Method, device and medium for testing marshalling and departure functions of a virtual marshalling system station

Abstract

The present application relates to a kind of virtual marshalling system station marshalling and test method of departure function, equipment and medium, the method respectively tests virtual marshalling system in station has waist branch's track and station marshalling function without waist branch's track, and in two kinds of scenes, respectively test train FS mode departure and ATO mode departure function;While in the testing process, respectively from the visual interface of vehicle-mounted DMI, dispatching centralized control system CTC, wireless block center RBC maintenance station and interlocking maintenance station observe each step test result in the process of station marshalling. Compared with prior art, the present application has the scene of station marshalling in virtual marshalling system, greatly improves test efficiency and the like advantages.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a test method, equipment, and medium for the in-station formation and departure functions of a virtual formation system. Background Technology

[0002] CTCS (China Train Control System) is a train control system designed to ensure safe train operation and meet the transportation needs of different lines in a tiered manner. It includes ground equipment and onboard equipment. Currently, the mainstream train control systems include CTCS0 ​​(China Train Control System Level 0), CTCS2 (China Train Control System Level 2), and CTCS3 (China Train Control System Level 3). CTCSN (New China Train Control System) is a new train control system developed by China State Railway Group Co., Ltd. Compared with current mainstream train control systems, it adopts new technologies such as moving block signaling, BeiDou positioning, and 5G communication, and is suitable for freight lines that need to upgrade their transport capacity.

[0003] The virtual marshalling system is based on the CTCSN system and adds station moving block, train ATO (automatic train operation), virtual marshalling and demarcation functions. Among them, the virtual marshalling function can flexibly logically organize freight cars of various lengths into a convoy, which can greatly improve freight efficiency compared with traditional mechanical coupling marshalling.

[0004] The virtual train formation scenario includes inter-section virtual formation and station virtual formation. This article mainly introduces the relevant testing methods for station virtual formation.

[0005] The virtual train formation system within the station is further divided into two main scenarios: formation on tracks with branch lines and formation on the same track without branch lines. Each main scenario is further subdivided into two sub-scenarios based on whether the train departs from the station in FS (fully automated) mode or ATO (automated tour) mode. In manually driven virtual formations, the automatic tour system is not activated, and the onboard mode upgrades from FS to VC (virtual formation mode) after successful formation. In automatically driven virtual formations, the onboard mode upgrades from AM (automatic tour) to SD (cooperative driving mode) after successful formation. Each scenario requires proper coordination between the onboard and ground equipment of the virtual formation system to complete a series of comprehensive tasks, including route opening, formation execution, formation status reporting, and train departure.

[0006] A search of Chinese Patent Publication No. CN117227797A reveals a method, system, and apparatus for testing the safety mechanism of virtual train formation during the parking phase. Specifically, the method includes: obtaining target operational test data for the virtual train formation during the parking phase in the platform area from operational test data; obtaining traction output data of the preceding and following cars in the virtual train formation from the target operational test data; conducting platform parking safety mechanism tests based on the traction output data of the preceding and following cars; and outputting the test results of the virtual train formation's parking safety mechanism in the platform area. This existing patent can verify the safety mechanism of virtual train formation during the parking phase, confirming the correctness of the safety mechanism and filling the technological gap in urban rail virtual train formation technology regarding the testing and verification of the safety mechanism during the parking phase.

[0007] However, the virtual marshalling system is a completely new train control system, and the in-station virtual marshalling and departure functions are among its main functions. At present, there is no scenario analysis or testing plan for in-station marshalling and departure of the virtual marshalling system. At the same time, the existing system function testing methods adopt the approach of observing only one subsystem interface per test, which has low testing efficiency.

[0008] Therefore, designing a test scheme that is highly efficient and can fully cover the new functions of train marshalling and departure within the station has become a technical problem that needs to be solved. Summary of the Invention

[0009] The purpose of this invention is to overcome the defects of the prior art by providing a testing method, equipment and medium for the in-station marshalling and departure functions of a virtual marshalling system.

