Configuration method, device and equipment of train operation control system, medium and computer program product

Abstract

The invention relates to a configuration method, device and equipment of a train operation control system, a medium and a computer program product. The method comprises the following steps: starting a virtual marshalling test under the condition that the train control on-board equipment, the brake control unit, the log recording device and the satellite positioning module are all in a normal working state; obtaining at least one of departure positioning time data, general braking feedback time data, emergency braking feedback time data and idling and slipping data through a dynamic adjustment test; direction and handle acquisition fault time data are obtained through a static adjustment test, and general braking exhaust time data are obtained through combination of the static adjustment test and a dynamic adjustment test; and integrating test data obtained by the dynamic tuning test and / or the static tuning test and / or the combination of the static tuning test and the dynamic tuning test, and outputting virtual marshalling configuration data. By adopting the method, the key parameters in the train operation process can be dynamically obtained, the requirements of different virtual marshalling and different operation scenes are met, and the overall safety and reliability of the system are improved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit, and in particular to a configuration method, device, equipment, medium and computer program product of a train operation control system. BACKGROUND

[0002] The train operation control system is a core technology for ensuring safe and efficient operation of trains, and the accuracy and real-time performance of its key parameters directly determine the safety of train operation, operation efficiency and system reliability. The train control system cooperates with the on-board device and the ground device to realize real-time monitoring of train speed, position and operation authority. With the increase of high-speed rail speed, traditional manual driving and mechanical control cannot meet the safety requirements, and the system needs to rely on dynamic parameters to generate a speed protection curve and automatically trigger braking to prevent accidents such as overspeed and rear-end collision.

[0003] The China Train Control System (CTCS) -2 / 3 level system, as the mainstream technology, realizes vehicle-ground information interaction through track circuits, transponders and wireless communication. The train control system adopts a target distance control mode to generate a dynamic speed monitoring curve according to the line conditions, the position of the front obstacle, etc. In this process, accurate parameters are the basis for calculation, and any error may lead to failure of protection. Safety is particularly important, and the system needs to prevent dangerous situations such as operation without permission, overspeed and coasting.

[0004] However, when some existing trains are equipped with CTCS devices, the original parameters cannot be directly obtained from the factory, resulting in uncertainty in system debugging and configuration, and thus affecting the stability and safety of the system. SUMMARY

[0005] Therefore, it is necessary to provide a configuration method, device, equipment, medium and computer program product of a train operation control system, which can dynamically obtain key parameters in the train operation process, adapt to the needs of different virtual marshalling and different operation scenarios, and improve the overall safety and reliability of the system.

[0006] In a first aspect, the present application provides a configuration method of a train operation control system, applied to the train operation control system, wherein the train operation control system comprises a train control on-board device, a brake control unit, a log recording device and a satellite positioning module, and the method comprises:

[0007] Under the condition that the train control on-board device, the brake control unit, the log recording device and the satellite positioning module are in a normal working state, starting a virtual marshalling test, wherein the virtual marshalling test comprises a static adjustment test and a dynamic adjustment test;

[0008] acquire, through the dynamic adjustment test, at least one of departure positioning time data, general braking feedback time data, emergency braking feedback time data, and idle and skid data;

[0009] acquire, through the static adjustment test, direction and handle collection fault time data, and acquire, through the static adjustment test in combination with the dynamic adjustment test, general braking exhaust time data;

[0010] integrate the test data acquired through the dynamic adjustment test and / or the static adjustment test and / or the static adjustment test in combination with the dynamic adjustment test, and output virtual marshalling configuration data, the virtual marshalling configuration data being used for adaptively adapting train operation control systems in different virtual marshalling and different operation scenarios.

[0011] According to a second aspect of the embodiments of the present disclosure, a configuration device of a train operation control system is provided. The device comprises:

[0012] a test starting device configured to start a virtual marshalling test when the train control on-board equipment, the brake control unit, the log recording device, and the satellite positioning module are all in a normal working state, the virtual marshalling test comprising a static adjustment test and a dynamic adjustment test;

[0013] a dynamic adjustment test device configured to acquire, through the dynamic adjustment test, at least one of departure positioning time data, general braking feedback time data, emergency braking feedback time data, and idle and skid data;

[0014] a static adjustment test device configured to acquire, through the static adjustment test, direction and handle collection fault time data, and acquire, through the static adjustment test in combination with the dynamic adjustment test, general braking exhaust time data;

[0015] an output device configured to integrate the test data acquired through the dynamic adjustment test and / or the static adjustment test and / or the static adjustment test in combination with the dynamic adjustment test, and output virtual marshalling configuration data, the virtual marshalling configuration data being used for adaptively adapting train operation control systems in different virtual marshalling and different operation scenarios.

[0016] In a third aspect, the present application further provides a computer device. The computer device comprises a memory and a processor, the memory stores a computer program, and the processor implements the configuration method of the train operation control system according to any one of the embodiments of the present disclosure when executing the computer program.

[0017] In a fourth aspect, the present application further provides a computer readable storage medium. The computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the configuration method of the train operation control system according to any one of the embodiments of the present disclosure.

[0018] In a fifth aspect, the present application also provides a computer program product. The computer program product comprises a computer program which, when executed by a processor, implements the configuration method of the train operation control system according to any one of the embodiments of the present application.

[0019] The configuration scheme of the train operation control system provided by the embodiments of the present application can solve the problem of missing original parameters when the existing train is equipped with the CTCS device, dynamically acquire key parameters through virtual marshalling test, ensure the accuracy of system debugging and configuration, avoid the influence of system stability and safety caused by uncertain parameters, and ensure the safe operation of the train under different marshalling and scenarios; the adaptive adaptation to different virtual marshalling and operation scenarios is realized, complex parameter configuration is not needed for each marshalling and scenario, the manual operation cost and time cost are reduced, the flexibility and applicability of the train operation control system are improved, and the safety and efficiency of train operation are further improved.

[0020] It should be understood that the foregoing general description and the following detailed description are only exemplary and explanatory, and are not limiting to the present disclosure. BRIEF DESCRIPTION OF DRAWINGS

[0021] The accompanying drawings, which are incorporated into and form part of the specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure and, do not limit the present disclosure.

[0022] Figure 1 FIG. 1 is a flowchart of a configuration method of a train operation control system according to an exemplary embodiment;

[0023] Figure 2 FIG. 2 is a flowchart of acquiring departure positioning time data according to an exemplary embodiment;

[0024] Figure 3 FIG. 3 is a flowchart of acquiring general braking feedback time data according to an exemplary embodiment;

[0025] Figure 4 FIG. 4 is a flowchart of acquiring emergency braking feedback time data according to an exemplary embodiment;

[0026] Figure 5 FIG. 5 is a flowchart of acquiring direction and handle collection fault time data according to an exemplary embodiment;

[0027] Figure 6 FIG. 6 is a flowchart of acquiring idling acceleration data according to an exemplary embodiment;

[0028] Figure 7This is a schematic diagram illustrating the process of acquiring slippage deceleration data according to an exemplary embodiment;

[0029] Figure 8 This is a structural block diagram of a configuration device for a train operation control system according to an exemplary embodiment;

[0030] Figure 9 This is a diagram illustrating the internal structure of a computer device according to an exemplary embodiment. Detailed Implementation

[0031] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the scope of this application.

