed. This achieves accurate testing of the on-board equipment in the guidance mode, reduces the safety risks of the on-board equipment, and improves the safety of train operation.

[0064] Furthermore, as a response to Figure 2 In a refinement and extension of the method shown, this application embodiment also provides a testing method for an in-vehicle device in guided mode.

[0065] Figure 3 This is a flowchart illustrating the testing method for the vehicle-mounted device in guided mode in the embodiments of this application. Figure 2 See Figure 3 As shown, the method may include:

[0066] S31: Send the first target code to the on-board equipment.

[0067] When it is necessary to perform functional tests on the guidance mode of on-board equipment, first select the optimal test route according to the actual situation, then install the on-board equipment to be tested on the train, and then run the train on the test route.

[0068] The train operates in full mode with a SBI speed of less than 45 km / h. After the onboard equipment is powered on, it switches to partial mode. At this point, testing of the onboard equipment in guided mode begins.

[0069] Sending an HB code to the onboard device will trigger a response if the device's guidance mode function is working correctly. The device will then generate and display a fixed-mode curve with the roof set to 40 km / h. Conversely, if the guidance mode function malfunctions, the device will not respond to the HB code and will not generate or display a fixed-mode curve with the roof set to 40 km / h.

[0070] S32: Determine whether the on-board equipment generates and displays a fixed-mode curve with the canopy at a preset speed. If yes, execute S33; otherwise, execute S311.

[0071] Specifically, to determine the issue, check if the vehicle-mounted device's Device Management Interface (DMI) displays a speed-distance control curve with the roof at a preset speed. If it does, the vehicle-mounted device has generated and displayed a fixed-mode curve with the roof at a preset speed, indicating that it has successfully entered the guided mode and can continue further testing within that mode. If it does not, the vehicle-mounted device has not generated or displayed a fixed-mode curve with the roof at a preset speed, indicating that it has not successfully entered the guided mode and that the guided mode test has encountered an anomaly.

[0072] S33: Control the train to travel beyond the first defined speed, determine whether the on-board equipment outputs an alarm, and determine whether the alarm is deactivated after the train driver controls the train to decelerate to below the first defined speed for a preset time, where the first defined speed is greater than the preset speed. If both are yes, then execute S34; if at least one is no, then execute S311.

[0073] After the onboard equipment enters the guidance mode, the test continues to assess the onboard equipment's response to train overspeed and its response to driver control in the guidance mode.

[0074] Specifically, a speed limit command can be input to the onboard equipment. This speed limit command is used to control the train to travel at a specified speed. This specified speed is greater than a first threshold speed, which in turn is greater than a preset speed. In other words, it causes the onboard equipment to control the train to travel beyond the preset speed of the roof in the fixed-mode curve. For example, it causes the onboard equipment to control the train to travel at a speed exceeding 42 km / h. The first threshold speed here can be determined according to actual needs, as long as it is greater than the preset speed; no specific limitation is made here.

[0075] If the onboard equipment outputs an alarm when the train exceeds the first speed limit, it indicates that the onboard equipment is responding normally to the train's speeding in guided mode, and the next test can proceed. However, if the onboard equipment does not output an alarm, it indicates that the onboard equipment is responding abnormally to the train's speeding in guided mode, and the test abnormality and its details should be reported directly.

[0076] In practical applications, the alarms output by vehicle-mounted devices can be audible and visual alarms or vibration alarms. The specific form of the alarm output by the vehicle-mounted devices is not limited here.

[0077] After the onboard equipment outputs an alarm, the driver will see the alarm and become aware that the train is speeding. The driver will then perform a deceleration maneuver to bring the train down to below a first-level speed limit. After a preset time has elapsed since the train reached below the first-level speed limit, the driver will check if the alarm has been cleared. If it has, the onboard equipment's response to overspeed recovery is normal, and the next test can proceed. If it has not yet been cleared, the onboard equipment's response to overspeed recovery is abnormal, and the test anomaly and its location should be reported directly.

[0078] The preset time here can be 2 seconds. The specific duration of the preset time can be determined according to actual needs and is not limited here.

[0079] S34: Determine whether the onboard equipment reminds the driver to confirm after each fixed distance and fixed time interval of train travel; determine whether the train is running normally after the driver presses the confirmation button; and determine whether the onboard equipment outputs emergency braking and displays guidance confirmation timeout braking after the driver does not press the confirmation button. Then, determine whether the onboard equipment re-displays the fixed mode curve of the preset speed on the roof after the driver presses the alert button. If all are yes, proceed to S35; if at least one is no, proceed to S311.