[0010] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a test method for the in-station marshalling and departure functions of a virtual marshalling system is provided. The method tests the marshalling function of the virtual marshalling system on tracks with side switches and tracks without side switches in the station, and tests the train departure functions in FS mode and ATO mode in the two scenarios respectively. Meanwhile, during the testing process, the test results of each step of the marshalling process within the station were observed from the visual interfaces of the vehicle-mounted DMI, the dispatching centralized control system (CTC), the radio block center (RBC) maintenance station, and the interlocking maintenance station.

[0011] As a preferred technical solution, the test virtual train formation system's train formation function on tracks with side branch lines within the station specifically includes: testing the FS mode departure function of two trains forming trains on tracks with side branch lines within the station, and testing the ATO mode departure function of two trains forming trains on tracks with side branch lines within the station.

[0012] As a preferred technical solution, the test of the FS mode departure function for trains with crossbars in the two stations specifically includes the following steps: Step S101: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is not pre-selected for either train. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment, and the train positioning is normal. Step S102: Input departure information into the on-board DMI of vehicle 1 and vehicle 2 respectively, and observe the status of the lights off at the signal lights in front of the two vehicles, where vehicle 1 is the leading vehicle and vehicle 2 is the trailing vehicle. Step S103: Confirm the rear end of the preceding vehicle is free on the visual interface of the dispatch centralized control system CTC, and observe from the RBC maintenance station that vehicle 1 has completed the tail screen. Step S104: Arrange the departure route for train 2. When it is observed that the signal ahead of train 2 is open, train 2 enters FS mode. Step S105: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S106: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S107: Observe the DMI displays of both vehicles; Step S108: Arrange the departure route for train 1, observe that the signal ahead of train 1 is open, and train 1 enters FS mode; In step S109, the two trains are driven out of the station according to the speed allowed by ATP. When train 2 passes the signal in front of train 2 and the signal in front of train 1 in sequence, the two signals are turned off in sequence and the lights are displayed.

[0013] As a preferred technical solution, in step S105, it is observed that the RBC sends a grouping command to the two vehicles, the two vehicles reply with grouping confirmation, the RBC reports the grouping success to the CTC, and the RBC sends grouping confirmation to the two vehicles.

[0014] As a preferred technical solution, in step S106, it is observed that the train occupancy and train number display on the CTC are correct; the section status display and train light strip display on the interlocking or RBC maintenance platform are the same as those on the CTC; and the train occupancy status in the timetable plan is changed to the actual train occupancy status.

[0015] As a preferred technical solution, in step S107, it is observed that the DMI displays the grouping status of the two vehicles, the ATP equipment of the rear vehicle establishes communication with the ATP of the front vehicle, the rear vehicle enters VC mode, and the DMI of both vehicles can display the information of the front and rear vehicles.

[0016] As a preferred technical solution, the test of the ATO (Automatic Train Operation) mode departure function for trains with crossbars in the two stations specifically includes the following steps: Step S201: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is pre-selected for both trains. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and tail equipment, and the train positioning is normal. Steps S202 to S208 are the same as steps S102 to S108; Step S209: Observe the onboard DMI displays of the two trains. It is observed that the ATO of train 1 and the ATO of train 2 establish communication, and the DMI of both trains prompts "ATO allowed". In step S210, trains 2 and 1 press the ATO confirmation button in sequence, and it is observed that the two trains enter AM mode in sequence. The ATO DMI of train 1 prompts that ATO allows departure. In step S211, Train 1 presses the ATO start button and observes that both trains enter the ATO cooperative driving mode to leave the station. When Train 2 passes the signal in front of Train 2 and the signal in front of Train 1 in sequence, the two signals are turned off in turn and the lights are displayed.

[0017] As a preferred technical solution, the test virtual train formation system's train formation function on tracks without side switches within the station specifically includes: FS mode departure function test for train 1, train 2, ... train N on tracks without side switches within the station, and ATO mode departure function test for train 1, train 2, ... train N on tracks without side switches within the station.