[0032] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this disclosure are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this disclosure described herein can be implemented in orders other than those illustrated or described herein. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure. The terms "comprising," "including," or any other variations thereof are intended to cover a non-exclusive inclusion, such that a process, method, product, 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, product, or apparatus. Without further limitations, the presence of other identical or equivalent elements in a process, method, product, or apparatus that includes said elements is not excluded. For example, the use of terms such as "first," "second," etc., to denote names does not indicate any specific order.

[0033] In some embodiments provided in this disclosure, the execution of the configuration method for the train operation control system can be controlled by a unified controller or by multiple controllers. These controllers may include controllers at local terminals or controllers at remote servers. In some embodiments, the controllers at local terminals and the controllers at servers may jointly assist in completing the configuration control processing of the train operation control system. The local terminal mentioned in this disclosure may include, but is not limited to, various robotic devices, in-vehicle devices, personal computers, laptops, smartphones, tablets, wearable devices, medical devices, VR (Virtual Reality) devices, etc. The server may also be a server, server cluster, distributed subsystem, cloud processing platform, server containing blockchain nodes, or a combination thereof. The controllers described in this disclosure may include various control units capable of implementing logic processing functions, including but not limited to CPU (Central Processing Unit), PLC (Programmable Logic Controller), ECU (Electronic Control Unit), MCU (Microcontroller Unit), FPGA (Field Programmable Gate Array), and CPLD (Complex Programmable Logic Device), as well as controllers composed of one or more logic function units, chips, etc.

[0034] In some embodiments of this disclosure, a configuration method for a train operation control system is provided, applied to a train operation control system, which includes train control onboard equipment, a braking control unit, a log recording device, and a satellite positioning module, such as... Figure 1 As shown, it includes the following steps:

[0035] S20. When the train control on-board equipment, the brake control unit, the log recording device and the satellite positioning module are all in normal working condition, start the virtual formation test, which includes static adjustment test and dynamic adjustment test.

[0036] The train operation control system typically refers to the core system that ensures the safe and efficient operation of trains. It consists of onboard train control equipment, brake control units, log recording devices, and satellite positioning modules. Through collaboration between onboard and ground equipment, it achieves real-time monitoring of train speed, position, and operational permissions. Virtual formation testing is a testing method conducted to obtain configuration parameters of the train operation control system, including static and dynamic testing. Static testing refers to testing when the train is stationary. Its main purpose is to obtain fault time data from the direction handle and traction brake handle. During the test, the train does not need to move; data collection is completed solely by operating the relevant train handles and using the log recording device. Dynamic testing is testing conducted while the train is in operation. It can obtain departure positioning time data, general braking feedback time data, emergency braking feedback time data, slippage and wheel slippage data, etc. The test scenario needs to simulate actual train operation conditions, such as overspeed trigger braking and runaway protection.

[0037] S22. Obtain at least one of the following through the dynamic adjustment test: departure positioning time data, general braking feedback time data, emergency braking feedback time data, and idling and slippage data.

[0038] Train positioning time data refers to the time required from the start-up of train-related equipment to the completion of positioning. General braking feedback time data can include braking feedback time data corresponding to two target parameters: 80 kPa and 170 kPa. Emergency braking feedback time data includes the time from when the train control onboard equipment outputs an emergency braking command to when a valid feedback signal is received, and the time from when the emergency braking command is cancelled to when a valid feedback signal is received. Wheel slip and slippage data refer to data related to wheel slip and slippage phenomena during train operation. Wheel slippage data mainly refers to the maximum acceleration of the train when starting at maximum traction level on a level slope to a specific speed (e.g., 45 km / h), while slippage data is the maximum deceleration of the train when undergoing emergency braking to a stop at a specific speed (e.g., 20 km / h). These data are used to set speed transmission judgment thresholds to prevent wheel slip and slippage from affecting train operation.

[0039] S24. Obtain direction and handle acquisition failure time data through the static adjustment test, and obtain general braking ventilation time data by combining the static adjustment test with the dynamic adjustment test.

[0040] The fault time data for steering and handrail acquisition can include fault time data for steering handrail acquisition and fault time data for traction and brake handrail acquisition. Steering handrail acquisition fault time data is the time interval between relevant states when the steering handrail switches between forward and backward positions; traction and brake handrail acquisition fault time data is the time interval between relevant states when the traction and brake handrail switches between traction and braking positions, used to determine if there is a fault in the handrail acquisition. Generally, brake ventilation time data usually refers to the ventilation time data obtained jointly through static adjustment tests on each locomotive and dynamic adjustment tests on trains of the maximum length, which is related to whether the brake system ventilation is normal.

[0041] S26. Integrate the test data obtained from the dynamic test and / or the static test and / or the static test combined with the dynamic test to output virtual train formation configuration data. The virtual train formation configuration data is used to adaptively adapt to different virtual train formations and different operating scenarios of the train operation control system.

[0042] The train operation control system includes onboard train control equipment, a brake control unit, a log recording device, and a satellite positioning module. First, a comprehensive inspection of these modules, equipment, or devices can be conducted to ensure that the satellite positioning function of the onboard train control equipment is normal, the brake command output and feedback of the brake control unit are normal, the log recording device can accurately record various data, and the satellite positioning module signal is stable. After all equipment is in normal working condition, virtual train formation testing can be initiated. During the dynamic testing phase, the train can be arranged to undergo testing on different track sections and at different operating speeds. For example, on straight sections, the train can be driven at different speeds. When the train exceeds the speed limit, service braking and emergency braking are triggered, and relevant information at departure is recorded to obtain departure positioning time data, general braking feedback time data, and emergency braking feedback time data. On sloping sections, the train can be started at maximum traction level to 45 km / h and then subjected to emergency braking from 20 km / h to a stop to obtain slippage and wheel slippage data. During the static testing phase, the train is parked on a maintenance track to obtain directional and handle acquisition fault time data. General braking ventilation time data is obtained by combining the static testing with the dynamic testing. Finally, all data obtained from dynamic testing, static testing, and combined static and dynamic testing are integrated. For example, the maximum value of departure positioning time data under different test scenarios is taken and a certain amount of redundancy time is added. General braking feedback time data for different train models are categorized and processed by model, and finally, virtual train formation configuration data is output. This configuration data is applied to the train operation control system of the freight railway, enabling the system to adaptively adapt to different virtual train formations such as single-unit trains, heavy-haul freight trains, and ordinary freight trains, as well as different operating scenarios such as straight and level tracks and gradient tracks.