[0080] The train travels at a speed lower than the preset speed limit. After traveling a fixed distance and at fixed intervals, the DMI prompts the driver for confirmation. If the driver presses the confirmation button and the onboard equipment continues to operate normally, it indicates that the onboard equipment is normal and the next test can proceed. If the driver does not press the confirmation button, and the onboard equipment outputs emergency braking and displays "Guidance Confirmation Timeout Braking," it indicates that the onboard equipment is normal and the test can continue. If the onboard equipment does not output emergency braking and displays "Guidance Confirmation Timeout Braking," it indicates that the onboard equipment is abnormal, and the test abnormality and its location should be reported directly.

[0081] Before the driver presses the alert button due to the timeout confirmation based on the guidance, the onboard equipment will apply emergency braking to stop the train after the train has traveled a certain distance or a certain period of time.

[0082] After the driver sees the guidance confirmation that the braking timeout has expired, they press the alert button. If the onboard equipment then redisplays the fixed mode curve of the roof at the preset speed, it indicates that the onboard equipment's alert de-escalation function is working correctly, and the next test can proceed. However, if the onboard equipment does not redisplay the fixed mode curve of the roof at the preset speed, it indicates that the onboard equipment's alert de-escalation function is malfunctioning, and the test abnormality and its location should be reported directly.

[0083] In practical applications, a fixed distance can be 200m, and a fixed time can be 50s. The specific values ​​for fixed distance and fixed time can be determined based on the actual situation and are not limited here. A distance can be 100m, meaning the train has traveled 300m. A certain time can be 10s, meaning the train has traveled for 60 seconds. The specific values ​​for fixed distance, fixed time, a certain distance, and a certain time can be determined based on the actual situation and are not limited here.

[0084] S35: Control the train to travel beyond the second defined speed, determine whether the onboard equipment outputs maximum service braking, and if the onboard equipment outputs maximum service braking and the train speed is less than the preset speed, determine whether the onboard equipment outputs release service braking. Then, if the train driver does not press the release button, determine whether the onboard equipment continues to output maximum service braking until the train stops. If the train driver presses the release button, control the train to travel beyond the third defined speed, determine whether the onboard equipment outputs emergency braking, and if the onboard equipment outputs emergency braking and the train stops, determine whether the onboard equipment outputs release emergency braking. Both the second and third defined speeds are greater than the preset speed, and the third defined speed is greater than the second defined speed. If all are yes, then execute S36; if at least one is no, then execute S311.

[0085] By controlling the train to exceed the speed limit twice in succession and observing the response of the onboard equipment, it is possible to test whether the braking function of the onboard equipment is abnormal in the face of multiple speeding.

[0086] In practical applications, the second defined speed can be 45 km / h, and the third defined speed can be 50 km / h. The specific values ​​of the second and third defined speeds can be determined based on the actual situation and are not limited here.

[0087] When the onboard braking system is functioning normally, if the train speed exceeds 45 km / h, the onboard system will apply maximum service braking. When the train speed is below 40 km / h, the DMI (Distributed Management Interface) will prompt the driver to release the service braking. If the driver presses the release button, the onboard system will control the train to continue running. If the driver does not press the release button, the onboard system will continue to apply maximum service braking until the train stops.

[0088] After the driver presses the release button, if the train speed exceeds 50 km / h while the train is still running, the onboard equipment will apply emergency braking and, after the train stops, the DMI will prompt the driver to release the emergency braking. If the driver presses the release button, the onboard equipment will control the train to continue running. If the driver does not press the release button, the onboard equipment will continuously apply the maximum service braking to bring the train to a stop.

[0089] In the event of a malfunction in the onboard braking system, if the train speed exceeds 45 km / h, the onboard system will not apply maximum service braking; conversely, if the train speed is below 40 km / h, it will not control the DMI to prompt the driver to release the service braking. If the driver presses the release button, the onboard system will not control the train to continue running. If the driver does not press the release button, the onboard system will not continuously apply maximum service braking until the train stops.

[0090] After the driver presses the release button, if the train speed exceeds 50 km / h while the train is still running, the onboard equipment will not apply emergency braking, nor will it control the DMI to prompt the driver to release the emergency braking after the train stops. If the driver presses the release button, the onboard equipment will not control the train to continue running. If the driver does not press the release button, the onboard equipment will not continuously apply maximum service braking to stop the train.

[0091] Therefore, through the above series of judgments, it is possible to test whether the on-board equipment responds normally to train speeding and whether the driver responds.

[0092] It should be noted that steps S33, S34, and S35 above can be executed synchronously or asynchronously. The specific order in which S33, S34, and S35 are executed is not specified here.

[0093] Next, codes for various conditions can be sent to the on-board equipment to check whether the speed and distance control curves generated by the on-board equipment for each code are correct, thereby determining whether the speed and distance control curve generation function of the on-board equipment is normal.

[0094] The various codes here, i.e. the second target codes, can include multiple types of codes.

[0095] S36: Send each second target code sequentially to the onboard equipment.

[0096] S37: Control the onboard equipment to obtain the CTCS-1 packet from the forward transponder.

