Method and system for testing automatic neutral section passing function of train

Abstract

The invention discloses a method and a system for testing an automatic neutral section passing function of a train, relates to the technical field of testing, and mainly aims to test the automatic neutral section passing function of the train and prevent the train from falling into a neutral section area. According to the main technical scheme, a rail line for simulating train running comprises a first rail and a phase separation area, the first rail is a train passing forbidding rail, and the first rail is located in front of the phase separation area in the train running direction; determining a preset neutral section passing result of normal processing of the neutral section passing function based on the pre-estimated driving permission terminal point on the neutral section area and the first track; testing the automatic neutral section passing function of the train by using the neutral section area and the first track to obtain a neutral section passing test result; and comparing the preset neutral section passing result with the test neutral section passing result, and determining a test conclusion of the automatic neutral section passing function of the train.

Description

Technical Field

[0001] The present disclosure relates to the field of testing technology, and in particular to a testing method and system for a train automatic phase separation function. Background Art

[0002] With the development of automatic train driving technology, my country has developed an automatic train operation system (Automatic Train Operation, ATO), which can control the train to run automatically and automatically stop at the station. ATO has a function called automatic phase-splitting, which is used to automatically control the train to pass through the phase-splitting area on the track. The phase-splitting area is a non-electric section on the track. The train cannot obtain electricity in the phase-splitting area. Since it cannot obtain electricity, the motor will stop running when the train passes through the phase-splitting area, and the train uses inertia to pass through the section.

[0003] During the ATO-controlled train driving process, when approaching the phase-splitting area, the train will receive a phase-splitting message, which indicates the relevant information of the phase-splitting area. At this time, the ATO will automatically determine whether to pass the phase-splitting area based on the current road conditions and the relevant information of the phase-splitting area, and based on the judgment result, control the train to pass the phase-splitting area, or stop before the phase-splitting area. If the ATO does not control the train to pass the phase-splitting area normally, there will be a risk of the train falling into the phase-splitting area. In order to avoid the train stopping in the phase-splitting area, the train's automatic phase-splitting function needs to be tested. Summary of the invention

[0004] In view of the above problems, the present disclosure proposes a method and system for testing the automatic phase-splitting function of a train, the main purpose of which is to realize the test of the phase-splitting function of a train and prevent the train from falling into the phase-splitting area.

[0005] In order to achieve the above objectives, the present disclosure mainly provides the following technical solutions:

[0006] In a first aspect, the present disclosure provides a method for testing a train automatic phase separation function, comprising:

[0007] A track line simulating train operation, the track line comprising a first track and a phase separation area, the first track being a track prohibited for trains to pass through, and the first track being located in front of the phase separation area along the running direction of the train;

[0008] Determining a preset over-phase result for normal processing of the over-phase function based on the phase separation area and the estimated driving permission end point on the first track;

[0009] Using the phase separation area and the first track to test the automatic phase separation function of the train, and obtain the test phase separation result;

[0010] The preset over-phase result and the tested over-phase result are compared to determine the test conclusion of the train automatic over-phase function.

[0011] In a second aspect, the present disclosure provides a test device for a train automatic phase separation function, the device comprising:

[0012] A simulation unit, used for simulating a track line for train operation, wherein the track line comprises a first track and a phase separation zone, wherein the first track is a track prohibited for trains to pass through, and the first track is located in front of the phase separation zone along the running direction of the train;

[0013] A first determining unit, configured to determine a preset over-phase result of normal processing of an over-phase function based on a distance between the phase separation zone and the first track;

[0014] A testing unit, used for testing the automatic phase-passing function of the train by using the phase-passing area and the first track, and obtaining a test phase-passing result;

[0015] The second determination unit is used to compare the preset over-phase result with the test over-phase result to determine the test conclusion of the train automatic over-phase function.

[0016] On the other hand, the present disclosure also provides a storage medium, which is used to store a computer program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the test method for the automatic phase-shifting function of the train in the above-mentioned first aspect.

[0017] On the other hand, the present disclosure also provides an electronic device, comprising at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other via the bus; and the processor is used to call program instructions in the memory to execute the test method for the automatic phase-shifting function of a train as described in the first aspect above.