[0043] In some embodiments of this disclosure, the problem of missing original parameters when adding CTCS equipment to existing trains can be solved. Key parameters are dynamically obtained through virtual train formation testing, ensuring the accuracy of system debugging and configuration, avoiding the impact on system stability and safety due to parameter uncertainty, and ensuring safe operation of trains under different formations and scenarios. It also achieves adaptive adaptation to different virtual formations and operating scenarios, eliminating the need for complex parameter configuration for each formation and scenario, reducing manual operation costs and time costs, improving the flexibility and applicability of the train operation control system, and further enhancing the safety and efficiency of train operation.

[0044] In some embodiments of this disclosure, S22 includes:

[0045] When the train control onboard equipment is in standby mode and receives a departure confirmation command, it records the current station information, up and down direction data, track information, and departure confirmation time.

[0046] The vehicle log is downloaded through the log recording device, and a first time interval and a second time interval are extracted from the vehicle log. The first time interval is the time interval from the time point when the electronic map is valid until the time point when the train's satellite positioning position and train running direction are valid. The second time interval is the time interval from the time point when the departure confirmation command is issued until the time point when the most recent relevant transponder group is valid.

[0047] The departure location time data is determined based on the sum of the first time interval and the second time interval.

[0048] In some implementations, such as Figure 2As shown, departure information can be entered manually by the driver or automatically by the control device. When the train control onboard equipment is in standby mode and receives a departure confirmation command, it compares the stationary train's satellite positioning with the departure information within this timeframe. This information is obtained through on-site testing, taking into account a certain time redundancy. During the debugging phase, when there is no data source, the initial value can be set to 5. The initial value can also be configured according to actual conditions. Record the current station, direction of travel, track, and the time of departure information confirmation. After the daily dynamic testing task is completed, download the onboard log. Use the onboard log analysis tool to analyze the log and find the first and second time intervals based on the recorded departure information confirmation time points. The first time interval is the time interval from the effective time point on the electronic map until the effective time point of the train's satellite positioning and direction of travel. The second time interval is the time interval from the start of the departure information confirmation operation until the most recent relevant transponder group becomes effective. The departure positioning time data is the sum of the first and second time intervals. After dynamic testing is completed, the longest time taken for departure positioning in the table can be calculated, and a certain time redundancy can be added to obtain the final configured departure positioning time data. In some examples, when an M2 visual authorization for vehicle departure occurs during startup, the appropriateness of this configuration should be checked.

[0049] In some embodiments of this disclosure, statistical processing can be performed by combining test data from multiple stations, different directions, and tracks to make the determined departure positioning time parameters more universal and applicable, adaptable to the complex departure environment of stations, and improve the stability and reliability of train operation.

[0050] In some embodiments of this disclosure, such as Figure 3 As shown, S22 also includes:

[0051] The system controls the virtual train formation to trigger common braking intervention when it exceeds speed in any mode. It outputs common braking commands with target parameters through the train control onboard equipment and records the time point of the output braking, locomotive model, locomotive number and number of train formations.

[0052] The vehicle log is downloaded through the logging device, and the time from when the vehicle equipment outputs the target parameter common braking command to when the feedback signal is received is extracted from the vehicle log as general braking feedback time data of the target parameter. The target parameter includes 80kPa and 170kPa.

[0053] In some implementations, SB_80KPA_APPLY_FEEDBACK_TIME can be used to characterize the 80kPa service braking application feedback time: the time from when the onboard equipment outputs the 80kPa service braking command to when the onboard equipment receives the valid 80kPa service braking feedback signal. If the onboard equipment does not receive a valid service braking feedback signal after this time after outputting the 80kPa service braking command, a service braking malfunction is determined. If the vehicle does not have the 80kPa decompression service braking function, or if this IO (Input / Output) interface does not exist, this value is filled with 0. SB_80KPA_EXHAUST_TIME can be used to characterize the 80kPa service braking decompression and air closure time. For vehicles that output service braking commands through the "decompression" and "air closure" IO interfaces, this value represents the duration for which the "decompression" command remains valid when the service braking command is output, and can be obtained through vehicle parameter files or field tests. When the "decompression" and "air closure" IO interfaces do not exist, this value is filled with 0.

[0054] In some examples, during single-vehicle commissioning, during the train data phase of the onboard equipment power-on registration process, the vehicle type is selected as freight, and the number of vehicles is entered as 70 heavy-haul freight trains. After completing the registration process, the onboard equipment immediately outputs a service braking speed of 80 kPa for any overspeed intervention speed in any mode. Alternatively, during dynamic commissioning, if the train is a heavy-haul freight train formation, the onboard equipment outputs a service braking speed of 80 kPa for any overspeed intervention speed in any mode. Record the time point of the output braking, and record the locomotive model, locomotive number, and formation quantity. After the static / dynamic commissioning tasks are completed for the day, download the onboard log and obtain the locomotive brake control unit log. Based on the recorded time, you can find the time from the onboard equipment outputting the service braking speed to receiving feedback in the log; check whether the braking target value is between 530 kPa and 500 kPa in the locomotive brake control unit log.

[0055] The data collected includes time points, locomotive model, locomotive number, whether the pressure reduction and ventilation meet the standards, and the 80Kpa common braking feedback time. It should be noted that during single-vehicle shunting, statistics can be collected for each locomotive, while during the shunting of heavy-haul freight trains, a train of the maximum length can be selected for formation.

[0056] For SB_80KPA_APPLY_FEEDBACK_TIME data confirmation, it can be classified by locomotive type. For each locomotive type, the maximum feedback time measured is taken, plus the difference between the feedback time of a single locomotive and a heavy-haul train, and a certain time redundancy is added.

[0057] The data confirmation for SB_80KPA_EXHAUST_TIME should be filled in according to the vehicle parameter file. The exhaust time should be calculated according to the exhaust rate in the vehicle interface file. The owner shall bear the risk of excessive exhaust. On-site testing and verification should be conducted to ensure that feedback can be collected normally after decompression output and that there will be no common brake feedback failure caused by insufficient exhaust volume. If the on-site verification fails and the decompression amount is insufficient, the locomotive manufacturer must be asked to re-enter the data.

[0058] In some implementations, the target parameter may also include 170 kPa. The 170 kPa service braking application feedback time can be characterized by SB_170KPA_APPLY_FEEDBACK_TIME: the time from when the onboard equipment outputs a 170 kPa service braking command to when the onboard equipment receives a valid 170 kPa service braking feedback signal. If the onboard equipment outputs a 170 kPa service braking command and still does not receive a valid service braking feedback signal within this time, a service braking malfunction is determined. This value can be obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the commissioning phase, when there is no available source, the initial value can be the maximum value. If the vehicle does not have a 170 kPa decompression service braking function, or if the IO interface does not exist, this value should be 0. The 170 kPa service braking decompression and air closure time can be characterized by SB_170KPA_EXHAUST_TIME. For vehicles that output service braking commands through the "decompression" and "air closure" IO interfaces, this value indicates the duration for which the "decompression" command remains valid when the service braking command is output. This value can be obtained through vehicle parameter files or on-site testing. When the "decompression" or "air shut-off" IO interface does not exist, this value should be filled with 0.