[0097] Similar to each second target code, the different information contained in the CTCS-1 packet can also characterize various situations of the on-board equipment in boot mode. Therefore, by using any one or all of the second target codes and the CTCS-1 packet containing different information, it is possible to test the correctness of the on-board equipment's response to various situations in boot mode.

[0098] When using only each second target code, it is necessary to determine whether the vehicle-mounted equipment sequentially generates and displays the target distance mode curve for stopping at the preset position ahead with the roof at the preset speed.

[0099] When using only CTCS-1 packets containing different information, if a CTCS-1 packet is obtained, the target signal light needs to be determined based on the CTCS-1 packet, and it needs to be determined whether the on-board equipment generates and displays a target distance pattern curve indicating stopping at the target signal light ahead with the canopy at a preset speed. If a CTCS-1 packet is not obtained, it needs to be determined whether the on-board equipment generates a fixed pattern curve indicating the canopy at a preset speed and traveling a preset distance.

[0100] The following example illustrates the specific testing process using each second target code and a CTCS-1 packet containing different information.

[0101] S38: If a CTCS-1 packet is obtained, the target signal is determined based on the CTCS-1 packet, and it is determined whether the on-board equipment generates and displays a target distance pattern curve for stopping at the target signal ahead with a preset speed on the roof based on each second target code; if no CTCS-1 packet is obtained, it is determined whether the on-board equipment generates a fixed pattern curve for traveling a preset distance with a preset speed on the roof based on each second target code. If both are yes, proceed to S39; if at least one is no, proceed to S311.

[0102] In practical applications, the second target code may include HU code, NULL code, JC code (27.9Hz) and LOCK code (25.7Hz).

[0103] HU code is used to indicate that parking measures are taken in a timely manner.

[0104] NULL is used to indicate invalidity.

[0105] JC code (27.9Hz) is used to characterize the anomaly check code generated after communication establishment failure, i.e., the occupancy detection code.

[0106] The LOCK code (25.7Hz) is used to represent the locked state.

[0107] The NID_SIGNAL value in the CTCS-1 packet can be 0, 1, 2, 3, 4, or 7. Different values ​​represent different signals.

[0108] The combination of the second target code and the CTCS-1 packet can include the following:

[0109] 1-1. The HU code + the front transponder defines the CTCS-1 packet, and the NID_SIGNAL in the CTCS-1 packet is 0 (no signal).

[0110] If a HU code and a CTCS-1 packet (NID_SIGNAL=0) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h and display the curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h on the DMI.

[0111] Specifically, you can check whether the roof speed limit displayed on the DMI curve is 40 km / h, and whether the distance value (distance to the insulated joint ahead) is the same as the distance value (current distance to the insulated joint ahead) in the CTCS-1 package to determine if the curve generated by the on-board equipment is correct. The judgment of whether subsequent generated curves are correct is similar and will not be repeated here.

[0112] 1-2. Define the CTCS-1 packet in the HU code + forward transponder, and in the CTCS-1 packet, NID_SIGNAL = 1 (entry signal).

[0113] If a HU code and a CTCS-1 packet (NID_SIGNAL=1) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h will not be generated or displayed on the DMI.

[0114] 1-3. Define the CTCS-1 packet in the HU code + forward transponder, and in the CTCS-1 packet, NID_SIGNAL = 2 (outbound signal without active transponder).

[0115] If a HU code and a CTCS-1 packet (NID_SIGNAL=2) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, will not be generated or displayed on the DMI.

[0116] 1-4. The HU code + the front transponder defines the CTCS-1 packet, and the NID_SIGNAL in the CTCS-1 packet is 3 (through the signal).

[0117] If a HU code and a CTCS-1 packet (NID_SIGNAL=3) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the upcoming traffic light with a canopy speed of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the upcoming traffic light with a canopy speed of 40 km / h on the DMI.

[0118] 1-5. The HU code + the forward transponder defines the CTCS-1 packet, and the NID_SIGNAL in the CTCS-1 packet is 4 (route signal).

[0119] If a HU code and a CTCS-1 packet (NID_SIGNAL=4) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy speed of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the next approach signal with a canopy speed of 40 km / h on the DMI.

[0120] 1-6. Define the CTCS-1 packet in the HU code + forward transponder, and in the CTCS-1 packet, NID_SIGNAL = 7 (outbound signal with active transponder).

[0121] If a HU code and a CTCS-1 packet (NID_SIGNAL=7) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the exit signal with an active transponder ahead, with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the exit signal with an active transponder ahead, with a canopy height of 40 km / h, will not be generated or displayed on the DMI.

[0122] 2-1. NULL code + CTCS-1 packet defined in the front transponder, and NID_SIGNAL = 0 in the CTCS-1 packet (no signal).

[0123] If a NULL code and a CTCS-1 packet (NID_SIGNAL=0) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h and display the curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h on the DMI.