[0018] As a preferred technical solution, the test of the departure function of train 1, train 2, ... train N in the FS mode without crossbars within the station specifically includes the following steps: Step S301: Train 1, Train 2, ... Train N complete the startup process and integrity test. Among them, none of the N trains pre-selected ATO, the ATP equipment of the N trains successfully established communication connection with RBC, TSRS and the tail equipment, and the train positioning was normal. Step S302: After entering departure information on the DMIs of trains 2 to N respectively, enter departure information on the DMI of train 1 and observe that the signal light in front of train 1 is off. Step S303: On the visual interface of the dispatching centralized control system CTC, complete the head and tail screening of all trains and observe that trains 2 to N switch to FS mode. Step S304: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S305: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S306: Observe the DMI display of N vehicles; Step S307: Arrange the train's departure route ahead, open the departure signal, and train 1 enters FS mode; Step S308: Drive N cars out of the station according to the speed allowed by ATP, and observe that the departure signal is closed after the last train in the train formation passes the departure signal.

[0019] As a preferred technical solution, in step S304, it is observed that the RBC sends a grouping command to N vehicles, the N vehicles reply with grouping confirmation, the RBC reports the grouping success to the CTC, and the RBC sends grouping confirmation to the N vehicles.

[0020] As a preferred technical solution, in step S305, it is observed that the CTC station map displays the marshalling occupancy from the head of the first car to the tail of the last car, as well as the number of the marshalling train; the section status display and the marshalling train light strip display on the RBC maintenance platform are the same as those of the CTC; and the marshalling status in the timetable plan is changed to the actual marshalling status.

[0021] As a preferred technical solution, in step S306, it is observed that the DMI of N cars displays the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, and trains 2 to N enter VC mode, and the DMI can display the information of the front and rear cars.

[0022] As a preferred technical solution, the ATO (Automatic Train Operation) mode departure function test for trains 1, 2, ..., N within stations without crossbars specifically includes the following steps: Step S401: Train 1, Train 2, ... Train N complete the startup process and integrity test. All N trains pre-select ATO, and the ATP equipment of all N trains successfully establishes communication connection with RBC, TSRS, and the tail equipment, and the train positioning is normal. Steps S402 to S407 are the same as steps S302 to S307; Step S408: Observe the onboard DMI display of N cars. Observe that the ATO of the trains in the formation establishes car-to-car communication. The DMI of trains 2 to N indicates "ATO allowed". Step S409: After trains 2 to N press ATO to confirm, train 1 presses ATO to confirm; observe that N cars enter AM mode in sequence, and train 1's ATO DMI prompts that ATO allows departure; In step S410, train 1 presses the ATO start button and observes that car N enters the ATO cooperative driving mode to leave the station. After train N passes the exit signal, the exit signal is closed.

[0023] According to a second aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0024] According to a third aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0025] Compared with the prior art, the present invention has the following advantages: 1) This invention combines the grouping function characteristics of virtual grouping systems to design a test method for the in-station grouping function of virtual grouping systems, filling the gap in the current test method for the in-station grouping function of virtual grouping systems; 2) This invention tests the marshalling function of the virtual marshalling system on tracks with and without side switches within the station, and tests the train departure function in FS mode and ATO mode in the two scenarios respectively; it comprehensively covers the scenarios of marshalling within the station in the virtual marshalling system, and the method can fully verify the marshalling function of the virtual marshalling system within the station. 3) During the testing process of this invention, the test results of each step of the marshalling process in the station are observed from the visual interfaces of four subsystems: vehicle-mounted DMI, CTC operation diagram and station diagram, RBC maintenance station and interlocking maintenance station. Compared with the method of observing only one subsystem interface when performing a test, the testing efficiency is greatly improved.

[0026] 4) Testers can refer to the method of this invention to quickly and effectively verify the correctness of the in-station grouping function in the virtual grouping system. Attached Figure Description

[0027] Figure 1 A flowchart for testing the marshalling and departure functions of a virtual marshalling system in a station with a side crossing. Figure 2 For an example of a track with a side branch, refer to the station layout diagram; Figure 3 A flowchart for testing the marshalling and departure functions of a virtual marshalling system in a station without a crossbar. Figure 4 The following is a reference station diagram illustrating an example of a track without a side branch. Detailed Implementation

[0028] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0029] This invention integrates testing experience from national railway train control systems including ATP (Automatic Train Protection) and ATO, and combines the marshalling function characteristics of virtual marshalling systems to select the optimal test route and design a test method to verify the correctness of the station marshalling and departure functions of the virtual marshalling system.