[0059] In some examples, during single-vehicle train commissioning, during the train data phase of the onboard equipment power-on registration process, the train type can be selected as a single locomotive or freight train, with the number of locomotives not exceeding the number of heavy-load locomotives. After completing the registration process, at any mode and speed exceeding the standard braking intervention speed, the train control onboard equipment immediately outputs a standard braking force of 170 kPa. Alternatively, during dynamic commissioning, for ordinary freight train formations, at any mode exceeding the standard braking intervention speed, a standard braking force of 170 kPa is output. The time point of the braking output can be recorded, along with the locomotive model, locomotive number, and formation quantity. After the daily static / dynamic commissioning tasks are completed, the onboard log is downloaded, and the locomotive brake control unit log is obtained. Based on the recorded time, the time from the train control onboard equipment outputting the standard braking force to receiving feedback is found in the log; the braking target value is checked in the locomotive brake control unit log to see if it is between 390 kPa and 450 kPa.

[0060] The data collected includes time points, locomotive model, locomotive number, number of trains, whether the decompression and ventilation meet standards, and the 170 kPa common braking feedback time. It should be noted that a single-unit dispatcher can collect statistics for each locomotive, and the dispatcher selects the maximum length of a conventional freight train for its formation.

[0061] For SB_170KPA_APPLY_FEEDBACK_TIME data confirmation, it can be classified by locomotive type. For each locomotive type, the maximum feedback time measured is taken, plus the difference between the feedback time of a single locomotive and that of a regular freight train, and a certain time redundancy is added.

[0062] The data confirmation for SB_170KPA_EXHAUST_TIME should be filled in according to the vehicle parameter file. The exhaust time should be calculated according to the exhaust rate in the vehicle interface file. The owner shall bear the risk of excessive exhaust. On-site testing and verification should be conducted to ensure that feedback can be collected normally after decompression output and that common brake feedback failures caused by insufficient exhaust volume will not occur. If the on-site verification fails and the decompression amount is insufficient, the locomotive manufacturer must be asked to re-enter the data.

[0063] The service brake release feedback time can be characterized by SB_RELEASE_FEEDBACK_TIME: the time from when the onboard device cancels the service brake command to when the onboard device receives an invalid service brake feedback signal. If the onboard device cancels the service brake command and still does not receive an invalid service brake feedback signal within this time, the service brake release is considered abnormal. This value can be obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the debugging phase, when there is no available source, the initial value can be the maximum value. Enter the maximum service brake decompression release time supported by the vehicle; if the vehicle does not have service brake functionality, this value should be 0. In some examples, for vehicles with a 170kPa service brake interface, the SB_170kPa_APPLY_FEEDBACK_TIME test can be performed first; if a 170kPa service brake interface is not available, the SB_80kPa_APPLY_FEEDBACK_TIME test should be performed first.

[0064] During single-vehicle train scheduling, after applying the service brake, confirm the release on the onboard equipment's human-machine interface. During scheduling of ordinary freight train formations, after applying the service brake for overspeed, if the speed falls below the permissible speed, confirm the release via the onboard equipment's human-machine interface. Record the time of brake release, locomotive model, locomotive number, and number of trains in the formation. Download the onboard log after the daily scheduling task is completed. Based on the recorded time, find the time from when the service brake was removed from the train control onboard equipment to when feedback was received in the log.

[0065] The data is collected by filling in a form, including time points, locomotive model, locomotive number, number of trains, and common braking release feedback time. It's important to note that for a single-locomotive dispatcher, statistics can be collected for each locomotive individually, and the dispatcher selects a conventional freight train of the longest possible length for the train formation. Data confirmation can be done by locomotive type; for each locomotive type, the maximum measured feedback time is taken, plus the difference between the feedback time of a single locomotive and that of a freight train, and a certain time redundancy is added.

[0066] In some embodiments of this disclosure, general braking feedback time data for different target parameters (80kPa, 170kPa) can be accurately acquired, providing an accurate time standard for judging whether the commonly used brakes are faulty. When no feedback signal is received after the specified time, a braking fault can be judged in a timely manner, ensuring the safety of the train braking system. General braking feedback time data can be statistically analyzed by train type, so that trains of different types can have suitable braking feedback time parameters, avoiding the problem of inaccurate braking judgment for some train types due to uniform parameters. This improves the adaptability and reliability of the train braking system, and helps to adjust the braking control strategy according to the braking feedback characteristics of different train types, further enhancing the safety and stability of train operation.

[0067] In some embodiments of this disclosure, S22 further includes:

[0068] Perform runaway protection test or emergency braking test, and after stopping, confirm the release of emergency braking and operate the automatic valve to release it through the train control on-board equipment;

[0069] Record the time point at which the emergency braking command was issued, the locomotive model, the locomotive number, and the number of trains;

[0070] Download the vehicle log using the log recording device, and extract the time from the vehicle log from when the train control vehicle equipment outputs an emergency braking command to when it receives a valid feedback signal, and the time from when it cancels the emergency braking command to when it receives an invalid feedback signal, as emergency braking feedback time data.

[0071] In some implementations, such as Figure 4As shown, EB_APPLY_FEEDBACK_TIME can be used to characterize the emergency braking application feedback time: the time from when the onboard equipment outputs an emergency braking command to when the onboard equipment receives a valid emergency braking feedback signal. If no valid emergency braking feedback signal is received after this time following the output of the emergency braking command, an emergency braking malfunction is identified. This value is obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the debugging phase, when no data source is available, the initial value can be the maximum value. EB_RELEASE_FEEDBACK_TIME can be used to characterize the emergency braking release feedback time: the time from when the onboard equipment cancels the output of the emergency braking command to when the onboard equipment receives an invalid emergency braking feedback signal. If no valid emergency braking feedback signal is received after this time following the cancellation of the output of the emergency braking command, an emergency braking release anomaly is identified. This value is also obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the debugging phase, when no data source is available, the initial value can be the maximum value.

[0072] In some examples, during single-vehicle dispatching, a runaway protection test is performed. After stopping, the onboard equipment's human-machine interface confirms the release of emergency braking. During dynamic dispatching, heavy-haul freight train formations undergo emergency braking tests or runaway protection tests. After stopping, the onboard equipment's human-machine interface confirms the release of emergency braking, and the automatic valve releases the emergency braking. The time point of the output braking, locomotive model, locomotive number, and number of formations are recorded. After the daily dynamic dispatching task is completed, the onboard log is downloaded. Based on the recorded times, the log is searched for the time from when the train control onboard equipment outputs emergency braking to when feedback is received, and the time from when the train control onboard equipment cancels the emergency braking output to when emergency braking feedback is received. The time points, locomotive model, locomotive number, number of formations, emergency braking feedback time, and emergency braking release feedback time are statistically analyzed by filling in a table. It should be noted that single-vehicle dispatching can be statistically analyzed for each locomotive, and the dynamic dispatching selects a formation of the maximum length.