[0124] 2-2. NULL code + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 1 in the CTCS-1 packet (entry signal).

[0125] If a NULL code and a CTCS-1 packet (NID_SIGNAL=1) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h will not be generated or displayed on the DMI.

[0126] 2-3. NULL code + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL=2 in the CTCS-1 packet (outbound signal without active transponder).

[0127] If a NULL code and a CTCS-1 packet (NID_SIGNAL=2) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, will not be generated or displayed on the DMI.

[0128] 2-4. NULL code + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 3 in the CTCS-1 packet (through signal).

[0129] If a NULL code and a CTCS-1 packet (NID_SIGNAL=3) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the upcoming traffic light with a canopy speed of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the upcoming traffic light with a canopy speed of 40 km / h on the DMI.

[0130] 2-5. NULL code + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 4 (route signal) in the CTCS-1 packet.

[0131] If a NULL code and a CTCS-1 packet (NID_SIGNAL=4) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy speed of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the next approach signal with a canopy speed of 40 km / h on the DMI.

[0132] 2-6. NULL code + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL=7 in the CTCS-1 packet (outbound signal with active transponder).

[0133] If a NULL code and a CTCS-1 packet (NID_SIGNAL=7) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy speed of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy speed of 40 km / h will not be generated or displayed on the DMI.

[0134] 3-1. JC code (27.9Hz) + CTCS-1 packet defined in the front transponder, and NID_SIGNAL = 0 in the CTCS-1 packet (no signal).

[0135] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=0) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h and display the curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h on the DMI.

[0136] 3-2. JC code (27.9Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 1 (entry signal) in the CTCS-1 packet.

[0137] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=1) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40km / h will not be generated or displayed on the DMI.

[0138] 3-3. JC code (27.9Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 2 in the CTCS-1 packet (outbound signal without active transponder).

[0139] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=2) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, will not be generated or displayed on the DMI.

[0140] 3-4. JC code (27.9Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 3 in the CTCS-1 packet (through signal).

[0141] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=3) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the upcoming traffic light with a roof height of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the upcoming traffic light with a roof height of 40 km / h on the DMI.

[0142] 3-5. JC code (27.9Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 4 (route signal) in the CTCS-1 packet.

[0143] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=4) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h on the DMI.

[0144] 3-6. JC code (27.9Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 7 in the CTCS-1 packet (outbound signal with active transponder).

[0145] If a JC code (27.9Hz) and a CTCS-1 packet (NID_SIGNAL=7) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy height of 40 km / h will not be generated or displayed on the DMI.

[0146] 4-1. LOCK code (25.7Hz) + CTCS-1 packet defined in the front transponder, and NID_SIGNAL = 0 in the CTCS-1 packet (no signal).

[0147] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=0) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h and display the curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve for stopping at the forward insulating joint with a roof speed of 40 km / h will not be generated or displayed on the DMI.

[0148] 4-2. LOCK code (25.7Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 1 (entry signal) in the CTCS-1 packet.

[0149] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=1) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40km / h will not be generated or displayed on the DMI.

[0150] 4-3. LOCK code (25.7Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 2 in the CTCS-1 packet (outbound signal without active transponder).

[0151] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=2) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve for stopping at the exit signal without an active transponder ahead, with a canopy height of 40 km / h, will not be generated or displayed on the DMI.

[0152] 4-4. LOCK code (25.7Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 3 in the CTCS-1 packet (through signal).

[0153] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=3) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the upcoming traffic light with a roof height of 40 km / h, and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the target distance pattern curve indicating a stop at the upcoming traffic light with a roof height of 40 km / h on the DMI.

[0154] 4-5. LOCK code (25.7Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 4 (route signal) in the CTCS-1 packet.

[0155] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=4) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the next approach signal with a canopy height of 40 km / h will not be generated or displayed on the DMI.

[0156] 4-6. LOCK code (25.7Hz) + CTCS-1 packet defined in the forward transponder, and NID_SIGNAL = 7 in the CTCS-1 packet (outbound signal with active transponder).

[0157] If a LOCK code (25.7Hz) and a CTCS-1 packet (NID_SIGNAL=7) are sent to the onboard equipment, under normal circumstances, the onboard equipment will generate a target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy height of 40 km / h, and display this curve on the DMI. If there is an anomaly in the onboard equipment, the target distance pattern curve indicating a stop at the exit signal with an active transponder ahead and a canopy height of 40 km / h will not be generated or displayed on the DMI.

[0158] 5-1. HU code + CTCS-1 packet not defined in front transponder.

[0159] If a HU code is sent to the onboard equipment, but no CTCS-1 packet is sent, or the CTCS-1 packet does not define a specific value for NID_SIGNAL, the onboard equipment will, under normal circumstances, generate a fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (calculated continuously from the start of the route) and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (calculated continuously from the start of the route) on the DMI.

