A test method and simulation device for automatic switching of a driving mode of a train

Abstract

The application discloses a kind of automatic car driving mode conversion test method, simulation simulation device, it is related to railway shunting operation technical field.The application provides scheme: after locomotive shunting mode registration, for by manual driving mode conversion to automatic shunting driving mode, construct test scene, test scene is according to the task legality of operation order, the path feasibility of shunting route, the operation safety of parking state as constraint condition to construct scene, each test scene is according to corresponding with corresponding expected result corresponding configuration, according to each test scene, test scene corresponding expected result, automatic shunting driving mode conversion is tested.The application uses "receives effective operation order", "there is correct shunting route", "is in parking state" constraint condition design test scene, from "task legality", "path feasibility" and "operation safety" three aspects construct solution that is both simple and covers comprehensive to "mode conversion" test.

Description

Technical Field

[0001] This application relates to the field of railway shunting operation technology, and in particular to a test method and simulation device for automatic shunting driving mode switching. Background Technology

[0002] As one of the busiest dedicated railway transport lines in China, the freight railway connects multiple mining loading stations with trunk railway junctions, primarily undertaking the transportation of bulk coal and other goods. Stations along the line have large-scale shunting locomotive operation areas, with frequent shunting operations. This places high demands on the operational precision and workload of locomotive drivers and ground shunting personnel, while also creating significant pressure on safety management.

[0003] To effectively reduce the labor intensity of shunting operations, improve operational efficiency, and enhance safety management, the Automatic Shunting Operation (ASO) system has emerged. This system integrates advanced sensor technology, communication technology, artificial intelligence algorithms, and automatic control technology, aiming to achieve automation and intelligence in shunting operations. By collecting and analyzing key data such as track status, vehicle position, operating speed, and signal commands in real time, the ASO system can autonomously plan the optimal shunting route and precisely execute driving operations, significantly reducing the workload of manual labor while improving the accuracy and safety of operations.

[0004] Currently, the core value of the automatic shunting driving system needs to be realized through "mode switching". "Mode switching" refers to switching from "manual driving mode" to "automatic shunting driving mode". If the switching function fails, the ASO system will not be able to replace manual shunting operations and will lose its practical application significance. Therefore, how to provide a concise yet comprehensive test plan for "mode switching" is an urgent technical problem to be solved. Summary of the Invention

[0005] This application provides a test method and simulation device for automatic shunting driving mode switching. The main purpose is to construct a concise yet comprehensive test scheme for "mode switching" from three aspects: "task legality", "path feasibility" and "operational safety", providing an efficient solution for "mode switching" testing.

[0006] To achieve the above objectives, this application mainly provides the following technical solutions: The first aspect of this application provides a test method for automatic vehicle shunting driving mode switching, the method comprising: After registering the locomotive shunting mode, a test scenario corresponding to the mode conversion is constructed. The mode conversion is from manual driving mode to automatic shunting driving mode. Each test scenario corresponds to a unique combination of constraints, including a test instance constructed based on the combination of constraints and a unique expected result corresponding to the combination of constraints. The combination of constraints is a combination of conditions constructed based on at least three factors: the legality of the work order, the feasibility of the shunting route, and the operational safety of the parking state. In each test scenario, the mode switching operation corresponding to the locomotive is simulated according to the test instance, and the test results corresponding to the simulated operation are compared with the expected results to simulate the completion of the test of automatic shunting driving mode switching.

[0007] The second aspect of this application provides a simulation device for testing automatic shunting driving mode conversion. The simulation device includes at least: a locomotive simulation unit, a driver human-machine interface simulation terminal, an interlocking system simulation unit, a train operation terminal simulation unit, a leveling handheld console simulation device, and a track and station simulation module. The simulation device is deployed on a simulation control software platform to execute the automatic shunting driving mode conversion test method described above based on the implementation of data interaction and communication protocols using automatic shunting driving system simulation software.

[0008] A third aspect of this application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described test method for automatic vehicle dispatching driving mode switching.

[0009] The fourth aspect of this application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the test method for automatic vehicle shunting driving mode switching as described above.

[0010] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages: This application provides a testing method and simulation device for automatic shunting driving mode conversion. After the locomotive shunting mode is registered, a test scenario is constructed for the conversion from manual driving mode to automatic shunting driving mode. The test scenario is constructed based on the task legality of the work order, the path feasibility of the shunting route, and the operational safety of the parking state as constraints. Each test scenario is configured with corresponding expected results. In each test scenario, the mode conversion operation corresponding to the locomotive is simulated according to the test instance, and the test results corresponding to the simulated operation are compared with the expected results to simulate the completion of the automatic shunting driving mode conversion test.

[0011] Compared to existing testing requirements for "mode switching", this application uses three major constraints to design test scenarios: "receiving a valid work order", "having a correct shunting route", and "being in a parking state". This allows for the construction of a concise yet comprehensive test scheme for "mode switching" from three aspects: "task legality", "path feasibility", and "operational safety", providing an efficient solution for "mode switching" testing.

[0012] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0013] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart of a test method for automatic vehicle dispatching driving mode switching provided in an embodiment of this application; Figure 2 This is a schematic diagram of the process of using a test instance to perform testing in test scenario (1) according to an embodiment of this application; Figure 3 This is a schematic diagram of the process of using a test instance to perform testing in test scenario (2) according to an embodiment of this application; Figure 4 This is a schematic diagram of the process of using a test instance to perform testing in test scenario (3) according to an embodiment of this application; Figure 5 This is a schematic diagram of the process of using a test instance to perform testing in test scenario (4) according to an embodiment of this application; Figure 6 This is a schematic diagram of the process of using a test instance to perform testing in test scenario (5) according to an embodiment of this application; Figure 7 This is a block diagram of an electronic device for testing automatic vehicle dispatching driving mode switching, provided in an embodiment of this application. Detailed Implementation

[0014] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0015] Currently, the core value of Automatic Shunting Operation (ASO) lies in achieving an efficient and seamless transition from "manual driving mode" to "automatic shunting driving mode," a process known as "mode switching." This transition not only signifies technological advancement but is also a crucial step in ensuring that the automated system can effectively replace manual operation. In practical applications, the reliability of "mode switching" directly impacts the practicality and safety of the ASO system.