[0073] Data confirmation for EB_APPLY_FEEDBACK_TIME can be categorized by locomotive type. For each locomotive type, the maximum measured feedback time is taken, plus the difference between the feedback time of a single locomotive and that of a heavy-haul train, and a certain time redundancy is added.

[0074] Data confirmation for EB_RELEASE_FEEDBACK_TIME can be categorized by locomotive type. For each locomotive type, the maximum measured feedback time is taken, plus the difference between the feedback time of a single locomotive and a heavy-haul train, and a certain time redundancy is added.

[0075] The emergency braking deceleration check cycle threshold can be represented by EB_DECELERATION_THRESHOLD. If no vehicle deceleration is detected after the onboard equipment outputs an emergency braking command and the time corresponding to this cycle number has elapsed, a braking fault is determined. This threshold is obtained through vehicle parameter files or on-site testing, taking into account a certain time redundancy. During the debugging phase, when no data source is available, the initial value can be the maximum value.

[0076] During dynamic testing, for both ordinary freight trains and heavy-haul freight trains, each emergency braking operation is recorded. The time of each emergency braking operation, the direction (up or down), kilometer marker (for gradient inquiries), locomotive model, locomotive number, and number of trains in the formation are recorded. After the daily dynamic testing task is completed, the onboard log is downloaded. Based on the recorded times, the time from the emergency braking output by the train control equipment to the start of train speed reduction is found in the log. Data such as braking time, direction (up or down), kilometer marker, gradient, locomotive model, locomotive number, number of trains in the formation, and the time from emergency braking output to the start of train deceleration are compiled by filling in a table. During the data verification phase, the longest recorded time is used, with a certain time redundancy added.

[0077] In some embodiments of this disclosure, comprehensive emergency braking feedback time data is acquired, including the feedback time for both the braking application and release phases. This enables a comprehensive evaluation of the emergency braking system's response performance, timely detection of potential problems such as braking feedback delays, and ensures that the train can brake and release quickly and reliably in emergency situations. Furthermore, testing is conducted on trains with different formation sizes to ensure that the acquired emergency braking feedback time data better reflects actual operating conditions. This provides accurate parameters for configuring emergency braking systems for different train formations, improving the adaptability and safety of the train's emergency braking system.

[0078] In some embodiments of this disclosure, S24 includes:

[0079] Perform the operation of switching the direction handle from the forward position to the backward position and then from the backward position to the forward position, and record the operation time, locomotive model and locomotive number;

[0080] After the static adjustment task is completed, the vehicle log is downloaded through the log recording device. The time intervals of the steering handle moving forward, inactive, and backward, as well as the time intervals of the steering handle moving backward, inactive, and forward, are extracted from the vehicle log as steering handle fault time data.

[0081] Perform the operation of switching the traction brake handle from the traction position to the braking position and then back from the braking position to the traction position, and record the operation time, locomotive model and locomotive number;

[0082] After the static adjustment task is completed, the vehicle log is downloaded through the log recording device. The time intervals of the handle traction position, invalid position, and braking position sequence, as well as the time intervals of the handle braking position, invalid position, and traction position sequence, are extracted from the vehicle log as the traction brake handle fault time data.

[0083] In some implementations, the timing of a steering handle acquisition failure can be characterized by DIRECTION_HANDLE_ERROR_TIME. For example... Figure 5 As shown, if the steering handle is simultaneously in both the forward and backward positions for a duration greater than or equal to that value, the train control onboard equipment considers the current steering handle acquisition faulty. Depending on the vehicle's steering handle acquisition characteristics, this can be obtained through vehicle parameter files or on-site testing, taking into account a certain time redundancy. During the commissioning phase when no data source is available, the initial value can be set to the redundancy time.

[0084] In some examples, the application scenario is a standalone static calibration with no special requirements. The steering handle is turned from forward to backward and then from backward to forward. Record the time, locomotive model, and locomotive number. After the daily static calibration task is completed, download the onboard log. Based on the recorded time, find the time intervals in the log for the sequential actions of the steering handle (forward, invalid, backward) and backward (invalid, forward) from the I / O input. Compile a table to statistically analyze the time points, locomotive model, locomotive number, and interval times. Note that statistics can be performed for each locomotive during static calibration. In the data verification stage, the data is categorized by locomotive type; for each locomotive type, the maximum measurement time interval is taken, with a certain amount of redundancy added.

[0085] In some implementations, the TRACTION_HANDLE_ERROR_TIME parameter can be used to characterize the traction brake handle acquisition failure time. If the traction brake handle is simultaneously acquired in both the traction and braking positions for a duration greater than or equal to this time, the train control onboard equipment considers the current traction brake handle acquisition to be faulty. Depending on the vehicle's traction handle acquisition characteristics, this can be obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the commissioning phase when no data source is available, the initial value can be filled with the redundancy time.

[0086] In some examples, this can be applied to static adjustment single-unit scenarios. Without special scenario requirements, the traction brake handle is moved from the traction position to the brake position, and then back to the traction position. Record the time, locomotive model, and locomotive number. After the daily static / dynamic adjustment tasks are completed, download the onboard logs. Based on the recorded time, find the time intervals from the IO acquisition handle in the traction, invalid, and brake positions, and the time intervals from the IO acquisition handle in the brake, invalid, and traction positions. Compile a table to statistically analyze the time points, locomotive model, locomotive number, and interval times. It should be noted that statistics can be performed for each locomotive during static adjustment. In the data confirmation stage, data can be categorized by locomotive type; for each locomotive type, the maximum measurement time interval is taken, with a certain amount of redundancy added.

[0087] In some embodiments of this disclosure, fault acquisition time data of the steering handle and traction brake handle can be accurately acquired, providing a clear time standard for judging whether there is a fault in the handle acquisition. When the time interval between handle state switching exceeds a set threshold, the acquisition fault can be judged in a timely manner, ensuring the accuracy and reliability of the train control system. It can be tested on single locomotives of different locomotive models, making the acquired fault time data more targeted and adaptable to the handle acquisition characteristics of different models. This avoids the problem of inaccurate fault judgment due to parameter generalization, and improves the adaptability and safety of the train control system.

[0088] In some embodiments of this disclosure, S24 further includes:

[0089] During static commissioning, braking tests are performed on each locomotive; during dynamic commissioning, a train with the longest formation is selected for braking tests.

[0090] The vehicle log is downloaded using the log recording device. The time from when the train control vehicle equipment outputs emergency braking to when low wind pressure is collected, and the time from when the train control vehicle equipment releases emergency braking to when high wind pressure is collected are extracted from the vehicle log.