[0160] The 1500m distance here is just a specific example and can be adjusted to other specific values ​​according to actual circumstances; no limitation is made here. Subsequent examples of 1500m will be similar and will not be explained separately thereafter.

[0161] 5-2, NULL code + CTCS-1 packet not defined in the front transponder.

[0162] If a NULL code is sent to the onboard equipment, and no CTCS-1 packet is sent, or the CTCS-1 packet does not define a specific value for NID_SIGNAL, the onboard equipment will, under normal circumstances, generate a fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (calculated continuously from the start of the route) and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (calculated continuously from the start of the route) on the DMI.

[0163] 5-3, JC code (27.9Hz) + CTCS-1 packet not defined in the front transponder.

[0164] If a JC code (27.9Hz) is sent to the onboard equipment, but no CTCS-1 packet is sent, or the CTCS-1 packet does not define a specific value for NID_SIGNAL, the onboard equipment will, under normal circumstances, generate a fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (continuously calculated from the start of the route) and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (continuously calculated from the start of the route) on the DMI.

[0165] 5-4, LOCK code (25.7Hz) + CTCS-1 packet not defined in the front transponder.

[0166] If a LOCK code (25.7Hz) is sent to the onboard equipment, but no CTCS-1 packet is sent, or the CTCS-1 packet does not define a specific value for NID_SIGNAL, the onboard equipment will, under normal circumstances, generate a fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (continuously calculated from the start of the route) and display this curve on the DMI. If the onboard equipment malfunctions, it will not generate or display the fixed-mode curve with a canopy height of 40 km / h and a distance of 1500 m (continuously calculated from the start of the route) on the DMI.

[0167] After the onboard equipment generates a fixed-mode curve with a preset speed and a preset distance traveled, it is necessary to further determine whether the onboard equipment controls the train to travel along this speed and distance control curve in order to achieve a more comprehensive test.

[0168] S39: Determine whether the train is traveling below a preset speed within a preset distance, and determine whether the onboard equipment outputs maximum service braking after the train has passed the preset distance. If both are yes, proceed to S310; if at least one is no, proceed to S311.

[0169] After the onboard equipment generates a fixed pattern curve indicating a preset speed and travel distance, under normal circumstances, it will control the train to travel below the preset speed within the preset distance and stop the train after traveling the preset distance. However, if the onboard equipment malfunctions, it will not control the train to travel below the preset speed within the preset distance, or it will not stop the train after traveling the preset distance. Thus, by observing the train's travel status at different locations, it is determined whether the onboard equipment's control of the train's travel distance and speed based on the speed-distance control curve is functioning correctly.

[0170] Continuing with the example above, after the onboard equipment generates a fixed pattern curve with a ceiling speed of 40 km / h and a distance of 1500 m, it controls the train to run below 40 km / h within the first 1500 m. Beyond 1500 m, it outputs the maximum service braking force to stop the train. At this point, it is possible to monitor whether the train runs below 40 km / h within the first 1500 m and whether it stops beyond 1500 m, to determine whether the onboard equipment's curve-based control of the train is functioning correctly.

[0171] S310: Determine that the on-board equipment passes the test in guided mode.

[0172] If all the above tests and judgments are true, it means that the vehicle-mounted device can react correctly to various situations in guided mode, and the vehicle-mounted device is finally confirmed to have passed the test in guided mode.

[0173] S311: It has been determined that the on-board equipment failed the test in guided mode.

[0174] If any one of the above tests, or any judgment, is negative, it means that the vehicle-mounted device failed to respond correctly to a certain situation in guided mode. This directly determines that the vehicle-mounted device failed the test in guided mode. Alternatively, if all judgments are negative, it can be determined that the vehicle-mounted device failed the test in guided mode when encountering these situations.

[0175] This concludes the description of the testing methods for the vehicle-mounted equipment in guided mode provided in the embodiments of this application.

[0176] Based on the same inventive concept, as an implementation of the above method, this application also provides a testing device for vehicle-mounted equipment in guided mode.

[0177] This device is used in vehicle-mounted equipment, which is installed on trains.

[0178] Figure 4 This is a schematic diagram of the structure of the testing device for the vehicle-mounted equipment in guided mode in the embodiments of this application. Figure 1 See Figure 4 As shown, the device may include: a first sending module 41, a first judging module 42, a second sending module 43, a second judging module 44, a first determining module 45, and a second determining module 46.

[0179] The first transmitting module 41 is used to send a first target code to the on-board equipment, which is the train control on-board equipment of CTCS-2 under STCS. The first target code is used to indicate that the guidance signal is open.

[0180] The first judgment module 42 is used to determine whether the vehicle-mounted equipment generates and displays a fixed mode curve with the canopy at a preset speed; if so, it proceeds to the second sending module 43.

[0181] The second sending module 43 is used to send a second target code to the on-board equipment. The second target code is used to indicate that the train operation has become abnormal.