[0018] By means of the above technical scheme, the present disclosure provides a test method and system for the automatic phase-over function of a train, which can realize the test of the train's phase-over function and prevent the train from falling into the phase-over area. The present disclosure simulates the track line on which the train runs, simulates the phase-over area on the track line, determines the first track in front of the phase-over area, and sets it as a prohibited track. The embodiment of the present disclosure simulates the scenario in which the ATO needs to determine whether to pass through the phase-over area. In this test scenario, the automatic phase-over function of the train is tested, the train operation process is monitored, and the test phase-over result is obtained. The preset phase-over result and the test phase-over result are compared to determine the test conclusion of the train's automatic phase-over function. The present disclosure realizes the test of the train's automatic phase-over function and prevents the train from falling into the phase-over area.

[0019] The above description is only an overview of the technical solution of the present disclosure. In order to more clearly understand the technical means of the present disclosure, it can be implemented according to the contents of the specification. In order to make the above and other purposes, features and advantages of the present disclosure more obvious and easy to understand, the specific implementation methods of the present disclosure are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present disclosure. Also, the same reference symbols are used throughout the accompanying drawings to represent the same components. In the accompanying drawings:

[0021] Figure 1 A schematic diagram of a test system for an automatic phase separation function of a train proposed in an embodiment of the present disclosure is shown;

[0022] Figure 2 A flow chart of a method for testing a train automatic phase separation function proposed in an embodiment of the present disclosure is shown;

[0023] Figure 3 A schematic diagram of parking when receiving an excessive phase separation message in an automatic mode proposed by an embodiment of the present disclosure is shown;

[0024] Figure 4 A flow chart of testing the automatic phase-splitting function of a train by using the phase-splitting area and the first track proposed in an embodiment of the present disclosure is shown;

[0025] Figure 5 A test flow chart of a city rail system when an over-phase message is received in an automatic mode is shown in an embodiment of the present disclosure;

[0026] Figure 6 A parking principle diagram of scenario 5 proposed in an embodiment of the present disclosure is shown;

[0027] Figure 7 A schematic diagram of another test device for the automatic phase-shifting function of a train proposed in an embodiment of the present disclosure is shown. DETAILED DESCRIPTION

[0028] The exemplary embodiments of the present disclosure will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present disclosure are shown in the accompanying drawings, it should be understood that the present disclosure can be implemented in various forms and should not be limited by the embodiments set forth herein. On the contrary, these embodiments are provided to enable a more thorough understanding of the present disclosure and to fully convey the scope of the present disclosure to those skilled in the art.

[0029] With the development of train automatic driving technology, my country has developed ATO, which is located in the on-board equipment of the train. It can automatically control the train operation according to the operation plan information, vehicle control strategy, and the station-to-station data provided by the Temporary Speed ​​Restriction Server (TSRS) without the need for driver intervention. Usually, before ATO controls the train operation, the driver needs to switch the train operation mode to automatic mode (Automatic Mode, AM). There are many operating modes of trains, such as standby mode, partial mode, full mode, automatic mode, etc. The train can only be switched to automatic mode in full mode. When the train is in full mode, the on-board equipment of the train will use the basic data such as the received train data, driving permit and line data to generate the Most Restrictive Speed ​​Profile (MRSP), and display the curve on the human-machine interface unit (same as Driver-Machine Interface, DMI). The MRSP can also display the end of the driving permit (End of movement Authority, EOA). After the driver observes the MRSP curve on the DMI, he can switch the operation mode from full mode to automatic mode. In automatic mode, ATO will control the train operation instead of the driver.

[0030] When a train is running between stations and is close to a phase separation zone, it will receive a phase-excess message sent by the transponder. If the train is in automatic mode, the ATO will use the phase-excess message and EOA to automatically determine whether it can pass through the phase separation zone. If it is determined that it can pass, the train will be automatically controlled to pass through the phase separation zone. If it is determined that it cannot pass, the train will be automatically controlled to stop in front of the phase separation zone. Currently, there is no relevant test method for testing whether a train can operate normally when receiving a phase-excess message in automatic mode. In order to avoid the train stopping in the phase separation zone, the present disclosure provides a test system for the automatic phase-excess function of a train, such as Figure 1 As shown in the figure, the test system includes on-board equipment, DMI, judicial recording unit, TSRS, train simulation platform (PXI, Train Simulator Plant form), and trackside simulation equipment. Among them, on-board equipment, DMI, and judicial recording unit are real equipment, and TSRS, PXI, and trackside are simulation equipment.