[0091] In some implementations, the time for collecting and verifying train pipe pressure can be characterized by PIPE_PRESSURE_DELAY_TIME.

[0092] During braking tests, if the onboard equipment outputs an emergency braking command and fails to receive a valid low-pressure reading within a specified time, the train pipe pressure acquisition is considered abnormal. Similarly, if the onboard equipment cancels the emergency braking command and fails to receive a valid high-pressure reading within a specified time, the train pipe pressure acquisition is also considered abnormal. Pressure is obtained through vehicle parameter files or on-site testing, taking into account a certain time redundancy. If no source is available during the commissioning phase, the initial value can be the maximum value.

[0093] In some examples, during static commissioning, a single unit performs a braking test, the onboard equipment outputs and releases emergency braking, and wind pressure is collected. During dynamic commissioning, a heavy-haul freight train (longest formation) performs braking upon startup and registration. The time of the braking test, locomotive model, locomotive number, and number of formations are recorded. The onboard log is downloaded after the daily static / dynamic commissioning tasks are completed. Based on the recorded times, the time from when the train's onboard equipment outputs emergency braking to when low wind pressure is collected, and the time from when the onboard equipment releases emergency braking to when high wind pressure is collected are found in the logs.

[0094] The data collected includes time points, locomotive model, locomotive number, number of trains, time from the time the train control onboard equipment outputs emergency braking to the time low wind pressure is collected, and time from the time the train control onboard equipment releases emergency braking to the time high wind pressure is collected. It's important to note that static testing can be performed on each locomotive individually, while dynamic testing selects a train with the longest possible train formation. During data confirmation, data can be categorized by locomotive type. For each locomotive type, the maximum wind pressure collection time for a single locomotive is taken, plus the difference between the wind pressure collection time for a single locomotive and that of a heavy-haul train, with a certain time redundancy added.

[0095] In some embodiments of this disclosure, general brake ventilation time data is obtained by combining static and dynamic testing, taking into account both single-unit and maximum-formation train scenarios. This makes the data more comprehensive and more consistent with actual operating scenarios, avoiding the limitations that may exist in a single testing method, and improving the accuracy and reliability of general brake ventilation time data. It provides an accurate time basis for the train control onboard equipment to determine whether the train pipe pressure acquisition is abnormal. When the corresponding air pressure is not acquired after the general brake ventilation time has expired, the pressure acquisition abnormality can be judged in a timely manner, ensuring the normal operation of the braking system and avoiding brake failure due to air pressure acquisition problems.

[0096] In some embodiments of this disclosure, the CAB_ACTIVE_ERROR_TIME can be used to characterize the driver's cab activation failure time. If a driver's cab activation signal is acquired during operation, it is considered inactive; if this time exceeds this threshold, the train control onboard equipment considers the driver's cab activation acquisition to be faulty. Depending on the acquisition characteristics of the vehicle's driver's cab activation signal, it can be obtained through vehicle parameter files or field tests, taking into account a certain time redundancy. During the commissioning phase when there is no data source, the initial value can be filled with the redundancy time.

[0097] In some examples, during dynamic testing, the train is observed for any instances of driver activation failure during operation, and the time point is recorded when such failures occur. The time, locomotive model, and locomotive number are recorded. The logs are downloaded after the dynamic testing is completed. When a driver activation failure occurs, the duration of the driver inactivation signal is obtained from the logs. A table is filled out to statistically analyze the time point, locomotive model, locomotive number, and duration of the inactivation signal. During dynamic testing, each locomotive can be monitored for driver activation failures. In the data verification stage, data can be categorized by locomotive type; for each locomotive type, the maximum measured duration is recorded, with a certain amount of redundancy added.

[0098] In some embodiments of this disclosure, the idling acceleration threshold can be represented by WS_SLIP_ACC. This can be the maximum acceleration value a vehicle can achieve on a flat slope, which can be obtained as input from the client or through testing. The initial value can be set to 89.

[0099] In some examples, such as Figure 6 As shown, during single-motor shunting, without causing wheel spin, the locomotive starts pulling the locomotive at its maximum traction level until it reaches a speed of 45 km / h. Note: Choose a level slope whenever possible to avoid the influence of gradient; measurements taken during wheel spin are invalid. Record the time, locomotive model, locomotive number, kilometer marker, and gradient. Based on the time points, search the logs to determine the maximum acceleration collected by the accelerometer within the speed range of 0-45 km / h. Compile a table to record the time points, locomotive model, locomotive number, and maximum acceleration. During data verification, categorize by locomotive type, recording the maximum acceleration for each type, and adding a certain amount of redundancy.

[0100] In some embodiments of this disclosure, the slippage deceleration threshold can be determined using WS_SLIDE_DEACC rapid transmission. This represents the maximum deceleration a vehicle can achieve on a flat slope. The input can be obtained from the client or through testing. The initial value can be set to 268.

[0101] In some examples, such as Figure 7 As shown, during single-motor shunting, the driver applies emergency braking when the speed drops below 20 km / h, without causing slippage. Note: Choose a gentle slope to avoid its influence; use mains rail to prevent slippage, as measurements taken during slippage are invalid. Record the time, locomotive model, locomotive number, kilometer marker, and gradient. Search the logs based on the time points to calculate the maximum deceleration from 20 km / h to 0. Compile a table to record the time points, locomotive model, locomotive number, and maximum deceleration. Each locomotive type can be tested once. During data verification, categorize by locomotive type, recording the maximum deceleration for each type, and adding a certain redundancy.

[0102] In some embodiments of this disclosure, configuration parameters can be obtained through various methods such as on-site testing, on-board log analysis, and vehicle parameter files, compensating for the lack of factory parameters and enabling flexible adaptation to different vehicle types and train formations. The method covers multiple operating modes, including single-unit, heavy-haul freight trains, and ordinary freight trains, and considers braking performance testing under different gradients and speeds to ensure the system adapts to complex railway operating environments. All key parameters are based on actual measurements with added redundancy time to accommodate differences in vehicle response, enhancing the universality and fault tolerance of the configuration parameters. For various key parameters, the patent provides detailed testing procedures (such as dynamic and static adjustment scenario settings, log recording and analysis methods), forming a set of replicable and verifiable debugging specifications. Each parameter requires statistical maximum values ​​categorized by vehicle type, and redundancy time settings are combined with differences between single-unit and train formations to ensure the scientific validity and engineering operability of the configuration data. The parameter acquisition method is applicable not only to newly installed CTCS equipment but also to the upgrading and transformation of existing equipment, providing sustainable technical support for the long-term operation of the system. This method can form a widely applicable technical standard: It systematically streamlines the acquisition process of various key parameters involved in train control onboard equipment, providing standardized operating guidelines for future railway system equipment commissioning. By utilizing information such as vehicle interface and brake control unit logs in the parameter acquisition process, it promotes data sharing and technical collaboration among vehicle manufacturers, system integrators, and railway operators. This not only ensures train operation safety but also improves system response speed and operational efficiency through optimized parameter configuration, aligning with my country's strategic direction of high-speed rail development towards intelligence and efficiency.