[0182] The second judgment module 44 is used to determine whether the vehicle-mounted device generates and displays a target distance mode curve for parking at a preset position ahead and with the roof at a preset speed; if yes, it proceeds to the first determination module 45; if at least one of the two judgments is no, it proceeds to the second determination module 46.

[0183] The first determining module 45 is used to determine whether the on-board equipment passes the test in the guided mode.

[0184] The second determining module 46 is used to determine whether the vehicle-mounted equipment has failed the test in the guided mode.

[0185] Furthermore, as a response to Figure 4 In addition to the refinement and expansion of the illustrated device, this application embodiment also provides a testing device for vehicle-mounted equipment in guided mode.

[0186] Figure 5 This is a schematic diagram of the structure of the testing device for the vehicle-mounted equipment in guided mode in the embodiments of this application. Figure 2 See Figure 5 As shown, the device may include:

[0187] The first sending module 51 is used to send a first target code to the on-board equipment, which is the train control on-board equipment of CTCS-2 under STCS. The first target code is used to indicate that the guidance signal is open.

[0188] The first judgment module 52 is used to determine whether the vehicle-mounted equipment generates and displays a fixed mode curve with the canopy at a preset speed; if so, it proceeds to the first test module 53.

[0189] The first test module 53 is used to control the train to travel beyond a first defined speed, determine whether the on-board equipment outputs an alarm, and determine whether the alarm is deactivated after the train driver controls the train to decelerate to below the first defined speed for a preset time, where the first defined speed is greater than the preset speed. If both are true, the process proceeds to the second test module 54; if at least one is false, the process proceeds to the second determination module.

[0190] The second test module 54 is used to determine whether the on-board equipment reminds the driver to confirm after the train travels a fixed distance and at a fixed time, whether the train is running normally after the driver presses the confirmation button, and whether the on-board equipment outputs emergency braking and displays guidance confirmation timeout braking after the driver does not press the confirmation button. Furthermore, it determines whether the on-board equipment re-displays the fixed mode curve of the ceiling at the preset speed after the driver presses the alert button. If all of the above are true, the test proceeds to the third test module 55; if at least one of the above is false, the test proceeds to the second confirmation module.

[0191] The third test module 55 is used to control the train to travel beyond the second defined speed, determine whether the onboard equipment outputs maximum service braking, and if the onboard equipment outputs maximum service braking and the train speed is less than the preset speed, determine whether the onboard equipment outputs release service braking. Furthermore, if the train driver does not press the release button, determine whether the onboard equipment continues to output maximum service braking until the train stops. If the train driver presses the release button, the module controls the train to travel beyond the third defined speed, determines whether the onboard equipment outputs emergency braking, and if the onboard equipment outputs emergency braking and the train stops, determines whether the onboard equipment outputs release emergency braking. Both the second and third defined speeds are greater than the preset speed, and the third defined speed is greater than the second defined speed. If all are true, the process proceeds to the second sending module 56; if at least one is false, the process proceeds to the second determining module.

[0192] In cases where the second target code includes multiple types of codes, the second sending module 56 is used to send each second target code to the vehicle-mounted device in sequence.

[0193] The second target code includes HU code, NULL code, JC code (27.9Hz) and LOCK code (25.7Hz).

[0194] Correspondingly, the second judgment module 58 is used to determine whether the vehicle-mounted device sequentially generates and displays a target distance mode curve for stopping at a preset position ahead with the roof at a preset speed. If all are yes, then proceed to the first determination module 59; if at least one is no, then proceed to the second determination module 510.

[0195] The third transmitting module 57 is used to control the on-board equipment to obtain the CTCS-1 packet from the forward transponder.

[0196] Correspondingly, the second determination module 58 is used to determine the target signal based on the CTCS-1 packet if the CTCS-1 packet is obtained, and to determine whether the on-board equipment generates and displays a target distance mode curve for stopping at the target signal ahead with the canopy at a preset speed; if the CTCS-1 packet is not obtained, it determines whether the on-board equipment generates a fixed mode curve with the canopy at a preset speed and a preset distance traveled. If both are yes, then proceed to the first determination module 59; if at least one is no, then proceed to the second determination module 510.