[0030] The testing method of this invention is as follows: Train marshalling within the station is divided into two major test scenarios: marshalling on tracks with side switches and marshalling on the same track without side switches. Within each major test scenario, there are two minor test scenarios: train departure from the station in FS mode and ATO mode. During marshalling and departure within the station, the changes in ATP mode, ATO mode, and marshalling status are observed correctly on the DMI (Driver-Machine Interface). The display of the marshalling status during and after successful marshalling is also observed correctly on the CTC (Centralized Control System), RBC (Radio Block Center) maintenance console, and interlocking maintenance console. If the results of all four scenarios are verified and completely consistent with expectations, it indicates that the virtual marshalling system's in-station marshalling and departure functions are correct.

[0031] like Figure 1 and Figure 2 As shown, the method for testing the marshalling and departure functions of the virtual marshalling system of the present invention in a station with a side track includes: Step 100: Load the two trains to be assembled onto the crossover track and start them. In this example, according to the attached... Figure 2 The two trains will be explained.

[0032] Depending on whether ATO is pre-selected at system startup, this method is divided into two branches: ATP and ATO departure. Branch 1 (steps 101-109) and Branch 2 (steps 201-211).

[0033] Step 101: Both trains complete the start-up procedure (without pre-selecting ATO) and integrity test on the track with the side branch. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment. The train positioning is normal and has integrity.

[0034] Step 102: Input departure information into the DMI of both vehicles. Observe that the X13-I and X13-II lights in front of both vehicles are off.

[0035] Step 103: Manually confirm the rear end of the preceding vehicle (vehicle 1) is clear on the CTC interface. Observe from the RBC maintenance station that vehicle 1 has completed the tail screen.

[0036] Step 104: Establish departure route for X13-II. Upon observing that the X13-II signal is open (lights off), train 2 enters FS mode.

[0037] Step 105: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to both cars, both cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to both cars.

[0038] Step 106: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance station diagram, and check the train formation status on the timetable. Observe that the train formation occupancy and train number display on the CTC are correct; the section status display and train formation light strip display on the Interlocking / RBC maintenance station are the same as those on the CTC; the train formation status in the timetable plan has changed to the actual train formation status.

[0039] Step 107: Observe the DMI displays of both trains. Observe that the DMI displays of both trains show the formation status, the ATP equipment of the rear train establishes communication with the ATP equipment of the front train, the rear train enters VC mode, and the DMIs of both trains can display the information of the front and rear trains.

[0040] Step 108: Establish X13-I departure route. Observe that the X13-I signal is open (lights off), and train 1 enters FS mode.

[0041] Step 109: Drive both trains out of the station according to the speed permitted by ATP. When train 2 passes signals X13-II and X13-I in sequence, both signals are turned off sequentially, displaying the indicator lights. Branch 1 ends.

[0042] Step 201: Both trains complete the start-up procedure (both pre-select ATO) and integrity test on the track with the side switch. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment. The train positioning is normal and has integrity.

[0043] Step 202: Input departure information into the DMI of both vehicles. Observe that the X13-I and X13-II lights in front of both vehicles are off.

[0044] Step 203: Manually confirm the rear end of the preceding vehicle (vehicle 1) is clear on the CTC interface. Observe from the RBC maintenance station that vehicle 1 has completed the tail screen.

[0045] Step 204: Establish departure route for X13-II. Upon observing that the X13-II signal is open (lights off), train 2 enters FS mode.

[0046] Step 205: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to both cars, both cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to both cars.

[0047] Step 206: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance station diagram, and check the train formation status on the timetable. Observe that the train formation occupancy and train number display on the CTC are correct; the section status display and train formation light strip display on the Interlocking / RBC maintenance station are the same as those on the CTC; the train formation status in the timetable plan has changed to the actual train formation status.

[0048] Step 207: Observe the DMI displays of both trains. Observe that the DMI displays of both trains show the formation status, the ATP equipment of the rear train establishes communication with the ATP of the front train, the rear train enters VC mode, and the DMIs of both trains can display the information of the front and rear trains.

[0049] Step 208: Establish X13-I departure route. Observe that the X13-I signal is open (lights off), and train 1 enters FS mode.

