A control method and device for intelligent self-checking of a train

Abstract

This application discloses a control method and device for intelligent train self-inspection. Upon responding to a train self-inspection command from a train to be inspected, the method first determines whether the train meets the self-inspection conditions. If the conditions are met, it acquires the train's model and formation information. Then, based on detection priority and mutual exclusion control logic, and in conjunction with the model and formation information, it performs the train self-inspection. This method, by determining the self-inspection conditions before execution, ensures the safety and orderliness of the train self-inspection process, preventing abnormalities caused by starting self-inspection when the conditions are not met. Furthermore, combining model and formation information for self-inspection allows the self-inspection process to adapt to trains of different models and formations, improving the versatility and adaptability of the self-inspection method. The use of detection priority and mutual exclusion control logic ensures the orderly execution of self-inspection items, avoiding conflicts and improving the efficiency and reliability of train self-inspection.

Description

Technical Field

[0001] This application relates to the field of train self-inspection technology for trains to be self-inspected, and in particular to a control method and equipment for intelligent train self-inspection. Background Technology

[0002] With the rapid development of the rail transit industry, the safe operation and efficient maintenance of high-speed trains have become core requirements. Pre-departure self-inspection is a crucial step in ensuring safe train operation, aiming to comprehensively check the operational status of all train systems and key components and promptly identify potential faults.

[0003] Currently, pre-departure self-inspection of trains mainly relies on manual inspection. Technical inspectors check the status of each system of the train according to a pre-established checklist, and handle or record any abnormalities on-site. However, manual inspection is affected by factors such as manpower allocation, time window, and operator fatigue, and there is a risk of omission, duplication, or incorrect recording. In addition, the inspection efficiency is low and it is difficult to meet the needs of high-density departure scenarios.

[0004] Furthermore, the hard-wired circuits of existing trains are not designed for fully automated driving vehicles, and there is no signal system to actively initiate vehicle self-tests. Therefore, automatic self-tests cannot be directly achieved from an electrical design and functional architecture perspective. Simultaneously, the operations of various train subsystems (such as traction and braking systems) have temporal correlations and mutual exclusions. Without unified control logic, subsystem operational conflicts can easily occur, affecting the safety and accuracy of self-tests. Therefore, there is an urgent need for a train intelligent self-test control method that can reduce reliance on manual intervention, cover key test items, and avoid subsystem conflicts, in order to address the shortcomings of existing technologies. Summary of the Invention

[0005] To address the aforementioned issues, this application provides a control method and device for intelligent self-inspection of trains.

[0006] The embodiments of this application disclose the following technical solutions: In a first aspect, embodiments of this application provide a control method for intelligent self-testing of trains, the method comprising: In response to the train self-inspection command of the train to be self-inspected, determine whether the train to be self-inspected meets the self-inspection conditions; If the train to be self-inspected meets the self-inspection conditions, obtain the train model information and train formation information of the train to be self-inspected; Based on the vehicle model information and train formation information, the train self-inspection is performed according to the detection priority and mutual exclusion control logic.

[0007] In one possible implementation, determining whether the train to be self-inspected meets the self-inspection conditions includes: The train network control system detects the current operating status, on-board power parameters, network communication link connectivity, and whether there are any unreset fault alarms of the train to be tested. If the current operating status, the on-board power parameters, and the network communication link connectivity meet the preset safe operating benchmarks, and the train to be self-tested does not have any unreset fault alarms, then the train to be self-tested is determined to meet the self-test conditions. If any of the current operating status, the on-board power parameters, and the network communication link connectivity do not meet the preset safe operating benchmark, or if the train to be self-tested has an unreset fault alarm, it is determined that the train to be self-tested does not meet the self-test conditions.

[0008] In one possible implementation, the method further includes: Based on the vehicle model information, determine the buttons and circuit breakers in the train to be self-tested, and clarify the identification, installation location, and standard status of each button and circuit breaker; Based on the train formation information, determine the number of doors, carriage distribution, and door control unit configuration of each carriage of the train to be self-inspected; Based on the vehicle model information and the train formation information, the number of traction motors in the traction system, the deployment method of the brake control unit in the braking system, and the hardware interface configuration of the driver alert function are matched.

[0009] In one possible implementation, the test items for the train self-inspection of the train to be self-inspected include departure preparation test, door test, traction test, braking test and driver alertness function test. The train self-inspection, based on the vehicle model information and the train formation information, is performed according to the detection priority and mutual exclusion control logic, including: When the train to be self-inspected performs the outbound preparation test, the on / off status of the buttons and the open / closed position signals of the air switches in the train to be self-inspected are collected, and the on / off status of the buttons and the open / closed position signals of the air switches are compared with the corresponding standard status for diagnosis. Based on the comparison and diagnosis results, it is determined whether the train to be self-inspected passes the outbound preparation test. When the train to be self-inspected performs the door test, based on the number of doors of the train to be self-inspected, the distribution of the carriages and the configuration of the door control unit in each carriage, the opening and closing control operations of the doors are completed in sequence, and the door arrival signal fed back by the door control unit is monitored in real time. Based on the door arrival signal, it is determined whether the train to be self-inspected has passed the door test. When the train to be self-tested performs the traction test, based on the number of traction motors in the traction system, the driver controller is set to zero, the traction enable switch is closed, and the train is confirmed to be stationary is completed in sequence within a preset time. A self-test command is then sent to the traction control unit. The train to be self-tested is determined to pass the traction test based on the results fed back by the traction control unit. When the train to be self-inspected performs the braking test, based on the deployment method of the braking control unit of the braking system, the operation of applying parking brake, confirming normal brake cylinder pressure and enabling anti-skid system is completed sequentially within a preset time, and a test command is issued to the braking control unit. The result of feedback from the braking control unit determines whether the train to be self-inspected passes the braking test. When the train to be self-tested performs the driver alert function test, based on the hardware interface configuration of the driver alert function, the driver alert DO interface is controlled to perform disconnect and close actions, and the result of the execution of the driver alert DO interface is used to determine whether the train to be self-tested passes the driver alert function test.

[0010] In one possible implementation, the train self-check of the train to be self-checked, based on the vehicle model information and the train formation information, according to the detection priority and mutual exclusion control logic, specifically includes: The detection priority is the preset detection priority of each test item; wherein, the preset detection priority of each test item from high to low is as follows: out-of-warehouse preparation test, door test, traction test, braking test and driver alert function test; After receiving the test completion signal of the current test item, the next test item is executed according to the preset detection priority based on the mutual exclusion control logic; wherein, the test completion signal is a status handshake signal used to indicate the completion of the current test item; the mutual exclusion control logic includes prohibiting the output of non-test braking commands of the braking system when executing traction test, and prohibiting the triggering of the enable signal of the traction system when executing braking test.