[0016] The importance of testing the "mode switching" function cannot be overlooked. If the switching function malfunctions or fails, the ASO system will be unable to properly take over the shunting operation process, thus failing to completely replace manual labor. This not only reduces work efficiency but may also create safety hazards due to the incoordination between human and automated systems. Therefore, ensuring the stability and accuracy of the "mode switching" function is also one of the important criteria for evaluating the performance of the ASO system.

[0017] Therefore, based on the above considerations, this application provides a test for automatic vehicle dispatching driving mode switching. This method is both concise and comprehensive. Figure 1 As shown, the following specific steps are provided in this embodiment of the application: 101. After registering the locomotive shunting mode, construct test scenarios corresponding to the mode conversion. The mode conversion is from manual driving mode to automatic shunting driving mode. Each test scenario corresponds to a unique combination of constraints, including test instances constructed based on the combination of constraints, and a unique expected result corresponding to the combination of constraints. The combination of constraints is a combination of conditions constructed based on at least three factors: the legality of the work order, the feasibility of the shunting route, and the operational safety of the parking state.

[0018] 102. In each test scenario, simulate the mode switching operation of the locomotive according to the test instance, and compare the test results corresponding to the simulated operation with the expected results to complete the test of automatic shunting driving mode switching.

[0019] In this application embodiment, the working principle of the test "mode switching" is "multi-condition collaborative verification". For example, the system will only allow the locomotive to switch from "manual driving mode" to "ASO mode" when the locomotive simultaneously meets the three constraints of "receiving a valid work order", "having a correct shunting route", and "being in a parking state". These three constraints correspond to the "task legality", "path feasibility" and "operational safety" of automatic shunting operations, respectively, and none of them can be missing.

[0020] Accordingly, this application embodiment designs test scenarios based on these three major constraints, and designs at least one test case for each test scenario, as well as the expected test results for each test scenario. Thus, when testing "mode conversion", test cases are executed to obtain test results, and the test results are compared with the expected results to verify whether "mode conversion" is correct in a specific test scenario.

[0021] Specifically, this application embodiment uses effective equivalence classes and the control variable method to design different combinations of constraints to construct different test scenarios, verifying the necessity of the three major constraints ("receiving a valid work order", "having a correct shunting route", and "being in a parking state") one by one, ensuring that the test scenarios are comprehensive, without omissions or redundancy. The test scenarios and their corresponding combinations of constraints provided in this application embodiment include the following: Test scenario (1) corresponds to the first constraint combination: no work order is issued, shunting route is arranged, and the locomotive stops; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode; Test scenario (2) corresponds to the second constraint combination: the work order is issued, the shunting route is not arranged, and the locomotive stops; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode; Test scenario (3) corresponds to the third constraint combination: the work order is issued, the shunting route is arranged, and the locomotive does not stop; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode; Test scenario (4) corresponds to the fourth constraint combination: the work order is issued, the shunting route is arranged incorrectly, and the locomotive stops; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode; Test scenario (5) corresponds to the fifth constraint combination: issue a work order, arrange the correct shunting route, and stop the locomotive; the corresponding design expectation result is: the locomotive can switch to automatic shunting driving mode.

[0022] Taking test scenario (1) as an example, the “effective equivalence class” used in this application embodiment refers to a specific combination of effective input constraints, namely “no work order issued, shunting route arranged, locomotive stopped”, which is used to test whether the system’s response meets the expected result (locomotive does not switch to automatic shunting driving mode) when it meets some of the premises (shunting route arranged, locomotive stopped) but lacks the key condition (no work order issued).

[0023] The "controlled variable method" used in this application mainly controls the variable "no work order issued" while keeping conditions such as "arranging shunting routes" and "locomotive stopping" unchanged. This is to test the impact of the "work order issuance" factor on "whether the locomotive can switch to automatic shunting driving mode" and determine the necessity of the work order in the mode conversion.

[0024] It should also be noted that, in order to distinguish the correspondence between different test scenarios and different combinations of constraints, the embodiments of this application use (1)-(5) to identify the test scenarios and use the words “first” to “fifth” to identify the combinations of constraints.

[0025] In this application embodiment, each test scenario corresponds to a different combination of constraints, and there is a one-to-one correspondence between the test scenarios and the constraint combinations. This allows for the use of differentiated test scenarios to achieve full coverage of the "automatic vehicle dispatching driving mode conversion" test. For each test scenario, this application embodiment designs at least one test instance around the corresponding combination of constraints. The more numerous and diverse the test instances, the more comprehensive and accurate the testing of the test scenario will be. Below, to more clearly explain the test content performed in each test scenario, for example, this application embodiment enumerates a test instance and its corresponding test operation for each test scenario, with specific explanations as follows: Beforehand, some concepts need to be explained, such as the Driver Machine Interface (DMI). In the automatic dispatching driving mode conversion test of this application embodiment, the DMI actually serves as a "state monitoring and operation carrier." Its functions are deeply integrated with the test scenario, such as providing "state judgment basis," "operation execution entry point," and "data recording and traceability," etc. Specifically, the explanation includes the following: Status determination criteria: During the test, the "color change of the ASO status light" (gray → yellow flashing → green flashing → green) is the key visual signal to determine whether the system meets the transition conditions. For example, "the ASO light remains gray when no work order is issued" and "it turns green after all conditions are met and authorization is granted" directly determine the test results. Operation execution entry point: In the test scenario, the step of "pressing the ASO autonomous driving authorization button" needs to be completed through DMI. It is the final key operation from "waiting for authorization" to "automatic vehicle dispatch driving mode". Data recording and traceability: Some DMIs have data storage functions, which can record data such as speed, status light changes, and operation records during the test process, which is convenient for subsequent review of the test process (such as troubleshooting why mode conversion failed).