[0031] The on-board equipment is the core processing unit of the train, ensuring the safe operation of the train. DMI is the display and operating system of the on-board equipment, which can display information such as train speed, distance, working status and line conditions according to the commands of the on-board equipment. The judicial recording unit is used to record the working status of the on-board equipment and various input and output information. TSRS is a ground device that issues control commands such as operation plans to the on-board equipment. PXI is a train simulation platform. Testers operate on PXI to control the acceleration, deceleration and parking of the train. The trackside simulation equipment simulates the track line on which the train runs, and also simulates the transponders installed at intervals on the track line, as well as the track circuit. The transponder can send a transponder message to the on-board equipment. The transponder message can include the line data of the track line, over-phase messages, etc. The track circuit can send the track circuit code to the on-board equipment.

[0032] In the test system of the disclosed embodiment, when the on-board equipment receives the line data in the transponder message and the track circuit code sent by the track circuit, it will calculate the MRSP curve and display it on the DMI. The horizontal axis of the MRSP curve is the distance, and the vertical axis is the allowed speed of the train. During the operation of the train, the on-board equipment will also receive a transponder message containing an over-phase message. When receiving the message, the over-phase icon will be displayed on the DMI and a voice prompt will be given to inform the test personnel in advance that there is an over-phase ahead. The transponder message provides the train with fixed and variable information on the ground, and is the basis for controlling the operation of the train.

[0033] Corresponding to the above-mentioned test system for the automatic phase-passing function of a train, the present disclosure provides a test method for the automatic phase-passing function of a train, so as to implement the test of the automatic phase-passing function of a train. The specific implementation steps of the embodiment of the present disclosure are as follows: Figure 2 As shown, including:

[0034] 101. A track line for simulating train operation, the track line comprising a first track and a phase separation area.

[0035] Among them, the first track is a track where trains are prohibited from passing, and the first track is located in front of the phase separation area along the direction of train operation.

[0036] In this step, the track line on which the train runs is simulated using the trackside simulation equipment, a phase separation area is simulated on the track line, and the first track is determined in front of the phase separation area along the train running direction. The track corresponding to the phase separation area may be adjacent to the first track or not. The track circuit code of the first track is set to HU code, and the train will gradually decelerate after entering the first track and stop on the first track.

[0037] In one achievable manner, Figure 3As shown, tracks G1 to G7 are simulated in the trackside simulation equipment, a phase separation area is set on G5, G6 is determined as the first track, and the track circuit codes on G1 to G7 are set to L3, L2, L, LU, U, HU, and L5 respectively.

[0038] 102. Based on the phase separation area and the estimated driving permission end point on the first track, determine the preset over-phase result of normal processing of the over-phase function.

[0039] The estimated stopping position of the train in the first track when the track circuit code of the estimated driving permission end point is HU code. The preset over-phase result is the theoretical over-phase result under the corresponding test scenario.

[0040] In this step, the estimated first position when passing through the phase separation zone can be determined according to the relevant information of the phase separation zone, and the estimated first position is the estimated position of the train when safely passing through the phase separation zone. The estimated first position is compared with the estimated driving permission end point. If the estimated first position is greater than or equal to the estimated driving permission end point, the preset over-phase result of normal processing of the over-phase function can be stopping before the phase separation zone. If the estimated first position is less than the estimated driving permission end point, the preset over-phase result can be passing through the phase separation zone.

[0041] 103. Use the phase separation area and the first track to test the train's automatic phase separation function and obtain the test phase separation result.

[0042] In this step, the trackside simulation device can send line data and multiple track circuit codes to the onboard device. The multiple track circuit codes include at least the track circuit code of the first track. After receiving the line data and multiple track circuit codes, the onboard device calculates the MRSP curve and displays it on the DMI. The end point of the MRSP curve is the target driving permission end point. After the DMI displays the MRSP curve, the trackside simulation device is used to send an over-phase message to the onboard device. The ATO in the onboard device uses the over-phase message to determine the first position after the over-phase area. The first position corresponds to the estimated first position, such as Figure 3 The point P in the figure is shown. Based on the first position and the target driving permission end point, the automatic phase-passing function of the train is tested to obtain the phase-passing test result.

[0043] 104. Compare the preset over-phase result with the test over-phase result to determine the test conclusion of the train's automatic over-phase function.

[0044] In this step, the preset over-phase result and the tested over-phase result are compared. If they are consistent, it is determined that the automatic over-phase function of the train is normal. If they are inconsistent, it is determined that the automatic over-phase function of the train is abnormal.