[0011] In one possible implementation, the method further includes: If the current test item is normal, record the test completion time and status parameters of the current test item; If the current test item is abnormal, maintain the safe status of the current test step in the current test item and continue the subsequent test process in the current test item. At the same time, record the abnormal information of the current test step according to the preset format, and determine the severity of the abnormality of the current test step based on the abnormal information. Specifically, if the abnormal information determines that the current test step affects the train's departure from the depot, then the current test step is determined to be a major abnormality; if the abnormal information determines that the current test step does not affect the departure from the depot but requires subsequent maintenance, then the current test step is determined to be a general abnormality.

[0012] In one possible implementation, the method further includes: When an anomaly is found in the current test item, the faulty unit in the train to be self-inspected is located based on the status data of the current test item and the system topology relationship corresponding to the vehicle type information and the train formation information.

[0013] Secondly, embodiments of this application disclose a control device for intelligent self-testing of trains, the device comprising: The startup module is used to respond to the train self-inspection command of the train to be self-inspected and determine whether the train to be self-inspected meets the self-inspection conditions. The acquisition module is used to acquire the model information and train formation information of the train to be self-inspected when the train to be self-inspected meets the self-inspection conditions. The self-test module is used to perform train self-testing on the train to be tested based on the vehicle model information and the train formation information, according to the detection priority and mutual exclusion control logic.

[0014] In one possible implementation, the startup module is specifically used to detect the current operating status, onboard power parameters, network communication link connectivity, and whether there are any unreset fault alarms of the train to be self-tested through the train network control system; if the current operating status, onboard power parameters, and network communication link connectivity meet the preset safe operating benchmarks, and the train to be self-tested does not have any unreset fault alarms, it is determined that the train to be self-tested meets the self-test conditions; if any one of the current operating status, onboard power parameters, and network communication link connectivity does not meet the preset safe operating benchmarks, or the train to be self-tested has any unreset fault alarms, it is determined that the train to be self-tested does not meet the self-test conditions.

[0015] In one possible implementation, the device further includes a determining module; the determining module is used to determine the buttons and air switches in the train to be self-inspected based on the train model information, and to clarify the identification, installation location and standard status of each button and air switch; to determine the number of doors, carriage distribution and door control unit configuration of each carriage of the train to be self-inspected based on the train formation information; and to match the number of traction motors of the traction system, the deployment method of the brake control unit of the braking system and the hardware interface configuration of the driver alert function based on the train model information and the train formation information.

[0016] In one possible implementation, the self-inspection test items of the train to be inspected include departure preparation test, door test, traction test, braking test, and driver alert function test; the self-inspection module is specifically used to collect the on / off status of the buttons and the open / closed position signals of the air switches in the train to be inspected when the train to be inspected performs the departure preparation test, and compare the on / off status of the buttons and the open / closed position signals of the air switches with the corresponding standard status for diagnosis, and determine whether the train to be inspected passes the departure preparation test based on the comparison and diagnosis results; When the train to be self-inspected performs the door test, based on the number of doors of the train to be self-inspected, the distribution of the carriages and the configuration of the door control unit in each carriage, the opening and closing control operations of the doors are completed in sequence, and the door arrival signal fed back by the door control unit is monitored in real time. Based on the door arrival signal, it is determined whether the train to be self-inspected has passed the door test. When the train to be self-tested performs the traction test, based on the number of traction motors in the traction system, the driver controller is set to zero, the traction enable switch is closed, and the train is confirmed to be stationary is completed in sequence within a preset time. A self-test command is then sent to the traction control unit. The train to be self-tested is determined to pass the traction test based on the results fed back by the traction control unit. When the train to be self-inspected performs the braking test, based on the deployment method of the braking control unit of the braking system, the operation of applying parking brake, confirming normal brake cylinder pressure and enabling anti-skid system is completed sequentially within a preset time, and a test command is issued to the braking control unit. The result of feedback from the braking control unit determines whether the train to be self-inspected passes the braking test. When the train to be self-tested performs the driver alert function test, based on the hardware interface configuration of the driver alert function, the driver alert DO interface is controlled to perform disconnect and close actions, and the result of the execution of the driver alert DO interface is used to determine whether the train to be self-tested passes the driver alert function test.

[0017] In one possible implementation, the self-test module is specifically used to determine the detection priority as a preset detection priority for each test item; wherein, the preset detection priorities for each test item, from high to low, are: outbound preparation test, door test, traction test, braking test, and driver alert function test; after receiving the test completion signal for the current test item, the module continues to execute the next test item according to the preset detection priority based on the mutual exclusion control logic; wherein, the test completion signal is a status handshake signal used to indicate the completion of the current test item; the mutual exclusion control logic includes prohibiting the output of non-test braking commands of the braking system when executing the traction test, and prohibiting the triggering of the traction system's enable signal when executing the braking test.

[0018] In one possible implementation, the device further includes a recording module, which is specifically used to record the test completion time and status parameters of the current test item if the current test item is normal. If the current test item is abnormal, maintain the safe status of the current test step in the current test item and continue the subsequent test process in the current test item. At the same time, record the abnormal information of the current test step according to the preset format, and determine the severity of the abnormality of the current test step based on the abnormal information. Specifically, if the abnormal information determines that the current test step affects the train's departure from the depot, then the current test step is determined to be a major abnormality; if the abnormal information determines that the current test step does not affect the departure from the depot but requires subsequent maintenance, then the current test step is determined to be a general abnormality.

[0019] In one possible implementation, the self-test module is further configured to locate the faulty unit in the train to be self-tested based on the status data of the current test item and the system topology relationship corresponding to the vehicle model information and the train formation information when the current test item is abnormal.

[0020] Thirdly, embodiments of this application disclose a control device, including a processor and a memory, wherein the memory is used to store programs, instructions or code, and the processor is used to execute the programs, instructions or code in the memory to complete the train intelligent self-test control method as described in any of the first aspects.

[0021] Fourthly, embodiments of this application disclose a computer-readable storage medium, characterized in that it stores a computer program, which is loaded by a processor to execute the train intelligent self-test control method as described in any of the first aspects.

[0022] This application provides a control method and device for intelligent train self-inspection. Upon responding to a train self-inspection command from a train to be inspected, the method first determines whether the train meets the self-inspection conditions. If the conditions are met, it acquires the train's model information and formation information. Then, based on detection priority and mutual exclusion control logic, and in conjunction with the model information and formation information, it performs a train self-inspection on the train to be inspected. This method, by determining the self-inspection conditions before performing the self-inspection, ensures the safety and orderliness of the train self-inspection process, preventing abnormalities caused by the train initiating self-inspection when the conditions are not met. Furthermore, combining model information and formation information for self-inspection allows the self-inspection process to adapt to trains of different models and formations, improving the versatility and adaptability of the self-inspection method. The use of detection priority and mutual exclusion control logic for self-inspection ensures the orderly execution of self-inspection items, avoiding conflicts and improving the efficiency and reliability of train self-inspection. Attached Figure Description

[0023] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0024] Figure 1 A flowchart illustrating a train intelligent self-test control method provided in an embodiment of this application; Figure 2 A flowchart illustrating another intelligent self-test control method for trains provided in this application embodiment; Figure 3 This is a schematic diagram of the structure of a train intelligent self-test control device provided in an embodiment of this application. Detailed Implementation

[0025] As described earlier, the pre-departure self-inspection of trains is a crucial step in ensuring safe operation. Its core purpose is to check the operational status of various systems and key components of the train and to identify potential faults. Currently, the mainstream self-inspection method mainly relies on manual inspection. Manual inspection depends on technical inspectors checking the status of the train system item by item according to a pre-established checklist, and handling or recording work orders on-site when abnormalities are found.