[0050] Step 209: Observe the DMI displays of both trains. Observe that Train 1 ATO and Train 2 ATO establish communication, and the DMI of both trains displays "ATO allowed".

[0051] Step 210: Train 2 and Train 1 press the ATO confirmation button in sequence. Observe that both trains enter AM mode in sequence, and Train 1's ATODMI prompts that ATO allows departure.

[0052] Step 211: Train 1 presses the ATO button to depart. Both trains are observed entering ATO cooperative driving mode and leaving the station. As Train 2 passes signals X13-II and X13-I in sequence, both signals are turned off sequentially, displaying their indicator lights. Branch 2 ends.

[0053] like Figure 3 and Figure 4 As shown, the specific process of testing the marshalling and departure functions of the virtual marshalling system of the present invention in a track station without side crossings is as follows: Step 300: Start the train to be assembled on a track without crossbars. In this example, according to the attached... Figure 4 The explanation will cover the six trains.

[0054] Depending on whether ATO is pre-selected at system startup, this method is divided into two branches: ATP and ATO departure. Branch 1 (steps 301-308), Branch 2 (steps 401-410).

[0055] Step 301: All six trains complete the start-up process (without pre-selecting ATO) and integrity test. All six train ATP devices successfully establish communication connections with RBC, TSRS, and tail equipment. Train positioning is normal and integrity is achieved.

[0056] Step 302: After entering the departure information on the DMIs of trains 2 through 6 respectively, enter the departure information on the DMI of train 1. Observe that the X7 light is off.

[0057] Step 303: Complete the head and tail screening of all trains on the CTC interface (tail screening is not required for train 6). Observe that trains 2 to 6 switch to FS mode.

[0058] Step 304: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends a formation command to 6 cars, the 6 cars reply with formation confirmation, the RBC reports successful formation to the CTC, and the RBC sends formation confirmation to the 6 cars.

[0059] Step 305: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance platform station map, and check the train formation status on the timetable. Observe that the CTC station map displays the train formation occupancy from the head of the first car to the tail of the last car, along with the train number; the section status display and train formation light strip display on the Interlocking / RBC maintenance platform are the same as those on the CTC; the train formation status in the timetable plan changes to the actual train formation status.

[0060] Step 306: Observe the DMI displays of the 6 cars. Observe that the DMI displays of the 6 cars show the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, trains 2 to 6 enter VC mode, and the DMIs can display the information of the front and rear cars.

[0061] Step 307: Establish X7 departure route. X7 signal is activated (lights off), train 1 enters FS mode.

[0062] Step 308: Drive 6 cars out of the station according to the speed allowed by ATP. Observe that when the last train in the train group (train 6) passes the departure signal X7, the departure signal closes (lights on). Branch 1 ends.

[0063] Step 401: All six trains completed the start-up process (all pre-selected ATO) and integrity test. The ATP equipment of all six trains successfully established communication connections with RBC, TSRS, and tail equipment. The train positioning was normal and the integrity was guaranteed.

[0064] Step 402: After entering the departure information on the DMIs of trains 2 through 6 respectively, enter the departure information on the DMI of train 1. Observe that the X7 light is off.

[0065] Step 403: Complete the head and tail screening of all trains on the CTC interface (tail screening is not required for train 6). Observe that trains 2 to 6 switch to FS mode.

[0066] Step 404: Observe the formation command issuance and response status from the RBC maintenance console. Observe that the RBC sends formation commands to 6 cars, the 6 cars reply with formation confirmation, the RBC reports formation success to the CTC, and the RBC sends formation confirmation to the 6 cars.

[0067] Step 405: Check the virtual train formation occupancy and train number display on the CTC / Interlocking / RBC maintenance platform station map, and check the train formation status on the timetable. Observe that the CTC station map displays the train formation occupancy from the head of the first car to the tail of the last car, along with the train number; the section status display and train formation light strip display on the Interlocking / RBC maintenance platform are the same as those on the CTC; the train formation status in the timetable plan changes to the actual train formation status.

[0068] Step 406: Observe the DMI displays of the 6 cars. Observe that the DMI displays of the 6 cars show the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, trains 2 to 6 enter VC mode, and the DMIs can display the information of the front and rear cars.