[0197] The second judgment module 58 is specifically used to determine whether there is no target signal when NID_SIGNAL = 0 in the CTCS-1 package, and whether the on-board equipment generates and displays a target distance mode curve for stopping at the insulated joint ahead with the canopy at a preset speed; when NID_SIGNAL = 1 in the CTCS-1 package, it determines whether the target signal is an entry signal, and whether the on-board equipment generates and displays a target distance mode curve for stopping at the entry signal ahead with the canopy at a preset speed; when NID_SIGNAL = 2 in the CTCS-1 package, it determines whether the target signal is an exit signal without an active transponder, and whether the on-board equipment generates and displays a target distance mode curve for stopping at the exit signal ahead without an active transponder with the canopy at a preset speed. The curve is as follows: When NID_SIGNAL = 3 in the CTCS-1 package, the target signal is determined to be a through signal, and it is determined whether the on-board equipment generates and displays a target distance pattern curve for stopping at the through signal ahead with the canopy showing a preset speed; when NID_SIGNAL = 4 in the CTCS-1 package, the target signal is determined to be a route signal, and it is determined whether the on-board equipment generates and displays a target distance pattern curve for stopping at the route signal ahead with the canopy showing a preset speed; when NID_SIGNAL = 7 in the CTCS-1 package, the target signal is determined to be a departure signal with an active transponder, and it is determined whether the on-board equipment generates and displays a target distance pattern curve for stopping at the departure signal with an active transponder ahead with the canopy showing a preset speed.

[0198] The second judgment module 58 is also used to determine whether the train is traveling below the preset speed within the preset distance, and whether the on-board equipment outputs the maximum service braking after the train has traveled the preset distance.

[0199] The first determining module 59 is used to determine whether the on-board equipment passes the test in the guided mode.

[0200] The second determining module 510 is used to determine whether the vehicle-mounted equipment has failed the test in the guided mode.

[0201] It should be noted that the descriptions of the above device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0202] Based on the same inventive concept, embodiments of this application also provide an electronic device.

[0203] Figure 6 This is a schematic diagram of the electronic device in an embodiment of this application. See also... Figure 6As shown, the electronic device may include: a processor 61, a memory 62, and a bus 63. The processor 61 and the memory 62 communicate with each other through the bus 63. The processor 61 is used to call program instructions in the memory 62 to execute the methods in one or more of the above embodiments.

[0204] It should be noted that the descriptions of the above electronic device embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the electronic device embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0205] Based on the same inventive concept, embodiments of this application also provide a computer-readable storage medium, which may include: a stored program that, when the program is running, controls the device where the storage medium is located to execute the methods described in one or more of the above embodiments.

[0206] It should be noted that the description of the above computer-readable storage medium embodiments is similar to the description of the above method embodiments, and has similar beneficial effects. For technical details not disclosed in the computer-readable storage medium embodiments of this application, please refer to the description of the method embodiments of this application for understanding.

[0207] Based on the same inventive concept, this application also provides a computer program product, which includes a computer program or instructions that, when executed by the device, implement the methods in one or more of the above embodiments.

[0208] It should be noted that the descriptions of the above computer program product embodiments are similar to those of the above method embodiments, and have similar beneficial effects. For technical details not disclosed in the computer program product embodiments of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0209] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A testing method for vehicle-mounted equipment in guided mode, characterized in that, The method is applied to on-board equipment, which is installed on a train, and the method includes: Send a first target code to the on-board equipment, which is the train control on-board equipment of the secondary China Train Control System CTCS-2 under the urban railway signaling system STCS. The first target code is used to indicate that the guidance signal is open. Determine whether the vehicle-mounted device generates and displays a fixed-mode curve with the canopy at a preset speed; If so, a second target code is sent to the on-board equipment, the second target code being used to indicate that the train operation has malfunctioned; Determine whether the vehicle-mounted device generates and displays a target distance mode curve for parking at a preset position ahead with the roof displaying a preset speed; If so, then the vehicle-mounted device is confirmed to have passed the test in guided mode; If at least one of the two judgments is negative, then the vehicle-mounted device is determined to have failed the test in the guided mode.

2. The method according to claim 1, characterized in that, The second target code includes multiple types of codes; sending the second target code to the vehicle-mounted device includes: Each second target code is sent sequentially to the vehicle-mounted device; The step of determining whether the vehicle-mounted device generates and displays a target distance mode curve for stopping at a preset position ahead with the roof at a preset speed includes: Determine whether the vehicle-mounted device sequentially generates and displays a target distance mode curve for parking at a preset position ahead with the roof displaying a preset speed.

3. The method according to claim 2, characterized in that, The second target code includes HU code, NULL code, 27.9Hz JC code and 25.7Hz LOCK code.

4. The method according to claim 1, characterized in that, Before determining whether the vehicle-mounted device generates and displays a target distance mode curve for stopping at a preset position ahead with the roof displaying a preset speed, the method further includes: Control the onboard equipment to obtain the Level 1 China Train Control System (CTCS-1) package from the forward transponder; The step of determining whether the vehicle-mounted device generates and displays a target distance mode curve for stopping at a preset position ahead with the roof at a preset speed includes: If the CTCS-1 packet is obtained, the target signal is determined based on the CTCS-1 packet, and it is determined whether the vehicle-mounted equipment generates and displays a target distance mode curve for stopping at the target signal ahead with the canopy at a preset speed. If the CTCS-1 packet is not obtained, it is determined whether the vehicle-mounted device generates a fixed mode curve with the canopy at a preset speed and a preset travel distance.