[0103] The configuration methods for some train operation control systems disclosed herein can solve the problem of missing original parameters when adding CTCS equipment to existing trains. By dynamically acquiring key parameters through virtual train formation testing, the accuracy of system debugging and configuration is ensured, avoiding the impact on system stability and safety due to parameter uncertainty, and ensuring safe operation of trains under different formations and scenarios. It achieves adaptive adaptation to different virtual formations and operating scenarios, eliminating the need for complex parameter configuration for each formation and scenario, reducing manual operation costs and time costs, improving the flexibility and applicability of the train operation control system, and further enhancing the safety and efficiency of train operation.

[0104] It is understood that the various embodiments of the methods described in this specification are presented in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. Related details can be found in the descriptions of other method embodiments.

[0105] It should be understood that although the steps in the flowcharts shown in the accompanying drawings are displayed sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some of the steps in the accompanying drawings may include multiple steps or stages, which are not necessarily completed at the same time, but may be executed at different times, and the execution order of these steps or stages is not necessarily sequential, but may be performed alternately or in turn with other steps or at least a portion of the steps or stages of other steps.

[0106] Based on the description of the above-described configuration method embodiments for a train operation control system, this disclosure also provides a configuration device for a train operation control system used to implement the configuration method for the train operation control system described above. The device may include a system (including a distributed system), software (application), module, component, controller, server, terminal, etc., using the method described in the embodiments of this specification, combined with necessary implementation hardware. Based on the same innovative concept, the devices in one or more embodiments provided in this disclosure are as described in the following embodiments. Since the implementation schemes and methods for solving the problem by the devices are similar, the implementation of specific devices in the embodiments of this specification can refer to the implementation of the foregoing method, and repeated details will not be repeated. As used below, the terms "unit" or "module" can refer to a combination of software and / or hardware that implements a predetermined function. Although the devices described in the following embodiments are preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0107] Figure 8 This is a schematic block diagram illustrating a configuration device for a train operation control system according to an exemplary embodiment. The device can be the aforementioned terminal, a server, or a module, component, device, control unit, etc., integrated into the terminal. For details, please refer to... Figure 8The device 100 may include: a test initiation module 120, a dynamic adjustment test module 140, a static adjustment test module 160, and an output module 180. The test initiation device is used to initiate a virtual train formation test when the train control onboard equipment, brake control unit, log recording device, and satellite positioning module are all in normal working condition. The virtual train formation test includes static adjustment tests and dynamic adjustment tests. The dynamic adjustment test device is used to acquire at least one of the following through the dynamic adjustment test: departure positioning time data, general braking feedback time data, emergency braking feedback time data, and slippage and wheel slippage data. The static adjustment test device is used to acquire direction and handle acquisition failure time data through the static adjustment test, and to acquire general braking ventilation time data through the static adjustment test combined with the dynamic adjustment test. The output device is used to integrate the test data acquired through the dynamic adjustment test and / or the static adjustment test and / or the static adjustment test combined with the dynamic adjustment test, and output virtual train formation configuration data. The virtual train formation configuration data is used to adaptively adapt to different virtual train formations and different operating scenarios of the train operation control system.

[0108] In some embodiments of the device, the dynamic testing module 140 is further configured to record current station information, up / down direction data, track information, and departure confirmation time when the train control onboard equipment is in standby mode and a departure confirmation command is received; and to download onboard logs through the log recording device, extract a first time interval and a second time interval from the onboard logs, wherein the first time interval is the time interval from the time point when the electronic map is valid until the time point when the train satellite positioning position and train running direction are valid, and the second time interval is the time interval from the time the departure confirmation command is issued until the most recent relevant transponder group is valid; and to determine departure positioning time data based on the sum of the first time interval and the second time interval.

[0109] In some embodiments of the device, the dynamic adjustment test module 140 is also used to control the virtual train formation to trigger the common braking intervention for overspeed in any mode, output the common braking command of the target parameters through the train control on-board equipment, record the time point of output braking, locomotive model, locomotive number and train formation quantity; and to download the on-board log through the log recording device, extract the time from the on-board equipment to the time of receiving the effective feedback signal from the output of the common braking command of the target parameters, as the general braking feedback time data of the target parameters, the target parameters including 80kPa and 170kPa.

[0110] In some embodiments of the device, the dynamic adjustment test module 140 is also used to perform runaway protection tests or emergency braking tests, confirm the release of emergency braking and operate the self-releasing valve through the train control on-board equipment after stopping; and to record the time point of outputting the emergency braking command, locomotive model, locomotive number and number of train sets; and to download the on-board log through the log recording device, and extract the time from the on-board log from when the train control on-board equipment outputs the emergency braking command to when it receives a valid feedback signal, and the time from when the emergency braking command is withdrawn to when it receives an invalid feedback signal, as emergency braking feedback time data.

[0111] In some embodiments of the device, the static adjustment test module 160 is further configured to perform the operation of switching the steering handle from the forward position to the backward position and then from the backward position to the forward position, recording the operation time, locomotive model, and locomotive number; it is also configured to download the vehicle log through the log recording device after the static adjustment task is completed, and extract the time intervals of the steering handle in the forward, inactive, and backward positions, as well as the time intervals of the steering handle in the backward, inactive, and forward positions, as the steering handle fault time data; it is also configured to perform the operation of switching the traction brake handle from the traction position to the braking position and then from the braking position to the traction position, recording the operation time, locomotive model, and locomotive number; it is also configured to download the vehicle log through the log recording device after the static adjustment task is completed, and extract the time intervals of the handle in the traction, inactive, and braking positions, as well as the time intervals of the handle in the braking, inactive, and traction positions, as the traction brake handle fault time data.

[0112] In some embodiments of the device, the static adjustment test module 160 is also used to perform braking tests on each locomotive during static adjustment and to select a train with the longest formation to perform braking tests during dynamic adjustment; it is also used to download the on-board log through the log recording device, and extract from the on-board log the time from when the train control on-board equipment outputs emergency braking to when low wind pressure is collected, and the time from when the train control on-board equipment releases emergency braking to when high wind pressure is collected.

[0113] The modules in the aforementioned train operation control system configuration device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device in hardware form, or stored in the memory of a computer device in software form, so that the processor can call and execute the operations corresponding to each module.

[0114] In one embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 9As shown, the computer device includes a processor, memory, communication interface, display screen, and input device connected via a system bus. The processor provides computing and control capabilities. The memory includes a non-volatile storage medium and internal memory. The non-volatile storage medium stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs stored in the non-volatile storage medium. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, NFC (Near Field Communication), or other technologies. When the computer program is executed by the processor, it implements a configuration method for a train operation control system.

[0115] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. Specific computer devices may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0116] Based on the foregoing description of the relevant methods and apparatus embodiments, this disclosure also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the configuration method of the train operation control system described in any embodiment of this specification.