[0045] The present disclosure simulates a track line for train operation, simulates a phase separation zone on the track line, determines a first track in front of the phase separation zone, and sets it as a prohibited track. The present disclosure embodiment simulates a scenario in which the ATO needs to determine whether to pass through the phase separation zone. In this test scenario, the train's automatic phase-passing function is tested, the train operation process is monitored, and the test phase-passing result is obtained. The preset phase-passing result and the test phase-passing result are compared to determine the test conclusion of the train's automatic phase-passing function. The present disclosure implements the test of the train's automatic phase-passing function, avoiding the risk of the train stopping in the phase separation zone during actual operation.

[0046] In order to explain in detail the steps of simulating the track line in the above embodiment, the present disclosure provides the following specific implementation steps:

[0047] Step 1: Use the trackside simulation equipment to simulate a track line on which a train is running, determine the train running direction of the track line, set a phase separation area on the track line, and set a first track in front of the phase separation area along the train running direction.

[0048] Step 2: Set the track circuit code of the first track on the track line to red and yellow code.

[0049] Among them, the red and yellow code (HU code) is used to indicate that trains are prohibited from passing through the first track.

[0050] Specifically, the track simulation device sets track circuit codes for a plurality of consecutive tracks including the phase separation area and the first track, but only sets the HU code for the first track.

[0051] Step three: multiple transponders are arranged on the track line, wherein the multiple transponders include a first transponder and a second transponder.

[0052] Among them, the first transponder is used to send line data, and the line data is used to indicate the relevant status of the track line ahead. After the on-board equipment receives the line data, the train automatically changes the operating mode from partial mode to full mode. The second transponder is used to send relevant information of the phase-separated area. Exemplarily, the transponder message sent by the second transponder includes an ETCS-68 package, and the ETCS-68 package carries an over-phase message, which indicates the relevant information of the corresponding phase-separated area. Along the running direction of the train, the second transponder is located in front of the first transponder and behind the phase-separated area.

[0053] In the process of simulating the track line using the trackside simulation equipment, various parameters need to be set, such as the length of the first track, the length of the phase separation zone in the over-phase message, etc. Different parameter settings will result in different test scenarios, and then generate corresponding preset over-phase results. On the basis of the above embodiments, the present disclosure also provides specific implementation steps for how to obtain the preset over-phase results, and describes in detail the preset over-phase results corresponding to each test scenario.

[0054] In one achievable manner, the specific steps of determining a preset over-phase result of normal processing of the over-phase function are as follows:

[0055] Step 1: Calculate and obtain an estimated first position using the end point of the phase separation zone, the train length, and the first fixed distance.

[0056] The estimated first position is the estimated position of the train when it passes through the phase separation zone safely. The end point of the phase separation zone is the boundary position closer to the first track among the two boundary positions of the phase separation zone. The first fixed distance is the safe distance between the end point of the phase separation zone and the rear of the train when the train passes through the phase separation zone. The first fixed distance can be configured according to actual needs.

[0057] In this step, the end point of the phase separation zone is taken as the starting point, and the length of the train length + the first fixed distance is extended along the running direction of the train, and the obtained position is the estimated first position.

[0058] It should be noted that the end point of the phase separation zone in the present disclosure can also be configured as needed, so as to change the positional relationship between the estimated first position and the estimated driving permission end point, thereby obtaining different preset over-phase results.

[0059] Step 2: Determine the estimated end point of the driving permit on the first track.

[0060] Among them, the estimated end point of the driving permit is the estimated parking position of the train on the red and yellow coded track.

[0061] In this step, the estimated driving permission end point is calculated using the first track length and the interval allowed speed estimate.

[0062] Step 3: Based on the positional relationship between the estimated first position and the estimated driving permission end point, a preset over-phase result for normal processing of the over-phase function is determined.

[0063] Usually, if Figure 3 As shown, in the process of controlling the phase-splitting area, ATO will determine the positional relationship between the end point EOA of the driving permission and the first position P. If EOA>P, the train will be controlled to pass through the phase-splitting area. If EOA≤P, ATO will determine the safe parking position before the phase-splitting area, that is, the second position P1, based on the starting point D of the phase-splitting area and the second fixed distance L2. And ATO will also calculate the braking distance M based on the current speed. After knowing P1 and M, ATO will compare the distance between the second transponder that sends the phase-splitting message and P1 with M. If it is greater than, ATO will control the train to run at a constant speed for a distance, and then gradually slow down and stop to the P1 position. If it is less than or equal to, ATO will make an emergency stop at the P1 position, or stop before the phase-splitting area by passing the P1 position.