[0026] Manual inspections are susceptible to errors due to factors such as manpower allocation, time windows, and operator fatigue, leading to omissions, duplications, or erroneous records, making it difficult to guarantee inspection efficiency and accuracy. Furthermore, the existing train's hard-wired circuitry and functional architecture are not adapted to the requirements of fully automated self-inspection, and the operations of various subsystems have temporal correlations and mutual exclusions, lacking unified control logic, which can easily cause subsystem operational conflicts, affecting the safety and reliability of self-inspection.

[0027] To address this technical problem, this application provides a control method and device for intelligent train self-inspection. Upon responding to a train self-inspection command from the train to be inspected, the method first determines whether the train meets the self-inspection conditions used to measure the safety of the self-inspection process. If not, the reason is identified and the self-inspection is terminated. If the conditions are met, the train's model information, train formation information, and preset test parameters including manual intervention time limits, key performance judgment thresholds, and response time standards are acquired. Subsequently, based on the aforementioned model information, train formation information, and preset test parameters, and according to detection priority and mutual exclusion control logic, the train self-inspection of the train to be inspected is executed, including outbound preparation tests, door tests, traction tests, braking tests, and driver alertness function tests. Finally, the status data and results of each test item are recorded. After all tests are completed, the self-inspection report is simultaneously displayed through the train display terminal and the ground maintenance terminal.

[0028] This application embodiment ensures the safety of the train self-inspection process from the source by judging self-inspection conditions, avoiding the risk of initiating self-inspection in unsafe scenarios. By combining vehicle model information, train formation information, and preset test parameters, the self-inspection can be adapted to the actual configuration of the train and follow standardized judgment criteria, improving the pertinence and reliability of the self-inspection. Five core tests are executed according to the detection priority and mutual exclusion control logic, which not only ensures that key functions are checked first, but also avoids subsystem operation conflicts, ensuring the orderliness and stability of the self-inspection process. By recording test data and displaying the self-inspection report synchronously on both terminals, information sharing between the onboard and ground is realized, reducing the reliance on manual intervention, improving self-inspection efficiency and maintenance convenience, and comprehensively covering the core inspection requirements before the train leaves the depot.

[0029] The intelligent self-inspection control method for trains provided in this application is applied to the automatic inspection stage before EMU trains leave the depot. It relies on the train network control system as the execution entity, linking the train display terminal, ground maintenance terminal, and the hardware of various train subsystems. These subsystems include, for example, gate control units, traction control units, brake control units, and driver alert DO interfaces. After the test personnel issue a self-inspection command through the train display terminal in the train cab, the train network control system determines whether the self-inspection conditions are met based on the train status data collected by the onboard hardware. It then retrieves the vehicle type, train formation information, and preset test parameters stored in the hardware, and executes a series of tests according to the rules, linking the hardware of each subsystem. The entire process requires minimal manual intervention. After the tests are completed, the self-inspection report generated by the onboard hardware is displayed on the train display terminal for on-site personnel and simultaneously transmitted to the ground maintenance terminal via communication hardware, enabling collaborative operation between onboard and ground maintenance personnel. This meets the efficient and safe self-inspection requirements of various EMU trains before leaving the depot.

[0030] In the application scenario of pre-departure self-inspection of EMU trains, this solution relies on the train network control system to link gate control units, traction control units, and other hardware. Only minimal intervention from testing personnel is required at key steps, replacing the traditional manual inspection's item-by-item verification. This avoids missed or incorrect inspections caused by manpower allocation and operator fatigue, significantly improving self-inspection efficiency. By retrieving vehicle type and formation information stored in the hardware, it accurately matches the actual train configuration with the required testing objects and system hardware, covering core functions such as pre-departure preparation, doors, and traction. This solves the shortcomings of incomplete coverage in semi-automated testing and adapts to the needs of different EMU train types and formations. Furthermore, through self-inspection condition judgment and mutual exclusion control logic, it uses hardware collaboration to shield conflicting subsystem commands, preventing self-inspection from being initiated or subsystem operation from interfering with safety in unsafe scenarios, ensuring the safety of the self-inspection process and train hardware. Additionally, through dual-channel synchronization between the train display terminal and the ground maintenance terminal, on-site personnel can view the results in real time, while ground maintenance personnel can obtain self-inspection reports and anomaly information in advance, facilitating rapid development of maintenance plans and shortening train turnaround time.

[0031] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the scope of protection of the present application.

[0032] See Figure 1 , Figure 1 This is a flowchart illustrating a train intelligent self-test control method provided in an embodiment of this application. The execution entity of this method can be a server, desktop computer, or other electronic device capable of computational functions. The method includes: S101: The train network control system responds to the train self-inspection command of the train to be inspected and determines whether the train to be inspected meets the self-inspection conditions.

[0033] The train self-inspection command for the train to be inspected is a control signal issued by the test personnel through the train display terminal to start the intelligent self-inspection process before the train leaves the depot.

[0034] The self-test conditions are used to assess the safety of the train's self-test process, ensuring that the self-test operation is only initiated when the train is in a safe state. Self-test conditions include, for example, the train being stationary, the onboard power supply voltage being stable, the absence of major fault alarms, and the network communication link being unobstructed.

[0035] As the core hardware executing the self-test process, the train network control system monitors the command input on the train display terminal in real time, continuously capturing whether a self-test initiation request is needed. When the tester issues a train self-test command for the train to be tested through the train display terminal, the train network control system will immediately respond to the command, suspend other non-urgent tasks, and prioritize initiating the self-test condition judgment process.

[0036] During the judgment process, the train network control system completes multi-dimensional detection by linking various onboard sensors and functional modules. The system confirms whether the train is stationary by using speed sensors or braking status feedback signals; it collects output voltage data from the onboard power supply through the power management module to verify if the voltage is within a stable threshold range; it checks the fault storage unit for any unreset major fault alarm records; and it detects the connectivity of the train network bus and communication links with various subsystems through the network communication module. All detection items are completed automatically by the system without manual intervention. Finally, based on the logic of passing all requirements, the system determines whether the train meets the self-inspection conditions.