[0026] Below, the test scenario (1) corresponds to the first constraint combination as follows: no work order is issued, shunting route is arranged, and the locomotive stops; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode. For test scenario (1), the embodiment of this application enumerates a test instance as follows: S11-S16; S1. The locomotive shunting mode has been successfully registered in XG at station A. The DMI shows that the Automatic Shunting Driving System (ASO) status light is gray and the driving mode is manual.

[0027] After confirming successful registration of the locomotive's shunting mode on XG within Station A, the ASO status light on the DMI will be grayed out, and the driving mode will be set to manual. This serves to provide an initial state for subsequent testing, ensuring the locomotive is in a basic condition suitable for shunting mode conversion testing.

[0028] S12. Arrange shunting routes XG to YG on the interlocking system.

[0029] Arrange shunting routes XG to YG on the interlocking system. This sets the shunting path conditions, simulating the route arrangement operation in actual shunting work, and preparing for test locomotive mode switching under shunting route conditions.

[0030] S13. The locomotive stopped because the YG work order was not issued to the locomotive on the train operation terminal.

[0031] The locomotive stopped because no work order from YG was issued to it on the train control terminal. The purpose is to control the variable "work order" to create the test condition of "no work order issued," combining this with the previously arranged route and parking status to form the specific scenario required for the test. S14. The ASO status light on the driver's human-machine interface (DMI) is grayed out, indicating that the driving mode is manual.

[0032] The DMI displays the ASO status light as gray, indicating manual driving mode. This serves to confirm that after completing the preceding operations, the locomotive is still in manual driving mode and ASO is not activated, providing a basis for comparison during subsequent testing after executing the activation command.

[0033] S15. Click the "Start" leveling command on the leveling handheld console.

[0034] Click the "Start" command on the shunting handheld console. This simulates triggering the automatic shunting driving mode and tests the system's response under the current conditions of "no work order issued, shunting route arranged, locomotive stopped".

[0035] The S16 and DMI displays an ASO status light that is grayed out, indicating that the driving mode is manual and the locomotive has not switched to ASO automatic driving mode.

[0036] It was observed that the ASO status light on the DMI was grayed out, the driving mode was manual, and the locomotive had not switched to ASO automatic driving mode. This was to verify that even if a shunting route was arranged, the locomotive was stopped, and a start command was executed under the condition of "no work order issued," the system would not switch to automatic shunting driving mode, thus confirming that a work order is a necessary condition for mode switching.

[0037] In this application embodiment, it is explained in advance that “XG” and “YG” appearing above represent “X” track and “Y” track respectively. The expected result corresponding to test scenario (1) is that the locomotive cannot switch to automatic shunting driving mode. Steps S11-S14 above are to obtain the test instance corresponding to the first constraint condition combination. Steps S15-S16 are to obtain the test result by clicking the start shunting command on the shunting handheld console based on the test case. It is then judged whether the test result is consistent with the expected result. If it is consistent, it is verified that the “mode conversion” is correct when using the test instance. However, if it is inconsistent, it is verified that the “mode conversion” is wrong.

[0038] The work order is the "task instruction source" for automatic shunting, containing key information such as the destination section, work type, and operation requirements. It is the prerequisite for the ASO system to determine "whether automatic shunting needs to be performed". In this test scenario (1), although there is a correct shunting route (path feasible) and a parking status (operation safe), there is no work order (no legal task). The ASO system cannot identify "why shunting is needed", so it refuses to switch modes.

[0039] Below, the test scenario (2) corresponds to the second constraint combination as follows: a work order is issued, but the shunting route is not arranged, and the locomotive stops; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode. For test scenario (2), this application embodiment enumerates a test instance including the following: S21-S27; S21. The locomotive shunting mode was successfully registered in XG at station A. The ASO status light on the DMI is grayed out, and the driving mode is manual.

[0040] After confirming that the locomotive's shunting mode has been successfully registered in XG mode within station A, the ASO status light on the DMI will be grayed out, and the driving mode will be manual. This serves to provide an initial state for testing, ensuring the locomotive is in a basic condition suitable for shunting mode conversion testing.

[0041] S22. Issue YG's work order to the train operation terminal and then to the locomotive.

[0042] The work order is issued by YG at the train operation terminal and transmitted to the locomotive. Its purpose is to set the key condition of "issuing work order" to simulate the operation of issuing work tasks in actual shunting operations, and to prepare for subsequent testing of the locomotive's mode switching when there is a work order but no shunting route.

[0043] S23 and DMI display the contents of YG's work order.

[0044] The DMI displays the work order content from the YG locomotive. Its purpose is to verify that the locomotive has successfully received the work order information, ensuring that the "work order issuance" condition is valid, and providing a basis for subsequent mode conversion tests based on this work order.

[0045] The ASO status light on the S24 and DMI displays a change from gray to flashing yellow, indicating that the driving mode is manual.

[0046] On the DMI, the ASO status light changes from gray to flashing yellow, and the driving mode remains manual. This indicates that the system has detected a work order has been issued and has entered the "waiting for dispatching route arrangement" preparatory state, providing an intermediate status reference for subsequent operations and status observation.

[0047] S25. The locomotive stops if the shunting route from XG to YG is not arranged in the interlocking system.

[0048] If the shunting route XG to YG is not arranged in the interlocking, the locomotive will stop. Its function is to control the variable "shunting route" to create the test condition of "no shunting route arranged". Combined with the issued work order and the parking status, it forms the specific scenario required for the test.

[0049] S26. Click the "Start" leveling command on the leveling handheld console.

[0050] Click the "Start" command on the shunting handheld console. This simulates triggering the automatic shunting driving mode and tests the system's response under the current conditions of "work order issued, shunting route not arranged, locomotive stopped".

[0051] The S27 and DMI display show the ASO status light flashing yellow, indicating the driving mode is manual and the locomotive has not switched to ASO automatic driving mode.