[0064] It should be noted that, since the train receives the over-phase message and determines whether it has passed the over-phase area when passing the second balise, the distance between the second balise and P1 mentioned above is the distance between the train and P1.

[0065] In this step, based on the different positional relationship between the estimated first position and the estimated driving permission end point, it is determined whether the train passes through the phase separation area. If the train does not pass through the phase separation area, the estimated second position is used to determine the corresponding Figure 3 P1 in determines whether to make an emergency stop and the parking position. The estimated second position is the estimated safe parking position of the train before the phase separation area. The disclosed embodiment generates different test scenarios according to different situations, and each test scenario corresponds to a preset over-phase result processed normally by the over-phase function.

[0066] The preset over-phase results can be as follows:

[0067] (1) When the estimated end point of the driving permission is greater than the estimated first position, the ATO controls the train to pass through the phase separation area.

[0068] (2) When the estimated end point of the driving permission is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is greater than the estimated braking distance, the ATO controls the train to run at a constant speed and then decelerates and stops at the estimated second position.

[0069] (3) When the estimated end point of the driving permission is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is less than or equal to the estimated braking distance, the ATO controls the train to perform emergency braking so that the train stops at the estimated second position, or passes the estimated second position and stops before the phase separation zone.

[0070] (4) When the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed by updating the MRSP curve. If the updated estimated driving permission end point is still less than or equal to the estimated first position, the ATO controls the train to stop.

[0071] (5) When the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed by updating the MRSP curve so that the updated estimated driving permission end point is greater than the estimated first position, and the ATO controls the train to pass through the phase separation area.

[0072] (6) When the estimated driving permission end point is less than or equal to the estimated first position, the phase separation zone position is changed by receiving a new phase separation message to update the estimated first position. When the estimated driving permission end point is still less than or equal to the updated estimated first position, the ATO controls the train to stop.

[0073] (7) When the estimated driving permission end point is less than or equal to the estimated first position, the phase separation zone position is changed so that the estimated driving permission end point is greater than the updated estimated first position, and the ATO controls the train to pass through the phase separation zone.

[0074] It should be noted that the new over-phase message in the above-mentioned preset over-phase result (6) is an over-phase message sent by the transponder in front of the second transponder. The transponder is installed between the second transponder and the phase separation zone. The transponder sends another over-phase message related to the above-mentioned phase separation zone. The phase separation zone related information indicated by the phase separation zone message is different from the previously received information. The disclosed embodiment will use the new over-phase message to test whether the over-phase function of the ATO can judge again whether to pass the phase separation zone based on the new over-phase message. The disclosed embodiment uses the new over-phase message to accurately test the over-phase function.

[0075] The disclosed embodiment not only updates the phase separation zone position, but also updates the MRSP curve. By updating the test scenario of the MRSP curve, it is tested whether the ATO can again determine whether the train stops before the phase separation zone or passes through the phase separation zone after the estimated driving permission end position is changed. The disclosed embodiment further improves the accuracy of the test by changing the estimated driving permission end position.

[0076] At the same time, the embodiment of the present disclosure designs different test scenarios based on the first position and EOA, and the diversified test scenarios conduct a comprehensive test on the train's over-phase function.

[0077] Based on the above preset phase separation results and the simulated track line, the following describes in detail the specific steps of testing the automatic phase separation function of the train using the phase separation area and the first track to obtain the test phase separation results:

[0078] 201. Adding cars to the rail line.

[0079] In this step, a train is added to the simulated track line, and by clicking the "Start" button on the DMI, the vehicle enters the partial mode so that the train can run on the track line.

[0080] 202. Send the line data to the train, so that the train operation mode is changed to the full mode.

[0081] In this step, the trackside simulation equipment sends line data to the onboard equipment, and the line data is used to convert the train from partial mode to full mode.

[0082] 203. When the train is in full mode, after receiving the track circuit code, the human-machine interface unit is monitored to see whether the target driving permission end point is displayed.

[0083] The target driving permission endpoint is generated based on the line data and the track circuit code.

[0084] In this step, the first transponder in the trackside simulation device is used to send line data to the on-board device. The line data is used to change the train operation mode from partial mode to full mode. After the on-board device receives the line data and the track circuit code of the first track, the tester can monitor whether the MRSP curve is displayed on the DMI, as well as the target EOA on the MRSP curve.