[0037] This application embodiment achieves safe inspection by clearly defining specific self-inspection conditions and detection items, and detecting the status of the train to be inspected before it starts moving. The detection of four conditions—train stationary, stable onboard power, etc.—builds a solid safety threshold from four core dimensions: train operating status, energy supply, fault basis, and communication assurance. This avoids self-inspection risks in scenarios such as inspection during movement, power anomalies, overlapping faults, and communication interruptions. Simultaneously, the automatic detection of the train network control system requires no manual intervention, improving judgment efficiency and ensuring the objectivity and accuracy of the detection results, laying a solid foundation for the smooth and safe progress of subsequent self-inspection steps.

[0038] Self-test conditions are used to measure the safety of self-tests. To make the judgment of self-test conditions more operable and standardized, the following section explains in detail how to complete the detection of self-test conditions and the determination of results through the train network control system, in conjunction with specific implementation methods.

[0039] In one possible implementation, the train network control system determines whether the train to be self-checked meets the self-check conditions, including: The train network control system detects the current operating status of the train to be tested, the on-board power parameters, the network communication link connectivity, and whether there are any unreset fault alarms. If the current operating status, on-board power parameters and network communication link connectivity meet the preset safe operating benchmarks, and there are no unreset fault alarms on the train to be self-tested, it is determined that the train to be self-tested meets the self-test conditions. If any of the current operating status, on-board power parameters, or network communication link connectivity does not meet the preset safe operating benchmarks, or if the train to be self-tested has an unreset fault alarm, it is determined that the train to be self-tested does not meet the self-test conditions.

[0040] The train network control system (TWS) achieves comprehensive and accurate self-inspection by linking multiple onboard hardware modules. During the inspection process, the TWS actively calls the inspection interfaces of each functional module to complete the inspection. All inspection items are executed automatically by the TWS without manual intervention, and the inspection data is transmitted to the TWS in real time for aggregation. The judgment logic adopts a pass-through standard of full compliance. The TWS compares the actual data of each inspection item with the preset safe operation benchmark one by one. If all inspection items meet the benchmark requirements, the train is directly judged to have met the self-inspection conditions. If the actual data of any inspection item does not match the preset benchmark, regardless of whether other items are qualified, the train is judged to have failed the self-inspection conditions, ensuring the rigor of the self-inspection judgment and guaranteeing self-inspection safety from the source.

[0041] S102: When a train to be inspected fails to meet the self-inspection conditions, the train network control system determines the reason why the train fails to meet the self-inspection conditions and exits the self-inspection process.

[0042] After determining that the train fails to meet the self-inspection conditions, the train network control system initiates the cause tracing logic. The train network control system will check the test results of the four test items one by one, accurately locate the specific item that failed, and extract the current status data of the item to form a clear description of the reason for failure.

[0043] Subsequently, the train network control system provides feedback to the testers via the train display terminal, showing the name and current status of the non-compliant item, ensuring that the testers quickly understand the core issue. After the feedback is completed, the system automatically terminates the self-test process and releases the hardware resources allocated for the self-test, avoiding unnecessary resource occupation and ensuring that other normal train functions are not affected.

[0044] S103: When the train to be inspected meets the self-inspection conditions, the train network control system obtains the train type and formation information of the train to be inspected.

[0045] Train model information and train formation information are used to determine the scope of the inspection targets and system configuration of the train to be inspected. Train model information represents the core parameters of the specific train model, determining the train's hardware configuration (such as the layout of buttons and air switches) and the functional specifications of subsystems. Train formation information represents the parameters of the number of train cars and the formation method, directly affecting the distribution range and quantity of inspection targets (such as doors and equipment inside the cars).

[0046] In one possible implementation, the train network control system also acquires preset test parameters for the train to be self-tested.

[0047] The preset test parameters are standardized judgment criteria pre-stored in the train network control system, including the operation time limit for manual intervention steps, key performance judgment thresholds and response time standards, to ensure the consistency of self-test results.

[0048] After determining that the train meets the self-inspection conditions, the train network control system automatically reads the pre-stored vehicle model information and train formation information through the onboard local storage unit. This information is entered into the onboard local storage unit when the train leaves the factory and can be updated subsequently through the ground maintenance platform to ensure consistency with the actual train configuration. Simultaneously, the train network control system retrieves pre-stored preset test parameters, which can be uniformly configured or dynamically adjusted according to train maintenance needs through the train display terminal or the ground maintenance platform.

[0049] After acquiring the information, the train network control system performs preliminary data processing. Based on the train model information, the system identifies the number and installation locations of all important buttons and air switches throughout the train. Combined with the train formation information, it determines the door distribution and the deployment scope of subsystems within the carriages, creating a test object list that precisely matches the actual train configuration. Preset test parameters are categorized by test item, such as the operation time limit for door tests and the pressure threshold for brake tests, providing direct evidence for subsequent test judgments and ensuring seamless integration between data acquisition and subsequent testing processes.

[0050] This application's embodiments achieve personalized adaptation between the test object and system configuration by automatically acquiring vehicle type and train formation information, avoiding a one-size-fits-all testing approach and solving the problem of insufficient targeting for testing different vehicle types and train formations, ensuring that no test is missed or redundant. The standardized design of preset test parameters provides a unified judgment benchmark for various tests, improving the objectivity and reliability of self-inspection results and avoiding subjective errors from human judgment. The automated data acquisition and processing process requires no manual intervention, improving data acquisition efficiency and ensuring information accuracy, laying a solid data foundation for subsequent priority-based and mutually exclusive testing, and promoting the efficient and accurate advancement of the self-inspection process.

[0051] Vehicle model information, train group information, and preset test parameters directly affect the scope of the test object, the adaptation logic of the subsystem, and the test judgment standard. Their accuracy and completeness directly affect the effectiveness and precision of the entire self-test process. The following section, in conjunction with specific implementation, explains in detail how to obtain these three types of information and give full play to their basic supporting role.

[0052] In one possible implementation, the method further includes: The train network control system determines the buttons and circuit breakers in the train to be self-tested based on the train model information, and clarifies the identification, installation location and standard status of each button and circuit breaker. The train network control system determines the number of doors, carriage distribution, and door control unit configuration of the train to be self-inspected based on the train formation information. The train network control system matches the number of traction motors in the traction system, the deployment method of the brake control unit in the braking system, and the hardware interface configuration of the driver alert function based on the train model information and train formation information.

[0053] Once the train network control system determines that the train meets the self-inspection conditions, it immediately initiates an automated data acquisition process, completing the collection and processing of information without manual intervention. Specifically, train model information and train formation information are automatically read from onboard local storage units (such as hard drives and flash memory). This information was entered when the train left the factory and can be updated synchronously through the ground maintenance platform to ensure consistency with the actual train configuration and avoid detection errors due to information lag.