[0052] The ASO status light on the DMI was observed to be flashing yellow, indicating that the driving mode was manual and the locomotive had not switched to ASO automatic driving mode. This was to verify that even with a work order issued, the locomotive stopped, and a start command executed, the system would not switch to automatic shunting driving mode under the condition of "no shunting route arranged," thus confirming that a shunting route is a necessary condition for mode switching.

[0053] In this application embodiment, it is explained in advance that “XG” and “YG” appearing above represent “X” track and “Y” track respectively. The expected result corresponding to test scenario (2) is that the locomotive cannot switch to automatic shunting driving mode. Steps S21-S25 above are to obtain the test instance corresponding to the second constraint combination. Steps S26-S27 are to obtain the test result by clicking the start shunting command on the shunting handheld console based on the test case. It is then judged whether the test result is consistent with the expected result. If it is consistent, it is verified that the “mode conversion” is correct when using the test instance. However, if it is inconsistent, it is verified that the “mode conversion” is wrong.

[0054] The shunting route is the "physical path guarantee" of automatic shunting. It is planned and locked by the interlocking system to ensure that the locomotive's travel path is free of obstacles and occupied by other trains. In this test scenario (2), although there is a work order (legal task) and a parking status (safe operation), there is no legal shunting route (path is not feasible). The ASO system refuses to switch modes because it cannot confirm "where to go".

[0055] Below, the test scenario (3) corresponds to the third constraint combination as follows: the work order is issued, the shunting route is arranged, and the locomotive does not stop; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode. For test scenario (3), the embodiment of this application enumerates a test instance as follows: S31-S38; S31, the locomotive shunting mode was successfully registered in XG at station A. The ASO status light on the DMI is grayed out, and the driving mode is manual.

[0056] After confirming that the locomotive's shunting mode has been successfully registered in XG mode within station A, the ASO status light on the DMI will be grayed out, and the driving mode will be manual. This serves to provide an initial state for testing, ensuring the locomotive is in a basic condition suitable for shunting mode conversion testing.

[0057] S32. Issue YG's work order to the train operation terminal and then to the locomotive.

[0058] The YG work order is issued from the train operation terminal and transmitted to the locomotive. Its purpose is to set the key condition of "issuing work order" to simulate the operation of issuing work tasks in actual shunting operations, and to prepare for subsequent testing of the locomotive's mode switching when there is a work order and a shunting route but the locomotive has not stopped.

[0059] S33 and DMI display the contents of YG's work order.

[0060] The DMI displays the work order content from the YG locomotive. Its purpose is to verify that the locomotive has successfully received the work order information, ensuring that the "work order issuance" condition is valid, and providing a basis for subsequent mode conversion tests based on this work order.

[0061] S34. Arrange shunting routes XG to YG on the interlocking system.

[0062] Arrange shunting routes XG to YG on the interlocking system. The purpose is to set the key condition of "arranging shunting routes" to simulate the operation of shunting path planning in actual shunting operations, and to prepare for subsequent test locomotive mode switching when there is a shunting route but the locomotive has not stopped.

[0063] On the S35, the ASO status light on the DMI changes from gray to flashing yellow, indicating that the driving mode is manual.

[0064] On the DMI, the ASO status light changes from gray to flashing yellow, and the driving mode remains manual. This indicates that the system has detected that a work order has been issued and a shunting route has been arranged, entering a "waiting for locomotive to stop" standby state, providing an intermediate state reference for subsequent operations and status observation.

[0065] S36. Enables the locomotive to operate at low speed in shunting mode.

[0066] This allows the locomotive to operate at low speed in shunting mode. Its function is to control the variable of "locomotive stopped" and create the test condition of "locomotive not stopped". Combined with the issued work order and the arranged shunting route, it forms the specific scenario required for the test.

[0067] S37. Click the "Start" leveling command on the leveling handheld console.

[0068] Click the "Start" command on the shunting handheld console. This simulates triggering the automatic shunting driving mode and tests the system's response under the current conditions of "issuing a work order, arranging shunting routes, and the locomotive not yet stopped."

[0069] The S38 and DMI display show the ASO status light flashing yellow, indicating the driving mode is manual and the locomotive has not switched to ASO automatic driving mode.

[0070] The ASO status light on the DMI was observed to be flashing yellow, indicating that the driving mode was manual and the locomotive had not switched to ASO automatic driving mode. This was to verify that even if a work order was issued, a shunting route was arranged, and a start command was executed when the locomotive was not stopped, the system would not switch to automatic shunting driving mode, thus confirming that the locomotive stopping is a necessary condition for mode transition.

[0071] In this application embodiment, it is explained in advance that “XG” and “YG” appearing above represent “X” track and “Y” track respectively. The expected result corresponding to test scenario (3) is that the locomotive cannot switch to automatic shunting driving mode. Steps S31-S36 above are to obtain the test instance corresponding to the first constraint condition combination. Steps S37-S38 are to obtain the test result by clicking the start shunting command on the shunting handheld console based on the test case. It is then judged whether the test result is consistent with the expected result. If it is consistent, it is verified that the “mode conversion” is correct when using the test instance. However, if it is inconsistent, it is verified that the “mode conversion” is wrong.

[0072] "Locomotive stopping" is the "safe operation threshold" for ASO mode switching. When the automatic shunting driving mode is started, the system needs to initialize parameters such as speed control and path matching. If the locomotive is in operation (even at low speed), the parameter initialization may be deviated, resulting in inaccurate speed control or path following error. In this test scenario (3), although there is a work order (the task is legal) and a shunting route (the path is feasible), the locomotive is not stopped (the operation is unsafe). The ASO system refuses to switch modes because it cannot ensure "accurate initialization".

[0073] Below, the test scenario (4) corresponds to the fourth constraint combination, which is: issuing a work order, arranging an incorrect shunting route, and stopping the locomotive; the corresponding design expectation result is: the locomotive cannot switch to automatic shunting driving mode. For test scenario (4), the embodiment of this application enumerates a test instance as follows: S41-S47; S41, the locomotive shunting mode was successfully registered in XG at station A. The ASO status light on the DMI is grayed out, and the driving mode is manual.