5. The method according to claim 4, characterized in that, The step of determining the target signal based on the CTCS-1 packet and judging whether the on-board equipment generates and displays a target distance pattern curve for stopping at the target signal ahead with the roof at a preset speed includes: When NID_SIGNAL=0 in the CTCS-1 packet, it is determined that there is no target signal, and it is determined whether the vehicle-mounted equipment generates and displays a target distance mode curve for stopping at the insulated joint ahead and the roof is at a preset speed. When NID_SIGNAL=1 in the CTCS-1 packet, the target signal is determined to be an entry signal, and it is determined whether the on-board equipment generates and displays a target distance mode curve for stopping at the entry signal ahead with the canopy at a preset speed. When NID_SIGNAL=2 in the CTCS-1 packet, the target signal is determined to be a departure signal without a active transponder. It is then determined whether the on-board equipment generates and displays a target distance mode curve for stopping at the departure signal without a active transponder ahead and with the canopy showing a preset speed. When NID_SIGNAL=3 in the CTCS-1 packet, the target signal is determined to be a through signal, and it is determined whether the vehicle-mounted equipment generates and displays a target distance mode curve for stopping at the through signal ahead with the canopy at a preset speed. When NID_SIGNAL=4 in the CTCS-1 packet, the target signal is determined to be a route signal, and it is determined whether the vehicle-mounted equipment generates and displays a target distance mode curve for stopping at the route signal ahead and having the canopy at a preset speed. When NID_SIGNAL=7 in the CTCS-1 packet, the target signal is determined to be a departure signal with an active transponder. The vehicle-mounted equipment is then judged to generate and display a target distance pattern curve for stopping at the departure signal with an active transponder ahead and with the canopy showing a preset speed.

6. The method according to claim 4, characterized in that, After determining whether the vehicle-mounted device generates a fixed pattern curve with a preset speed and a preset travel distance for the roof, the method further includes: Determine whether the train is traveling below the preset speed within the preset distance, and determine whether the on-board equipment outputs maximum service braking after the train has passed the preset distance.

7. The method according to any one of claims 1 to 6, characterized in that, Before sending the second target code to the vehicle-mounted device, the method further includes: The system controls the train to travel beyond a first defined speed, determines whether the onboard equipment outputs an alarm, and determines whether the alarm is deactivated after the train driver controls the train to decelerate below the first defined speed for a preset time, where the first defined speed is greater than the preset speed; and / or, The system determines whether the onboard equipment prompts the driver for confirmation after each fixed distance and time interval traveled by the train, and whether the train is running normally after the driver presses the confirmation button. Furthermore, if the driver does not press the confirmation button, the system determines whether the onboard equipment outputs emergency braking and displays guidance confirmation timeout braking. Finally, after the driver presses the alert button, the system determines whether the onboard equipment re-displays the fixed-mode curve of the canopy at a preset speed; and / or, The system controls the train to travel beyond a second defined speed, determines whether the onboard equipment outputs maximum service braking, and if the onboard equipment outputs maximum service braking and the train speed is less than the preset speed, determines whether the onboard equipment outputs release service braking. Then, if the train driver does not press the release button, it determines whether the onboard equipment continues to output maximum service braking until the train stops. After the train driver presses the release button, the system controls the train to travel beyond a third defined speed, determines whether the onboard equipment outputs emergency braking, and if the onboard equipment outputs emergency braking and the train stops, it determines whether the onboard equipment outputs release emergency braking. Both the second and third defined speeds are greater than the preset speed, and the third defined speed is greater than the second defined speed.

8. A testing device for vehicle-mounted equipment in guided mode, characterized in that, The device is applied to vehicle-mounted equipment, which is installed on a train, and the device includes: The first transmitting module is used to send a first target code to the on-board equipment, which is the train control on-board equipment of the secondary China Train Control System CTCS-2 under the urban railway signaling system STCS. The first target code is used to indicate that the guidance signal is open. The first judgment module is used to determine whether the vehicle-mounted device generates and displays a fixed mode curve with the canopy at a preset speed; if so, it proceeds to the second sending module. The second sending module is used to send a second target code to the on-board equipment, the second target code being used to indicate that the train operation has malfunctioned; The second determination module is used to determine whether the vehicle-mounted device generates and displays a target distance mode curve for stopping at a preset position ahead with the roof at a preset speed; if yes, it proceeds to the first determination module; if at least one of the two determinations is no, it proceeds to the second determination module. The first determining module is used to determine whether the vehicle-mounted equipment passes the test in the guided mode; The second determining module is used to determine that the vehicle-mounted device failed the test in the guided mode.

9. An electronic device, characterized in that, The electronic device includes a processor, a memory, and a bus. The processor and the memory communicate with each other via the bus. The processor is used to call program instructions in the memory to execute the method as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program that, when executed, controls the device on which the computer-readable storage medium is located to perform the method as described in any one of claims 1 to 7.

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