[0054] The preset test parameters also retrieve parameters from the pre-stored parameter library of the autonomous control system. This parameter library can be iterated according to the testing requirements and maintenance standards of different train models, and can be uniformly configured and dynamically adjusted through the train display terminal or ground maintenance platform, balancing standardization and flexibility. After acquiring the information, the train network control system automatically completes data parsing and association. Based on the train model and formation information, the train network control system generates a list of testing objects and a subsystem configuration map adapted to the current train, and categorizes and archives the preset test parameters according to the test items, providing direct data support for the accurate execution and result judgment of subsequent tests, and achieving seamless connection between data acquisition and subsequent self-inspection processes.

[0055] S104: The train network control system performs the train self-inspection of the train to be inspected based on the train type information and train formation information, according to the detection priority and mutual exclusion control logic.

[0056] The testing priority refers to the execution order set based on the importance and logical correlation of the test items to the train's departure safety. Its core is to ensure that core basic functions are checked first, guaranteeing the relevance of the self-inspection. Mutual exclusion control logic is a control rule set to avoid interference between different subsystem operations. Its core is to shield subsystem instructions unrelated to the current test, preventing operational conflicts. The train self-inspection test items for the train to be inspected include departure preparation test, door test, traction test, braking test, and driver alertness function test.

[0057] The train network control system can use vehicle type and train formation information as the core basis, or it can use vehicle type and train formation information and preset test parameters as the core basis. It first retrieves the preset test priority order and initiates a self-test process following the sequence of pre-depot preparation test, door test, traction test, braking test, and driver alert function test. This order is based on functional importance. The pre-depot preparation test ensures the normal operation of basic components and is a prerequisite for subsequent tests, therefore it has the highest priority. The driver alert function is an auxiliary safety function and has a relatively lower priority.

[0058] During execution, the system synchronously implements mutually exclusive control logic. Upon completion of each test, the corresponding subsystem sends a status handshake signal to the train network control system. Upon receiving the signal, the system immediately blocks the output of subsystem commands unrelated to the next test. For example, before performing a traction test, non-test-related braking commands from the braking system are blocked to prevent braking actions from interfering with the traction system's self-check. Before performing a braking test, the traction enable signal from the traction system is blocked to prevent conflicts between traction actions and braking tests. Simultaneously, the entire testing process relies on vehicle type and train formation information to adapt to the test object, combining preset test parameters to conduct standardized testing. Only door, traction, and braking tests require minimal human intervention; the remaining stages are executed automatically.

[0059] The specific execution of each test item is crucial for transforming the previously acquired vehicle model, train formation information, and preset test parameters into actual testing behavior. The following section details the execution of each test item, along with its specific implementation method. The self-inspection tests for the train to be inspected include departure preparation test, door test, traction test, braking test, and driver alertness function test.

[0060] In one possible implementation, the specific execution operations of each test item include: When the train to be self-inspected is undergoing pre-departure preparation test, the on / off status of the buttons and the open / closed position signals of the air switches in the train to be self-inspected are collected. The on / off status of the buttons and the open / closed position signals of the air switches are compared with the corresponding standard status for diagnosis. Based on the comparison and diagnosis results, it is determined whether the train to be self-inspected has passed the pre-departure preparation test.

[0061] During the outbound preparation test, the train network control system automatically collects the on / off status of each button and the open / closed position signal of each air switch through onboard sensors based on the button and air switch list matched with the vehicle model information. The system compares the collected actual status with the preset standard status one by one to complete the automated diagnosis without the need for test personnel intervention.

[0062] When the train to be self-inspected performs door tests, based on the number of doors, carriage distribution, and door control unit configuration of each carriage, the opening and closing control operations of the doors are completed sequentially, and the door arrival signal fed back by the door control unit is monitored in real time. Based on the door arrival signal, it is determined whether the train to be self-inspected has passed the door test.

[0063] When performing door testing, the system determines the total number of doors, carriage distribution, and door control unit configuration based on the grouping information. It triggers door opening and closing control commands in a preset sequence and simultaneously receives real-time signals from the door control unit indicating that the door is fully open or fully closed, thereby determining whether the door functions are normal.

[0064] When the train to be self-tested is performing a traction test, based on the number of traction motors in the traction system, the driver controller is set to zero, the traction enable switch is closed, and the train is confirmed to be stationary within a preset time. The driver controller is then sent a self-test command to the traction control unit. The train is then tested based on the results fed back by the traction control unit. The system determines whether the train to be self-tested has passed the traction test.

[0065] During traction testing, the system, in conjunction with the traction system configuration information, prompts the test personnel through the train display terminal to complete the following operations in sequence within the preset operation time limit: setting the driver controller to zero, closing the traction enable switch, and confirming that the train is stationary. After all operations meet the conditions, the system automatically sends a self-test command to the traction control unit and initiates internal fault diagnosis of the traction system.

[0066] When the train to be self-inspected performs a braking test, based on the deployment method of the braking control unit of the braking system, the operation of applying parking brake, confirming normal brake cylinder pressure and enabling anti-skid system is completed in sequence within a preset time. Test instructions are then issued to the braking control unit. The result of feedback from the braking control unit determines whether the train to be self-inspected passes the braking test.

[0067] During braking tests, the system prompts the tester to complete the following operations within a preset time limit: apply parking brake, confirm that the brake cylinder pressure meets the threshold standard, and enable the anti-skid system, based on the deployment method of the brake control unit of the braking system. After the operation is completed, the system issues a series of test instructions to the brake control unit to perform braking performance testing.

[0068] When the train to be self-inspected performs the driver alert function test, based on the hardware interface configuration of the driver alert function, the driver alert DO interface is controlled to perform disconnect and close actions, and the result of the execution of the driver alert DO interface is used to determine whether the train to be self-inspected passes the driver alert function test.

[0069] When performing driver alert function testing, the system automatically controls the driver alert DO interface to perform a sequence of opening and closing actions based on the hardware interface configuration of the driver alert function, simulating the triggering logic of the alert function, while monitoring the system's response status, thus completing the automated detection of this function.

[0070] The specific execution of each test item requires scientific process control to ensure its orderly implementation. Pre-setting test priorities and mutual exclusion control logic are the core support for ensuring the efficient advancement of the self-inspection process and avoiding operational conflicts between subsystems. A reasonable priority order ensures that core functions are checked first, while mutual exclusion control logic can fundamentally resolve operational interference between different subsystems. Together, they construct a safe and orderly self-inspection execution system. The following section, combined with specific implementation methods, elaborates on its implementation logic and execution details.

[0071] In one possible implementation, the train self-test of the train to be tested is performed according to a preset detection priority and mutual exclusion control logic, specifically including: The train network control system initiates the train self-inspection process of the train to be inspected according to the preset detection priority; the detection priority is the preset detection priority of each test item; among them, the preset detection priority of each test item from high to low is as follows: departure preparation test, door test, traction test, braking test and driver alert function test; After receiving the test completion signal of the current test item, the next test item is executed according to the preset detection priority based on the mutual exclusion control logic. The test completion signal is a status handshake signal used to indicate that the current test item has been completed. The mutual exclusion control logic includes prohibiting the output of non-test braking commands of the braking system when executing traction test, and prohibiting the triggering of the enable signal of the traction system when executing braking test.