[0074] The locomotive's shunting mode has been successfully registered in XG mode within station A. The ASO status light on the DMI is grayed out, and the driving mode is set to manual. This provides an initial state for testing, ensuring the locomotive is in a basic condition suitable for shunting mode conversion testing.

[0075] S42. Issue YG's work order to the train operation terminal and then to the locomotive.

[0076] The work order is issued by YG at the train operation terminal and transmitted to the locomotive. Its purpose is to set the key condition of "issuing work order" to simulate the operation of issuing work tasks in actual shunting operations, and to prepare for the subsequent test of the locomotive's mode switching when there is a work order but the shunting route is incorrect and the locomotive is stopped.

[0077] S43, DMI displays the contents of YG's work order.

[0078] The DMI displays the work order content from the YG locomotive. Its purpose is to verify that the locomotive has successfully received the work order information, ensuring that the "work order issuance" condition is valid, and providing a basis for subsequent mode conversion tests based on this work order.

[0079] S44. Arrange shunting routes from XG to ZG on the interlocking system (ZG does not have a direct shunting route to YG), and stop the locomotive.

[0080] Arrange shunting routes from XG to ZG on the interlocking system (ZG does not have a direct shunting route to YG), and stop the locomotive. The purpose is to set the key condition of "arranging incorrect shunting routes" to simulate the situation of incorrect shunting route planning in actual shunting operations. Combined with the issued work order and the locomotive's stopping status, it forms the specific scenario required for testing.

[0081] On the S45, the ASO status light on the DMI changes from gray to flashing yellow, indicating that the driving mode is manual.

[0082] On the DMI, the ASO status light changes from gray to flashing yellow, and the driving mode remains manual. This indicates that the system has detected a work order has been issued and the locomotive is stopped, entering a "waiting for shunting route verification" preparatory state, providing an intermediate state reference for subsequent operations and status observation.

[0083] S46. On the leveling handheld console, click the "Start Leveling" command.

[0084] Click the "Start" command on the shunting handheld console. This simulates triggering the automatic shunting driving mode and tests the system's response under the current conditions of "issuing a work order, incorrectly arranging the shunting route, and the locomotive stopping."

[0085] The S47 and DMI display show the ASO status light flashing yellow, indicating the driving mode is manual and the locomotive has not switched to ASO automatic driving mode.

[0086] The ASO status light on the DMI was observed to be flashing yellow, indicating that the driving mode was manual and the locomotive had not switched to ASO automatic driving mode. This was to verify that under the condition of "incorrect shunting route," even if a work order was issued, the locomotive stopped, and a start command was executed, the system would not switch to automatic shunting driving mode, thus confirming that a correct shunting route is a necessary condition for mode switching.

[0087] In this application embodiment, it is explained in advance that “XG”, “YG” and “ZG” appearing above represent “X” track, “Y” track and “Z” track respectively. The expected result corresponding to test scenario (4) is that the locomotive cannot switch to automatic shunting driving mode. Steps S41-S45 above are to obtain the test instance corresponding to the first constraint condition combination. Steps S46-S47 are to obtain the test result by clicking the start shunting command on the shunting handheld console based on the test case. It is then judged whether the test result is consistent with the expected result. If it is consistent, it is verified that the “mode conversion” is correct when using the test instance. However, if it is inconsistent, it is verified that the “mode conversion” is wrong.

[0088] "Correct shunting route" requires not only "having a route" but also "the route matching the single-purpose section of the operation" (including direct matching or transfer matching). In this scenario, the single-purpose section of the operation is YG, but the shunting route is XG→ZG (ZG cannot transfer to YG, the path and task do not match). The ASO system refuses to switch modes because it detects "path and task conflict".

[0089] Below, the test scenario (5) corresponds to the fifth constraint combination, which is: issuing a work order, arranging the correct shunting route, and stopping the locomotive; the corresponding design expectation result is: the locomotive can switch to automatic shunting driving mode. For test scenario (5), the embodiment of this application enumerates a test instance as follows: S51-S510; S51, the locomotive shunting mode was successfully registered in XG at station A. The ASO status light on the DMI is grayed out, and the driving mode is manual.

[0090] The locomotive's shunting mode has been successfully registered in XG mode within station A. The ASO status light on the DMI is grayed out, and the driving mode is set to manual. This provides an initial state for testing, ensuring the locomotive is in a basic condition suitable for shunting mode conversion testing.

[0091] S52. Issue YG's work order to the train operation terminal and then to the locomotive.

[0092] The work order is issued by YG at the train operation terminal and transmitted to the locomotive. Its purpose is to set the key condition of "issuing work order" to simulate the operation of issuing work tasks in actual shunting operations, and to prepare for subsequent testing of the locomotive's mode switching when there is a work order and the correct shunting route.

[0093] S53 and DMI display the contents of YG's work order.

[0094] The DMI displays the work order content from the YG locomotive. Its purpose is to verify that the locomotive has successfully received the work order information, ensuring that the "work order issuance" condition is valid, and providing a basis for subsequent mode conversion tests based on this work order.

[0095] S54. Arrange shunting routes from XG to YG on the interlocking system, and stop the locomotive; or, arrange shunting routes from XG to ZG on the interlocking system (ZG can directly arrange shunting routes to YG), and stop the locomotive.

[0096] There are two scenarios for arranging shunting routes: one is arranging a shunting route from XG to YG on the interlocking system with the locomotive stopped; the other is arranging a shunting route from XG to ZG (ZG can be directly used to arrange a shunting route to YG) with the locomotive stopped. The purpose is to set the key condition of "arranging the correct shunting route," simulating different but correct shunting path planning in actual shunting operations, and preparing for testing the locomotive's mode switching under the condition of a correct shunting route.

[0097] On the S55, the ASO status light on the DMI changes from gray to flashing yellow, indicating that the driving mode is manual.

[0098] On the DMI, the ASO status light changes from gray to flashing yellow, while the driving mode remains manual. This indicates that the system has detected that a work order has been issued and shunting routes have been arranged, entering a "ready to start automatic shunting" standby state, providing an intermediate state reference for subsequent operations and status observation.