[0069] Step 407: Establish X7 departure route. X7 signal is activated (lights off), train 1 enters FS mode.

[0070] Step 408: Observe the DMI displays of the 6 cars. Observe that the ATO establishes car-to-car communication within the train formation, and the DMIs of trains 2 to 6 display "ATO allowed".

[0071] Step 409: After trains 2 through 6 press the ATO confirmation button, train 1 presses the ATO confirmation button. It is observed that all six trains sequentially enter AM mode, and train 1's ATO DMI indicates that ATO permission to depart is granted.

[0072] Step 410: Train 1 presses the ATO button to depart. Six cars are observed entering ATO cooperative driving mode and departing the station. After Train 6 passes the departure signal X7, the departure signal closes (lights on). Branch 2 ends.

[0073] The above is an introduction to the method embodiments. The following embodiments using electronic devices and storage media will further illustrate the solution of the present invention.

[0074] This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0075] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0076] The processing unit performs the various methods and processes described above, such as the methods of the present invention. For example, in some embodiments, the methods of the present invention may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods of the present invention described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute the methods of the present invention by any other suitable means (e.g., by means of firmware).

[0077] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0078] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0079] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0080] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method of testing the marshalling and departure functionality of a virtual marshalling yard station, characterized in that, This method tests the virtual marshalling system's marshalling function on tracks with side switches and tracks without side switches within the station, and tests the train departure function in FS mode and ATO mode in the two scenarios. Meanwhile, during the test, the test results of each step of the marshalling process within the station were observed from the visual interfaces of the vehicle-mounted DMI, the dispatching centralized control system CTC, the radio block center RBC maintenance station, and the interlocking maintenance station. The test of the virtual train formation system on tracks with side branching within the station specifically includes: testing the departure function of two trains forming a train on tracks with side branching within the station in FS mode, and testing the departure function of two trains forming a train on tracks with side branching within the station in ATO mode. The specific steps for testing the FS mode departure function of the two trains with cross-tracks within the station include: Step S101: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is not pre-selected for either train. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and the tail equipment, and the train positioning is normal. Step S102: Input departure information into the on-board DMI of vehicle 1 and vehicle 2 respectively, and observe the status of the lights off at the signal lights in front of the two vehicles, where vehicle 1 is the leading vehicle and vehicle 2 is the trailing vehicle. Step S103: Confirm the rear end of the preceding vehicle is free on the visual interface of the dispatch centralized control system CTC, and observe from the RBC maintenance station that vehicle 1 has completed the tail screen. Step S104: Arrange the departure route for train 2. When it is observed that the signal ahead of train 2 is open, train 2 enters FS mode. Step S105: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S106: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S107: Observe the DMI displays of both vehicles; Step S108: Arrange the departure route for train 1, observe that the signal ahead of train 1 is open, and train 1 enters FS mode; Step S109: Drive the two trains out of the station according to the speed allowed by ATP. When train 2 passes the signal in front of train 2 and the signal in front of train 1 in sequence, the two signals are turned off in sequence and the lights are displayed. The specific steps for testing the ATO (Automatic Train Operation) departure function of the two trains with crossbar tracks within the station include: Step S201: The two trains complete the start-up process and integrity test on the track with the side switch. During the start-up process, ATO is pre-selected for both trains. The ATP equipment of both trains successfully establishes communication connection with RBC, TSRS and tail equipment, and the train positioning is normal. Steps S202 to S208 are the same as steps S102 to S108; Step S209: Observe the onboard DMI displays of the two trains. It is observed that the ATO of train 1 and the ATO of train 2 establish communication, and the DMI of both trains prompts "ATO allowed". In step S210, trains 2 and 1 press the ATO confirmation button in sequence, and it is observed that the two trains enter AM mode in sequence. Train 1's ATODMI prompts that ATO allows departure. In step S211, Train 1 presses the ATO start button and observes that both trains enter the ATO cooperative driving mode to leave the station. When Train 2 passes the signal in front of Train 2 and the signal in front of Train 1 in sequence, the two signals are turned off in turn and the lights are displayed.

2. The method of claim 1, wherein the method further comprises: In step S105, it is observed that the RBC sends a grouping command to the two vehicles, the two vehicles reply with grouping confirmation, the RBC reports the grouping success to the CTC, and the RBC sends grouping confirmation to the two vehicles.