[0072] The train network control system initiates a self-test process according to a preset testing priority. The priorities, from highest to lowest, are: departure preparation test, door test, traction test, braking test, and driver alert function test. This order is based on the impact of each test item on train departure safety and their logical correlation. The departure preparation test covers the status of basic components and is a prerequisite for the smooth conduct of all subsequent tests, therefore it is placed with the highest priority. The driver alert function, as an auxiliary safety function, has a relatively lower priority, neither occupying core testing time nor failing to comprehensively cover critical functions.

[0073] During the process, status handshake signals and mutual exclusion control logic form a closed-loop management system. Upon completion of each test item, the corresponding subsystem sends a test completion signal to the train network control system. This signal serves as the core credential for process transition, clearly indicating that the current test has been completed and the system can proceed to the next stage. Upon receiving the signal, the system immediately executes command masking operations based on the mutual exclusion control logic, precisely avoiding interference from irrelevant subsystems. Before executing the traction test, the braking system is automatically prohibited from outputting non-test braking commands to prevent braking actions from interrupting the traction system's self-check. Before executing the braking test, the traction system's enable signal is strictly prohibited from triggering to avoid conflicts between traction actions and braking tests. After command masking is completed, the system starts the next test item according to a preset priority, and this cycle continues until all five tests are completed.

[0074] S105: The train network control system records the status data and results of each test item, and after all test items are completed, it displays the self-inspection report synchronously through the train display terminal and the ground operation and maintenance terminal.

[0075] As the core component for data recording and report generation, the train network control system collects and stores corresponding status data and results in real time during each test, ensuring data integrity and timeliness. The recording process requires no manual intervention; information from each test is archived according to a preset format, forming a traceable self-inspection data ledger that provides original evidence for subsequent fault verification and data statistics.

[0076] Once all tests are completed, the train network control system automatically summarizes and records all data and results, generating a standardized self-inspection report. Subsequently, a connection is established with the ground maintenance system via the onboard communication module, synchronously transmitting the self-inspection report to both the train display terminal and the ground maintenance terminal. On-site testing personnel can visually view the report on the train display terminal, quickly grasping the overall self-inspection status of the train under test; ground maintenance personnel simultaneously receive the report, knowing the train's status in advance and able to preliminarily plan maintenance work without waiting for the train to enter the depot, achieving coordinated operation between the onboard and ground systems.

[0077] It should be noted that step S105 is an optional step.

[0078] In one possible implementation, the real-time recording of the status data and results of each test item includes: If the current test item is normal, record the test completion time and status parameters of the current test item; If the current test item is abnormal, maintain the safe status of the current test step in the current test item and continue the subsequent test process in the current test item. At the same time, record the abnormal information of the current test step according to the preset format, and determine the severity of the abnormality of the current test step based on the abnormal information. Among them, if the abnormal information determines that the current test step affects the train's departure from the depot, the current test step is determined to be a major abnormality; if the abnormal information determines that the current test step does not affect the departure from the depot but requires subsequent maintenance, the current test step is determined to be a general abnormality.

[0079] If the test items are executed normally, the train network control system will automatically record two core pieces of information. First, the test completion time, accurate to the second, to facilitate the traceability of the execution time of each item; second, the key status parameters corresponding to the test items, such as the standard status matching result of the button or circuit breaker in the out-of-depot preparation test record, the arrival signal fed back by the door control unit in the door test record, and the feedback information of no fault codes in the traction or braking test record, to ensure that normal results are supported by specific parameters, and can be verified and traced.

[0080] If an anomaly occurs during testing, the train network control system will simultaneously execute three operations. First, it will maintain the safety status of the current testing step; for example, maintaining the current brake cylinder pressure in case of a braking test anomaly, and disabling traction in case of a traction test anomaly, to prevent the anomaly from escalating and causing safety risks. Second, it will not interrupt subsequent testing processes, ensuring that other unfinished test items can proceed normally, preventing the overall self-test from failing due to an anomaly in a single item. Finally, it will record the anomaly information in detail according to a preset format, indicating the severity of the anomaly. Anomalies affecting train departure are classified as major anomalies, such as main brake circuit failure or the traction system's inability to respond to self-test commands; anomalies that do not affect departure but require subsequent maintenance are classified as general anomalies, such as a single redundant circuit breaker not closing or a door indicator light malfunction, providing accurate basis for self-test report generation and maintenance priority allocation.

[0081] After recording and marking the severity of test anomalies, this embodiment can also accurately locate the specific unit where the fault occurred, significantly shortening the troubleshooting cycle. The following is a detailed description of the specific implementation method.

[0082] In one possible implementation, the method also includes: When an anomaly occurs in the current test item, the faulty unit in the train to be self-inspected is located based on the status data of the current test item and the system topology relationship corresponding to the vehicle type information and train formation information.

[0083] When any test item shows an anomaly, the train network control system will initiate a fault location process. The train network control system extracts all the status data corresponding to the anomaly test item. For example, if the door test is abnormal, it extracts data such as the signal timing and command response status fed back by the door control unit. If the brake test is abnormal, it extracts data such as the brake cylinder pressure change curve and the command transmission and reception records of the brake control unit.

[0084] Subsequently, the train network control system retrieves the system topology relationship that matches the current train model information and train formation information. This topology relationship covers the hardware connection path, component installation location, signal transmission logic, and inter-unit relationships of each subsystem of the train. For example, in a 4-car train of a certain model, the corresponding connection relationship between the traction motor and the traction control unit, and the communication link between each car door control unit and the train network control system.

[0085] Finally, the train network control system correlates abnormal status data with the system topology. By comparing the parameter baselines and signal logic under normal conditions, it pinpoints the specific unit where the fault occurred. For example, if a door test is abnormal and status data shows that the door control unit of a certain carriage is unresponsive, the corresponding door control unit of that carriage can be directly identified as the faulty unit based on the topology. If a brake test is abnormal and pressure data fluctuates abnormally, the brake control unit or pressure sensor of a certain carriage can be located based on the topology deployment of the braking system, providing maintenance personnel with precise inspection directions.

[0086] To facilitate understanding of the train intelligent self-test control method provided in the embodiments of this application, the following is combined with... Figure 2 This method will be further described.

[0087] After the entire train intelligent self-test scheme is triggered, the first step is to confirm the self-test conditions. The train network control system verifies whether the train meets the prerequisite safety conditions, such as being stationary, having a stable power supply, no major fault alarms, and a smooth network connection. If the conditions are not met, the train network control system will indicate that the self-test conditions are not met and exit, terminating the entire self-test process. If the conditions are met, the system will proceed to the "initialize self-test system" step, completing the resource allocation and status initialization of the self-test control module.