[0099] S56. Click the "Start" leveling command on the leveling handheld console.

[0100] Click the "Start" command on the shunting handheld console. This simulates triggering the automatic shunting driving mode and tests the system's response after executing the start command under the current conditions of "issuing the work order, arranging the correct shunting route, and stopping the locomotive".

[0101] On the S57, the ASO status light on the DMI changes from flashing yellow to flashing green, indicating that the driving mode is manual.

[0102] On the DMI, the ASO status light changes from flashing yellow to flashing green, indicating that the driving mode is manual. This signifies that the system has responded to the "start" command and entered the "awaiting authorization automatic dispatch" state, preparing for subsequent authorization operations and the final mode switch.

[0103] S58. Press the ASO (Autopilot Execution System) authorization button on the DMI to confirm.

[0104] Press the ASO (Automatic Self-Driving) authorization button on the DMI to confirm. This simulates the driver's authorization of the automated dispatching driving mode and is a crucial step in transitioning from the "pending authorization" state to the actual automated dispatching driving mode.

[0105] On the S59 and DMI, the ASO status light turns green, the driving mode is displayed as automatic, and the locomotive switches to ASO automatic driving mode.

[0106] On the DMI, the ASO status light turns green, the driving mode is displayed as automatic, and the locomotive has switched to ASO automatic driving mode. This verifies that under the complete conditions of "issuing the work order, arranging the correct shunting route, stopping the locomotive, executing the start command and authorizing," the system successfully switches to automatic shunting driving mode, confirming that the mode switching function is normal.

[0107] The S510 and DMI displays that the locomotive automatically accelerates to a certain speed and starts running, and also displays the locomotive speed-distance curve.

[0108] The DMI displays the locomotive automatically accelerating to a certain speed and starting operation, along with the locomotive speed-distance curve. Its purpose is to verify that after the automatic shunting driving mode is activated, the system can control the locomotive's operation normally and can display key information such as speed and distance in real time, ensuring the integrity and effectiveness of the automatic shunting function.

[0109] In this application embodiment, it is explained in advance that “XG”, “YG” and “ZG” appearing above represent “X” track, “Y” track and “Z” track respectively. The expected result corresponding to test scenario (5) is that the locomotive can switch to automatic shunting driving mode. Steps S51-S55 above are to obtain the test instance corresponding to the first constraint condition combination. Steps S56-S510 are to obtain the test result by clicking the start shunting command on the shunting handheld console based on the test case. It is then judged whether the test result is consistent with the expected result. If it is consistent, it is verified that the “mode conversion” is correct when using the test instance. However, if it is inconsistent, it is verified that the “mode conversion” is wrong.

[0110] This test scenario (5) is a positive verification of "full satisfaction of three conditions": work order (legal task), correct shunting route (feasible path, including direct / transfer), locomotive stopped (safe operation). After the ASO system completes the triple verification of "task-path-status", it allows switching to automatic shunting driving mode and starts speed control and path following.

[0111] In the above, for each test scenario, this application embodiment provides a detailed explanation of the "mode conversion" test operation performed in the corresponding test scenario by enumerating a test instance. It should be noted that the enumerated test instances are only for better explanation of the test operation, and do not limit the number and content of test instances in the test scenario. This application embodiment can design more test instances with more diverse test content for each test scenario according to the test requirements.

[0112] Furthermore, for the test operations of each test scenario mentioned above, the embodiments of this application can use simulation to complete the test. For example, the provided hardware conditions include at least: locomotive simulation unit, DMI (driver human-machine interface) simulation terminal, interlocking system simulation unit, train operation terminal simulation unit, leveling handheld console simulation device, and track and station simulation module.

[0113] Locomotive simulation unit: It needs to be equipped with hardware devices that can accurately simulate the actual operation of shunting locomotives, including simulation of the locomotive's power system response (such as traction and braking power output simulation), speed detection and feedback device (which can simulate the locomotive's change from standstill to different speeds, with an accuracy within ±1km / h required by actual shunting operations), and position positioning simulation module (which can simulate the locomotive's position movement on the station track in the simulation environment and link with the track simulation unit).

[0114] DMI (Driver-Machine Interface) simulation terminal: It has a display interface and operation functions consistent with the actual DMI. It can display ASO status lights (different states such as gray, yellow flashing, green flashing, green, etc.), driving mode (manual / automatic), work order content, locomotive speed-distance curve and other information in real time. It also supports the simulation of pressing the "ASO automatic driving authorization button to agree" operation.

[0115] Interlocking system simulation unit: It can simulate the functions of an actual railway interlocking system. Based on the input shunting route instructions (such as XG to YG, XG to ZG, etc.), it can generate corresponding route arrangement status feedback (such as whether the route is locked, whether it is the correct route, etc.) and interact with the locomotive simulation unit and DMI simulation terminal.

[0116] Train operation terminal simulation unit: It can simulate the operation of issuing work orders at the actual train operation terminal, and can edit work orders containing information such as work purpose (e.g., YG work) and work area, and send them to the DMI simulation terminal of the locomotive simulation unit.

[0117] The handheld leveling station simulation device has the same triggering function as the actual handheld leveling station and can send a command to the simulation system to start automatic leveling.

[0118] Track and station simulation module: Constructs a simulated track layout consistent with the actual shunting operation station (such as including track sections such as XG, YG, and ZG), which can simulate the occupancy and vacancy status of the tracks, as well as the locking and unlocking logic of shunting routes, providing a basic environment for the simulation of shunting route arrangement.

[0119] In addition, embodiments of this application also provide software conditions, including at least: a simulation control software platform, an ASO system vehicle software, and a data interaction and communication protocol.

[0120] Simulation control software platform: Mature railway shunting operation simulation control software needs to be developed or adopted, possessing centralized control and data interaction capabilities for the aforementioned hardware units. This software should be able to achieve logical linkage between various hardware units; for example, after the train operation terminal simulation unit issues a work order, the DMI simulation terminal can display it in real time, and the interlocking system simulation unit can arrange routes according to route instructions, etc.