3. The method of claim 1, wherein the method further comprises: In step S106, it is observed that the train occupancy and train number display on the CTC are correct; the section status display and train light strip display on the interlocking or RBC maintenance platform are the same as those on the CTC; the train occupancy status in the timetable plan is changed to the actual train occupancy status.

4. The method of claim 1, wherein the method further comprises: In step S107, it is observed that the DMI displays the grouping status of the two vehicles, the ATP equipment of the rear vehicle establishes communication with the ATP of the front vehicle, the rear vehicle enters VC mode, and the DMI of both vehicles can display the information of the front and rear vehicles.

5. The method of claim 1, wherein the method further comprises: The test of the virtual train formation system's formation function on tracks without crossbars within the station specifically includes: testing the FS mode departure function of train 1, train 2, ... train N in tracks without crossbars within the station, and testing the ATO mode departure function of train 1, train 2, ... train N in tracks without crossbars within the station.

6. The method of claim 5, wherein the method further comprises: The specific steps included in the FS mode departure function test for trains 1, 2, ..., N within the station without crossbars were as follows: Step S301: Train 1, Train 2, ... Train N complete the startup process and integrity test. Among them, none of the N trains pre-selected ATO, the ATP equipment of the N trains successfully established communication connection with RBC, TSRS and the tail equipment, and the train positioning was normal. Step S302: After entering departure information on the DMIs of trains 2 to N respectively, enter departure information on the DMI of train 1 and observe that the signal light in front of train 1 is off. Step S303: On the visual interface of the dispatching centralized control system CTC, complete the head and tail screening of all trains and observe that trains 2 to N switch to FS mode. Step S304: Observe the grouping command issuance and receipt status from the RBC maintenance console; Step S305: Check the virtual train formation occupancy and train number display from the CTC or RBC maintenance station map of the dispatching centralized control system, and check the train formation status from the operation diagram; Step S306: Observe the DMI display of N vehicles; Step S307: Arrange the train's departure route ahead, open the departure signal, and train 1 enters FS mode; Step S308: Drive N cars out of the station according to the speed allowed by ATP, and observe that the departure signal is closed after the last train in the train formation passes the departure signal.

7. The method of claim 6, wherein the method further comprises: In step S304, it is observed that RBC sends a grouping command to N vehicles, N vehicles reply with grouping confirmation, RBC reports grouping success to CTC, and RBC sends grouping confirmation to N vehicles.

8. The method of claim 6, wherein the method further comprises: In step S305, it is observed that the CTC station map displays the occupancy of the train formation from the head of the first car to the tail of the last car, as well as the train number of the formation; the section status display and the train formation light strip display on the RBC maintenance platform are the same as those of the CTC; the formation status in the timetable plan is changed to the actual formation status.

9. The method of claim 6, wherein the method further comprises: In step S306, it is observed that the DMI of N cars displays the formation status, the ATP equipment of the rear car establishes communication with the ATP of the front car, and trains 2 to N enter VC mode, and the DMI can display the information of the front and rear cars.

10. The method of claim 6, wherein the method further comprises: The specific steps included in the ATO (Automatic Train Operation) mode departure function test for trains 1, 2, ..., N within stations without crossbars were as follows: Step S401: Train 1, Train 2, ... Train N complete the startup process and integrity test. All N trains pre-select ATO, and the ATP equipment of all N trains successfully establishes communication connection with RBC, TSRS, and the tail equipment, and the train positioning is normal. Steps S402 to S407 are the same as steps S302 to S307; Step S408: Observe the onboard DMI display of N cars. Observe that the ATO of the trains in the formation establishes car-to-car communication, and the DMI of trains 2 to N prompts "ATO allowed". Step S409: After trains 2 to N press ATO to confirm, train 1 presses ATO to confirm; observe that N cars enter AM mode in sequence, and train 1's ATO DMI prompts that ATO allows departure; In step S410, train 1 presses the ATO start button and observes that car N enters the ATO cooperative driving mode to leave the station. After train N passes the exit signal, the exit signal is closed.

11. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 10.

12. A computer readable storage medium having stored thereon a computer program, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 10.

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