[0088] After initialization, the train network control system sequentially executes "Read Train Configuration Information" and "Check Network and Hardware Status." The former loads personalized configuration data such as the current train model and formation, while the latter verifies the connectivity of the train network communication link and core hardware to ensure a stable and reliable self-test environment. Once the environment is confirmed to be normal, the train network control system officially "enters self-test mode" and initiates the core testing process.

[0089] In self-test mode, the train network control system triggers five core tests sequentially according to a preset priority (departure preparation test → door system test → traction system test → braking system test → driver alert function test) through the "priority-based test execution" node. After each test is completed, a judgment process is initiated to determine if the result is normal. If the test result is abnormal, the train network control system first executes a fail-safe strategy and then records the abnormal information; if the result is normal, it directly proceeds to determine whether to continue testing.

[0090] When the train network control system determines to continue testing, it jumps back to the priority execution test node and continues to the next unfinished test. When all test items are completed and the system determines to stop testing, the train network control system will generate a self-test report, summarizing all test data and anomaly records. Then, it will display the test results and anomalies, and provide maintenance suggestions based on the system topology. Finally, the process ends and the system resources occupied by the self-test are released.

[0091] The entire process is automated and controlled across all nodes, enabling a complete self-check from triggering to closure. This ensures that every step strictly follows the preset logic, guaranteeing both the security of the self-check and improving operational efficiency.

[0092] This application also provides a control device for intelligent self-testing of trains, such as... Figure 3 As shown, the device includes: The startup module 301 is used to respond to the train self-inspection command of the train to be self-inspected and determine whether the train to be self-inspected meets the self-inspection conditions. The acquisition module 302 is used to acquire the model information and formation information of the train to be self-inspected when the train to be self-inspected meets the self-inspection conditions. The self-test module 303 is used to perform train self-testing of the train to be self-tested based on the vehicle model information and the train formation information, according to the detection priority and mutual exclusion control logic.

[0093] In one possible implementation, the startup module 301 is specifically used to detect the current operating status, onboard power parameters, network communication link connectivity, and whether there are any unreset fault alarms of the train to be self-tested through the train network control system; if the current operating status, onboard power parameters, and network communication link connectivity meet the preset safe operating benchmarks, and the train to be self-tested does not have any unreset fault alarms, it is determined that the train to be self-tested meets the self-test conditions; if any one of the current operating status, onboard power parameters, and network communication link connectivity does not meet the preset safe operating benchmarks, or the train to be self-tested has any unreset fault alarms, it is determined that the train to be self-tested does not meet the self-test conditions.

[0094] In one possible implementation, the device further includes a determining module; the determining module is used to determine the buttons and air switches in the train to be self-inspected based on the train model information, and to clarify the identification, installation location and standard status of each button and air switch; to determine the number of doors, carriage distribution and door control unit configuration of each carriage of the train to be self-inspected based on the train formation information; and to match the number of traction motors of the traction system, the deployment method of the brake control unit of the braking system and the hardware interface configuration of the driver alert function based on the train model information and the train formation information.

[0095] In one possible implementation, the self-inspection test items of the train to be self-inspected include departure preparation test, door test, traction test, braking test and driver alert function test. The self-inspection module 303 is specifically used to collect the on / off status of the buttons and the open / closed position signals of the air switch in the train to be self-inspected when the train to be self-inspected performs the departure preparation test, and compare the on / off status of the buttons and the open / closed position signals of the air switch with the corresponding standard status for diagnosis, and determine whether the train to be self-inspected passes the departure preparation test based on the comparison and diagnosis results. When the train to be self-inspected performs the door test, based on the number of doors of the train to be self-inspected, the distribution of the carriages and the configuration of the door control unit in each carriage, the opening and closing control operations of the doors are completed in sequence, and the door arrival signal fed back by the door control unit is monitored in real time. Based on the door arrival signal, it is determined whether the train to be self-inspected has passed the door test. When the train to be self-tested performs the traction test, based on the number of traction motors in the traction system, the driver controller is set to zero, the traction enable switch is closed, and the train is confirmed to be stationary is completed in sequence within a preset time. A self-test command is then sent to the traction control unit. The train to be self-tested is determined to pass the traction test based on the results fed back by the traction control unit. When the train to be self-inspected performs the braking test, based on the deployment method of the braking control unit of the braking system, the operation of applying parking brake, confirming normal brake cylinder pressure and enabling anti-skid system is completed sequentially within a preset time, and a test command is issued to the braking control unit. The result of feedback from the braking control unit determines whether the train to be self-inspected passes the braking test. When the train to be self-tested performs the driver alert function test, based on the hardware interface configuration of the driver alert function, the driver alert DO interface is controlled to perform disconnect and close actions, and the result of the execution of the driver alert DO interface is used to determine whether the train to be self-tested passes the driver alert function test.

[0096] In one possible implementation, the self-test module 303 is specifically used to set the detection priority as a preset detection priority for each test item; wherein, the preset detection priorities of each test item, from high to low, are: outbound preparation test, door test, traction test, braking test, and driver alert function test; after receiving the test completion signal of the current test item, the next test item is executed according to the preset detection priority based on the mutual exclusion control logic; wherein, the test completion signal is a status handshake signal used to indicate the completion of the current test item; the mutual exclusion control logic includes prohibiting the output of non-test braking commands of the braking system when executing the traction test, and prohibiting the triggering of the enable signal of the traction system when executing the braking test.

[0097] In one possible implementation, the device further includes a recording module, which is specifically used to record the test completion time and status parameters of the current test item if the current test item is normal. If the current test item is abnormal, maintain the safe status of the current test step in the current test item and continue the subsequent test process in the current test item. At the same time, record the abnormal information of the current test step according to the preset format, and determine the severity of the abnormality of the current test step based on the abnormal information. Specifically, if the abnormal information determines that the current test step affects the train's departure from the depot, then the current test step is determined to be a major abnormality; if the abnormal information determines that the current test step does not affect the departure from the depot but requires subsequent maintenance, then the current test step is determined to be a general abnormality.

[0098] In one possible implementation, the self-test module 303 is further configured to locate the faulty unit in the train to be self-tested based on the status data of the current test item and the system topology relationship corresponding to the vehicle model information and the train formation information when the current test item is abnormal.

[0099] This application also provides a control device. The control device may include a memory and a processor. The processor is used to execute the train intelligent self-test control method described in any of the above embodiments. The memory may be random access memory (RAM), flash memory, read-only memory (ROM), non-volatile read-only memory (EPROM), registers, hard disk, removable disk, etc.

[0100] The memory can store computer instructions. When the computer instructions stored in the memory are executed by the processor, the processor can use them to implement the control method for intelligent self-testing of the train. The memory can also store data.