[0121] The ASO system's onboard software controls the core logic of the automatic shunting driving system, including parsing work orders, matching and verifying shunting routes, detecting locomotive parking status, responding to start commands, processing authorized operations, and generating and controlling speed-distance curves during automatic operation.

[0122] Data Interaction and Communication Protocol: Establish a unified data interaction protocol to ensure that locomotive simulation units, DMI simulation terminals, interlocking system simulation units, train operation terminal simulation units, and leveling handheld console simulation devices can transmit data in real time and accurately, such as work order information, route status information, and locomotive status information (speed, position, driving mode, etc.).

[0123] Combining the above hardware and software conditions, the simulation test effects achieved by the embodiments of this application are exemplified as follows: Mode Conversion Logic Verification: Through simulation, the correct logic of the ASO system switching from manual driving mode to automatic shunting driving mode under the conditions of "issuing work orders, arranging correct shunting routes, and locomotive stopping" can be accurately verified. The logic of the ASO status light on the DMI simulation terminal switching from gray to automatic shunting driving mode can be clearly observed. This can be clearly observed in the following data: work order information, route status information, and locomotive status information. System Coordination Verification: The simulation environment verifies the collaborative working capabilities between the train operation terminal simulation unit, interlocking system simulation unit, locomotive simulation unit, DMI simulation terminal, and ASO system onboard software. For example, after the train operation terminal issues a work order, the DMI displays it correctly; after the interlocking system arranges the correct route, the ASO system can identify and match it; after the locomotive stops, it performs start-up and authorization operations, and the system can smoothly complete the mode transition and control the locomotive to run automatically, proving that the various systems have good coordination in the shunting operation process.

[0124] Automatic Operation Control Verification: Simulation tests verify the ASO system's ability to automatically control locomotive operation. The DMI simulation terminal displays the locomotive automatically accelerating according to the generated speed-distance curve. Speed ​​control is precise, and the acceleration process is smooth, consistent with the requirements for automatic locomotive operation in actual shunting operations, proving the effectiveness of the ASO system's automatic operation control function.

[0125] In summary, this application provides a testing method and simulation device for automatic shunting driving mode conversion. After the locomotive shunting mode is registered, a test scenario is constructed for the conversion from manual driving mode to automatic shunting driving mode. The test scenario is constructed based on the task legality of the work order, the path feasibility of the shunting route, and the operational safety of the parking state as constraints. Each test scenario has a corresponding expected result according to the corresponding configuration. In each test scenario, the mode conversion operation corresponding to the locomotive is simulated according to the test instance, and the test result corresponding to the simulated operation is compared with the expected result to simulate the completion of the automatic shunting driving mode conversion test.

[0126] Compared to existing testing requirements for "mode switching", this application uses three major constraints to design test scenarios: "receiving a valid work order", "having a correct shunting route", and "being in a parking state". This allows for the construction of a concise yet comprehensive test scheme for "mode switching" from three aspects: "task legality", "path feasibility", and "operational safety", providing an efficient solution for "mode switching" testing.

[0127] This application provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the above-described test method for automatic vehicle dispatching driving mode switching.

[0128] This application provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor. When the computer program is executed by the processor, it implements the above-mentioned test method for automatic vehicle dispatching driving mode switching.

[0129] This disclosure also provides an electronic device, such as... Figure 7 As shown, the device includes at least one processor 21, and at least one memory 22 and bus 23 connected to the processor 21; wherein the processor 21 and the memory 22 communicate with each other through the bus 23; the processor 21 is used to call program instructions in the memory 22 to execute the above-mentioned test method for automatic vehicle shunting driving mode switching.

[0130] This application also provides a computer program product that, when executed on a data processing device, is suitable for executing a test method step involving the initialization of an automatic shunting driving mode conversion.

[0131] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0132] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0133] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0134] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0135] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0136] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0137] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A test method for automatic vehicle dispatching driving mode switching, characterized in that, The method includes: After registering the locomotive shunting mode, a test scenario corresponding to the mode conversion is constructed. The mode conversion is from manual driving mode to automatic shunting driving mode. Each test scenario corresponds to a unique combination of constraints, including a test instance constructed based on the combination of constraints and a unique expected result corresponding to the combination of constraints. The combination of constraints is a combination of conditions constructed based on at least three factors: the legality of the work order, the feasibility of the shunting route, and the operational safety of the parking state. In each test scenario, the mode switching operation corresponding to the locomotive is simulated according to the test instance, and the test results corresponding to the simulated operation are compared with the expected results to simulate the completion of the test of automatic shunting driving mode switching.

2. The method according to claim 1, characterized in that, The test scenario corresponds to the first combination of constraints: no work order issued, shunting route arranged, and locomotive stopped. The first expected result of the test scenario is that the locomotive cannot switch to automatic shunting driving mode. Therefore, the simulation completes the test of automatic shunting driving mode conversion, including: Obtain the first test instance corresponding to the first combination of constraints. The first test instance includes at least the following: the locomotive shunting mode is successfully registered on the first track within Station A; the automatic shunting driving system status light on the driver's human-machine interface is displayed in the first color, which is used to indicate that the driving mode is manual; the shunting route from the first track to the second track is arranged on the interlocking; no work order to the second track is issued to the locomotive on the train terminal; the locomotive stops; the automatic shunting driving system status light on the driver's human-machine interface is displayed in gray. Based on the first test case, the first test result is obtained by clicking the start leveling command on the leveling handheld device; Determine whether the first test result matches the first expected result to verify the test scenario corresponding to the automatic vehicle dispatching driving mode conversion test.