[0117] Based on the foregoing description of the relevant methods and apparatus embodiments, this disclosure also provides a computer-readable storage medium that, when the instructions in the computer-readable storage medium are executed by the processor of a computer device, enables the computer device to implement the configuration method of the train operation control system as described in any embodiment of this disclosure.

[0118] Based on the foregoing description of the relevant methods and apparatus embodiments, this disclosure also provides a computer program product, including a computer program that, when executed by a processor, implements the configuration method of the train operation control system described in any embodiment of this specification.

[0119] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to interchangeably. Each embodiment focuses on its differences from other embodiments. In particular, hardware + program embodiments are relatively simple in description because they are fundamentally similar to method embodiments; relevant parts can be referred to the descriptions in the method embodiments.

[0120] Those skilled in the art will understand that all or part of the processes in the above embodiments can be implemented by a computer program instructing related hardware. The computer program can be stored in a non-volatile computer-readable storage medium, and when executed, it can include the processes of the embodiments described above. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, etc., and are not limited to these.

[0121] It should be noted that the apparatus, computer equipment, storage medium, and computer program products described above may also include other implementation methods according to the description of the method embodiments. Specific implementation methods can be found in the description of the relevant method embodiments. Furthermore, new embodiments formed by combinations of features from various methods, apparatuses, devices, and server embodiments still fall within the scope of this disclosure and will not be elaborated upon here.

[0122] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This disclosure is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0123] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope.

Claims

1. A configuration method for a train operation control system, characterized in that, The method, applied to a train operation control system including onboard train control equipment, a braking control unit, a log recording device, and a satellite positioning module, comprises: With the train control onboard equipment, the braking control unit, the log recording device, and the satellite positioning module all in normal working condition, a virtual train formation test is initiated. The virtual train formation test includes static adjustment test and dynamic adjustment test. The dynamic testing obtains at least one of the following: departure positioning time data, general braking feedback time data, emergency braking feedback time data, and idling and slippage data. The static adjustment test is used to obtain the direction and handle acquisition failure time data, and the static adjustment test is combined with the dynamic adjustment test to obtain the general braking ventilation time data. The test data obtained from the dynamic test and / or the static test and / or the static test combined with the dynamic test are integrated to output virtual train formation configuration data. The virtual train formation configuration data is used to adaptively adapt to different virtual train formations and different operating scenarios of the train operation control system.

2. The method according to claim 1, characterized in that, The process of obtaining departure location time data through the dynamic adjustment test includes: When the train control onboard equipment is in standby mode and receives a departure confirmation command, it records the current station information, up and down direction data, track information, and departure confirmation time. The vehicle log is downloaded through the log recording device, and a first time interval and a second time interval are extracted from the vehicle log. The first time interval is the time interval from the time point when the electronic map is valid until the time point when the train's satellite positioning position and train running direction are valid. The second time interval is the time interval from the time point when the departure confirmation command is issued until the time point when the most recent relevant transponder group is valid. The departure location time data is determined based on the sum of the first time interval and the second time interval.

3. The method according to claim 1, characterized in that, The general braking feedback time data obtained through the dynamic adjustment test includes: The system controls the virtual train formation to trigger common braking intervention when it exceeds speed in any mode. It outputs common braking commands with target parameters through the train control onboard equipment and records the time point of the output braking, locomotive model, locomotive number and number of train formations. The vehicle log is downloaded through the logging device, and the time from when the vehicle equipment outputs the target parameter common braking command to when the feedback signal is received is extracted from the vehicle log as general braking feedback time data of the target parameter. The target parameter includes 80kPa and 170kPa.

4. The method according to claim 1, characterized in that, The emergency braking feedback time data is obtained through the dynamic adjustment test, including: Perform runaway protection test or emergency braking test, and after stopping, confirm the release of emergency braking and operate the automatic valve to release it through the train control on-board equipment; Record the time point at which the emergency braking command was issued, the locomotive model, the locomotive number, and the number of trains; Download the vehicle log using the log recording device, and extract the time from the vehicle log from when the train control vehicle equipment outputs an emergency braking command to when it receives a valid feedback signal, and the time from when it cancels the emergency braking command to when it receives an invalid feedback signal, as emergency braking feedback time data.

5. The method according to claim 1, characterized in that, The acquisition of direction and handle acquisition failure time data through the static adjustment test includes: Perform the operation of switching the direction handle from the forward position to the backward position and then from the backward position to the forward position, and record the operation time, locomotive model and locomotive number; After the static adjustment task is completed, the vehicle log is downloaded through the log recording device. The time intervals of the steering handle moving forward, inactive, and backward, as well as the time intervals of the steering handle moving backward, inactive, and forward, are extracted from the vehicle log as steering handle fault time data. Perform the operation of switching the traction brake handle from the traction position to the braking position and then back from the braking position to the traction position, and record the operation time, locomotive model and locomotive number; After the static adjustment task is completed, the vehicle log is downloaded through the log recording device. The time intervals of the handle traction position, invalid position, and braking position sequence, as well as the time intervals of the handle braking position, invalid position, and traction position sequence, are extracted from the vehicle log as the traction brake handle fault time data.

6. The method according to claim 1, characterized in that, The process of obtaining general brake exhaust time data through the static adjustment test combined with the dynamic adjustment test includes: During static commissioning, braking tests are performed on each locomotive; during dynamic commissioning, a train with the longest formation is selected for braking tests. The vehicle log is downloaded using the log recording device, and the time from when the train control vehicle equipment outputs emergency braking to when low wind pressure is collected, and the time from when the train control vehicle equipment releases emergency braking to when high wind pressure is collected are extracted from the vehicle log.

7. A configuration device for a train operation control system, characterized in that, The device includes: The test initiation device is used to initiate a virtual train formation test when the train control onboard equipment, brake control unit, log recording device and satellite positioning module are all in normal working condition. The virtual train formation test includes static adjustment test and dynamic adjustment test. The dynamic adjustment test device is used to acquire at least one of the following through the dynamic adjustment test: vehicle positioning time data, general braking feedback time data, emergency braking feedback time data, and idle and slip data; A static adjustment test device is used to obtain direction and handle acquisition fault time data through the static adjustment test, and to obtain general braking and ventilation time data by combining the static adjustment test with the dynamic adjustment test. The output device is used to integrate the test data obtained from the dynamic test and / or the static test and / or the static test combined with the dynamic test, and output virtual train formation configuration data. The virtual train formation configuration data is used to adaptively adapt to different virtual train formations and different operating scenarios of the train operation control system.

8. A computer device, characterized in that, It includes a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that, It stores a computer program thereon, which, when executed by a processor, implements the steps of the method according to any one of claims 1 to 6.

10. A computer program product, characterized in that, Includes a computer program that, when executed by a processor, implements the steps of the method according to any one of claims 1 to 6.

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