[0101] In the above embodiments, implementation can be achieved, in whole or in part, through software, hardware, firmware, or any combination thereof. When implemented in software, it can be implemented, in whole or in part, as a computer program product. A computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the flow or function according to the embodiments of this application is generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via wired (e.g., coaxial cable, fiber optic, Digital Subscriber Line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) means. The computer-readable storage medium can be any available medium that a computer can access or a data storage device such as a server or data center that integrates one or more available media. The available medium can be a magnetic medium (e.g., floppy disk, hard disk, magnetic tape) or a semiconductor medium (e.g., solid-state disk (SSD)).

[0102] This application also provides a readable storage medium for storing the methods provided in the above embodiments. For example, RAM, flash memory, ROM, EPROM, registers, hard disk, removable disk, or any other form of storage medium in the art.

[0103] In the embodiments of this application, the terms "first" and "second" (if they exist) are used only as name identifiers and do not represent the order of first and second.

[0104] It should be noted that the various embodiments in this specification are described in a progressive manner, with each embodiment focusing on the differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. Regarding the methods disclosed in the embodiments, since they correspond to the product embodiments disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the description of the product embodiments.

[0105] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A control method for intelligent self-checking of a train, characterized in that, The method includes: In response to the train self-inspection command of the train to be self-inspected, determine whether the train to be self-inspected meets the self-inspection conditions; If the train to be self-inspected meets the self-inspection conditions, obtain the train model information and train formation information of the train to be self-inspected; Based on the vehicle model information and train formation information, the train self-inspection is performed according to the detection priority and mutual exclusion control logic.

2. The method according to claim 1, characterized in that, The process of determining whether the train to be self-inspected meets the self-inspection conditions includes: The train network control system detects the current operating status, on-board power parameters, network communication link connectivity, and whether there are any unreset fault alarms of the train to be tested. If the current operating status, the on-board power parameters, and the network communication link connectivity meet the preset safe operating benchmarks, and the train to be self-tested does not have any unreset fault alarms, then the train to be self-tested is determined to meet the self-test conditions. If any of the current operating status, the on-board power parameters, and the network communication link connectivity do not meet the preset safe operating benchmark, or if the train to be self-tested has an unreset fault alarm, it is determined that the train to be self-tested does not meet the self-test conditions.

3. The method according to claim 1, characterized in that, The method further includes: Based on the vehicle model information, determine the buttons and circuit breakers in the train to be self-tested, and clarify the identification, installation location, and standard status of each button and circuit breaker; Based on the train formation information, determine the number of doors, carriage distribution, and door control unit configuration of each carriage of the train to be self-inspected; Based on the vehicle model information and the train formation information, the number of traction motors in the traction system, the deployment method of the brake control unit in the braking system, and the hardware interface configuration of the driver alert function are matched.

4. The method according to claim 3, characterized in that, The self-inspection tests for the train to be inspected include departure preparation test, door test, traction test, braking test, and driver alertness function test. The train self-inspection, based on the vehicle model information and the train formation information, is performed according to the detection priority and mutual exclusion control logic, including: When the train to be self-inspected performs the outbound preparation test, the on / off status of the buttons and the open / closed position signals of the air switches in the train to be self-inspected are collected, and the on / off status of the buttons and the open / closed position signals of the air switches are compared with the corresponding standard status for diagnosis. Based on the comparison and diagnosis results, it is determined whether the train to be self-inspected passes the outbound preparation test. When the train to be self-inspected performs the door test, based on the number of doors of the train to be self-inspected, the distribution of the carriages and the configuration of the door control unit in each carriage, the opening and closing control operations of the doors are completed in sequence, and the door arrival signal fed back by the door control unit is monitored in real time. Based on the door arrival signal, it is determined whether the train to be self-inspected has passed the door test. When the train to be self-tested performs the traction test, based on the number of traction motors in the traction system, the driver controller is set to zero, the traction enable switch is closed, and the train is confirmed to be stationary is completed in sequence within a preset time. A self-test command is then sent to the traction control unit. The train to be self-tested is determined to pass the traction test based on the results fed back by the traction control unit. When the train to be self-inspected performs the braking test, based on the deployment method of the braking control unit of the braking system, the operation of applying parking brake, confirming normal brake cylinder pressure and enabling anti-skid system is completed sequentially within a preset time, and a test command is issued to the braking control unit. The result of feedback from the braking control unit determines whether the train to be self-inspected passes the braking test. When the train to be self-tested performs the driver alert function test, based on the hardware interface configuration of the driver alert function, the driver alert DO interface is controlled to perform disconnect and close actions, and the result of the execution of the driver alert DO interface is used to determine whether the train to be self-tested passes the driver alert function test.

5. The method according to claim 4, characterized in that, The process of performing a train self-inspection based on the vehicle model information and the train formation information, according to detection priority and mutual exclusion control logic, specifically includes: The detection priority is the preset detection priority of each test item; wherein, the preset detection priority of each test item from high to low is as follows: out-of-warehouse preparation test, door test, traction test, braking test and driver alert function test; After receiving the test completion signal of the current test item, the next test item is executed according to the preset detection priority based on the mutual exclusion control logic; wherein, the test completion signal is a status handshake signal used to indicate the completion of the current test item; the mutual exclusion control logic includes prohibiting the output of non-test braking commands of the braking system when executing traction test, and prohibiting the triggering of the enable signal of the traction system when executing braking test.

6. The method according to claim 4, characterized in that, The method further includes: If the current test item is normal, record the test completion time and status parameters of the current test item; If the current test item is abnormal, maintain the safe status of the current test step in the current test item and continue the subsequent test process in the current test item. At the same time, record the abnormal information of the current test step according to the preset format, and determine the severity of the abnormality of the current test step based on the abnormal information. Specifically, if the abnormal information determines that the current test step affects the train's departure from the depot, then the current test step is determined to be a major abnormality; if the abnormal information determines that the current test step does not affect the departure from the depot but requires subsequent maintenance, then the current test step is determined to be a general abnormality.

7. The method according to claim 6, characterized in that, The method further includes: When an anomaly is found in the current test item, the faulty unit in the train to be self-inspected is located based on the status data of the current test item and the system topology relationship corresponding to the vehicle type information and the train formation information.

8. A control device for intelligent self-inspection of trains, characterized in that, The device includes: The startup module is used to respond to the train self-inspection command of the train to be self-inspected and determine whether the train to be self-inspected meets the self-inspection conditions. The acquisition module is used to acquire the model information and train formation information of the train to be self-inspected when the train to be self-inspected meets the self-inspection conditions. The self-test module is used to perform train self-testing on the train to be tested based on the vehicle model information and the train formation information, according to the detection priority and mutual exclusion control logic.

9. A control device, characterized in that, It includes a processor and a memory, the memory being used to store programs, instructions, or code, and the processor being used to execute the programs, instructions, or code in the memory to complete the train intelligent self-test control method as described in any one of claims 1-7.

10. A computer-readable storage medium, characterized in that, The system contains a computer program that is loaded by a processor to execute the train intelligent self-test control method as described in any one of claims 1-7.

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