3. The method according to claim 1, characterized in that, The test scenario corresponds to the second constraint combination of issuing a work order, not arranging a shunting route, and locomotive stopping. The second expected result corresponding to the test scenario is that the locomotive cannot switch to automatic shunting driving mode. Therefore, the simulation completes the test of automatic shunting driving mode conversion, including: Obtain the second test instance corresponding to the second constraint combination. The second test instance includes at least the following: the locomotive shunting mode is successfully registered on the first track within station A; the automatic shunting driving system status light on the driver's human-machine interface is displayed in the first color, which indicates that the driving mode is manual; a work order to the second track is issued to the locomotive on the train terminal and then issued to the locomotive; the work order content of the second track is displayed on the driver's human-machine interface; the automatic shunting driving status light on the driver's human-machine interface changes to a flashing second color, which indicates that the locomotive is in a preparatory state for arranging the shunting route; the shunting route from the first track to the second track is not arranged on the interlocking system, and the locomotive stops. Based on the second test case, the second test result was obtained by clicking the start leveling command on the leveling handheld device; Determine whether the second test result matches the second expected result to verify the test scenario corresponding to the automatic vehicle dispatching driving mode conversion.

4. The method according to claim 1, characterized in that, The test scenario corresponds to the third constraint combination of issuing a work order, arranging shunting routes, and the locomotive not stopping. The third expected result of the test scenario is that the locomotive cannot switch to automatic shunting driving mode. Therefore, the simulation completes the test of automatic shunting driving mode conversion, including: Obtain the third test instance corresponding to the third constraint combination. The third test instance includes at least the following: the locomotive shunting mode is successfully registered on the first track within station A; the automatic shunting driving system status light on the driver's human-machine interface is displayed in the first color, which indicates that the driving mode is manual; a work order to the second track is issued to the locomotive on the train terminal and then issued to the locomotive; the work order content of the second track is displayed on the driver's human-machine interface; the shunting route from the first track to the second track is arranged on the interlocking system; the automatic shunting driving status light on the driver's human-machine interface changes to a flashing second color, which indicates that the locomotive is entering a preparatory state for parking; and the locomotive shunting mode is operated at low speed. Based on the third test case, the third test result is obtained by clicking the start leveling command on the leveling handheld device; Determine whether the third test result matches the third expected result to verify the test scenario corresponding to the automatic vehicle dispatching driving mode conversion.

5. The method according to claim 1, characterized in that, The test scenario corresponds to the fourth constraint combination of issuing a work order, incorrectly arranged shunting routes, and locomotive stopping. The fourth expected result of the test scenario is that the locomotive cannot switch to automatic shunting driving mode. Therefore, the simulation completes the test of automatic shunting driving mode conversion, including: Obtain the fourth test instance corresponding to the fourth constraint combination. The fourth test instance includes at least the following: the locomotive shunting mode is successfully registered on the first track within station A; the automatic shunting driving system status light on the driver's human-machine interface is displayed in the first color, which indicates that the driving mode is manual; a work order to the second track is issued to the locomotive on the train terminal and then issued to the locomotive; the work order content of the second track is displayed on the driver's human-machine interface; the shunting route from the first track to the third track is arranged on the interlocking system; the third track cannot arrange the shunting route to the second track, and the locomotive stops; the automatic shunting driving status light on the driver's human-machine interface changes to a flashing second color, which indicates that the locomotive has entered the preparatory state for shunting route verification. Based on the fourth test case, the fourth test result is obtained by clicking the start leveling command on the leveling handheld device; Determine whether the fourth test result matches the fourth expected result to verify the test scenario corresponding to the automatic vehicle dispatching driving mode conversion.

6. The method according to claim 1, characterized in that, The test scenario corresponds to the fifth constraint combination of issuing a work order, arranging the correct shunting route, and locomotive parking. The fifth expected result of the test scenario is that the locomotive can switch to automatic shunting driving mode. Therefore, the simulation completes the test of automatic shunting driving mode conversion, including: Obtain the fifth test instance corresponding to the fifth constraint combination. The fifth test instance includes at least the following: the locomotive shunting mode is successfully registered on the first track within station A; the automatic shunting driving system status light on the driver's human-machine interface is displayed in the first color, which indicates that the driving mode is manual; a work order to the second track is issued to the locomotive on the train terminal and then issued to the locomotive; the work order content of the second track is displayed on the driver's human-machine interface; a shunting route from the first track to the second track is arranged on the interlocking system, and the locomotive stops; or, a shunting route from the first track to the third track is arranged on the interlocking system, where the third track can directly arrange a shunting route to the second track, and the locomotive stops; the automatic shunting driving status light on the driver's human-machine interface changes to a flashing second color, which indicates that the system has entered a preparatory state for automatic shunting to be started. Based on the fifth test case, the fifth test result is obtained by clicking the start leveling command on the leveling handheld device; Determine whether the fifth test result matches the fifth expected result to verify the test scenario corresponding to the automatic vehicle dispatching driving mode conversion.

7. The method according to claim 6, characterized in that, Based on the first test case, the fifth test result is obtained by clicking the start leveling command on the leveling handheld device, including: Under the fifth combination of constraints represented by the fifth test instance, the operation of triggering the automatic vehicle shunting driving mode is simulated by clicking the start shunting command on the shunting handheld console. If the driver's human-machine interface is detected to change the automatic shunting driving status light from the second color flashing to the third color flashing, the third color flashing is used to indicate that the automatic shunting driving system has responded to the start shunting command; When a confirmation operation is received by pressing the automatic driving authorization button on the driver's human-machine interface, if the automatic shunting driving status light on the driver's human-machine interface is detected to remain in the third color, it is determined that the locomotive has switched to automatic driving mode, which is taken as the fifth test result.

8. A simulation device for automatic vehicle shunting driving mode switching test, characterized in that, The simulation device includes at least: a locomotive simulation unit, a driver human-machine interface simulation terminal, an interlocking system simulation unit, a train operation terminal simulation unit, a leveling handheld console simulation device, and a track and station simulation module; the simulation device is deployed on a simulation control software platform to utilize the automatic shunting driving system simulation software to perform the automatic shunting driving mode conversion test method as described in any one of claims 1 to 7, based on the implementation of data interaction and communication protocols.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the test method for automatic vehicle dispatching driving mode switching as described in any one of claims 1-7.

10. An electronic device, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the computer program, when executed by the processor, implements the test method for automatic shunting driving mode switching as described in any one of claims 1 to 7.

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