[0085] It should be noted that the embodiment of the present application does not limit the order in which the trackside simulation device sends the line data and the track circuit code. After both are received by the on-board device, the MRSP curve will be generated.

[0086] 204. If yes, based on the over-phase message sent by the second balise and the target driving permission endpoint, the train automatic over-phase function is tested to obtain the over-phase test result.

[0087] The over-phase message is used to indicate the relevant information of the phase separation area.

[0088] In this step, when the tester monitors that the target EOA on the first track is displayed on the DMI, the train automatic phase separation function will be tested based on the phase separation message sent by the second transponder and the target driving permission end point to obtain the phase separation test result. If the MRSP curve on the DMI is not monitored, return to step 201.

[0089] When the train is in full mode, the traction brake handle on the PXI can be turned to the middle position to meet the conditions for the train to enter automatic mode. At this time, the ATO indicator on the PXI flashes, and the tester can click the ATO button on the PXI to switch the train to automatic mode. After the train is switched to automatic mode, ATO will control the train to travel on the track. When the train is in automatic mode, the second balise sends an over-phase message to the on-board equipment. Based on the over-phase message and the target EOA, the train's automatic over-phase function is tested to obtain the over-phase test result.

[0090] Corresponding to the above-mentioned preset over-phase results, the following describes in detail how to use the over-phase message and target EOA to test the automatic over-phase function of the train and obtain the test over-phase result.

[0091] Corresponding preset over-phase result (1):

[0092] The train is in automatic mode, monitoring whether the train passes through the phase separation area and obtaining the test result of phase separation.

[0093] Corresponding preset over-phase result (2):

[0094] The train is in automatic mode. After monitoring whether the train is controlled to run at a constant speed, it slows down and stops at the preset second position to obtain the test over-phase result.

[0095] Corresponding to the preset over-phase result (3):

[0096] When the train is in automatic mode, monitor whether the train stops at the preset second position after emergency braking, or stops before the phase separation area beyond the preset second position to obtain the test result of phase separation.

[0097] Corresponding to the preset over-phase result (4):

[0098] The train is in automatic mode. When it is detected that the ATO controls the train to slow down, the track circuit code of the first track is changed on the trackside simulation equipment, and the MRSP curve on the DMI is monitored to see whether it is updated, and whether the ATO controls the train to stop, so as to obtain the test over-phase result.

[0099] Corresponding to the preset over-phase result (5):

[0100] The train is in automatic mode. When it is detected that the ATO controls the train to decelerate, the track circuit code of the first track is changed on the trackside simulation equipment, and the MRSP curve on the DMI is monitored to see whether it is updated, and whether the ATO controls the train to pass through the phase separation area, thereby obtaining the test over-phase result.

[0101] Corresponding to the preset over-phase result (6):

[0102] The train is in automatic mode. When the ATO is detected to control the train to slow down, the trackside simulation equipment is used to send a new over-phase message to the on-board equipment to monitor whether the ATO controls the train to stop and obtain the test over-phase result.

[0103] Corresponding to the preset over-phase result (7):

[0104] The train is in automatic mode. When the ATO is detected to control the train to slow down, the trackside simulation equipment is used to send a new over-phase message to the on-board equipment to monitor whether the ATO controls the train to pass through the phase separation area and obtain the test over-phase result.

[0105] The above embodiment is a test of the train's over-phase function when the train is in automatic mode and receives an over-phase message. In order to test the train's over-phase function more accurately, the embodiment of the present disclosure also tests the train in full mode and receives an over-phase message. The specific preset over-phase results of the train receiving an over-phase message in full mode are as follows:

[0106] Preset result (8): When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and ATO keeps the train stationary.

[0107] Preset result (9): When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and the train automatic control system keeps the train stationary; when the train is stationary, the track circuit code of the first track is changed to update the estimated driving permission end point, so that when the updated estimated driving permission end point is greater than the estimated first position, the ATO controls the train to pass through the phase separation area.

[0108] Corresponding to the above-mentioned preset over-phase results (8) and (9), the following describes in detail how to use the over-phase message and the target EOA to test the automatic over-phase function of the train and obtain the test over-phase result.

[0109] Corresponding to the preset over-phase result (8):

[0110] Step 1: When the train is in full mode, the tester manually controls the train to stop before the phase separation area when it is determined that the target EOA is less than or equal to the estimated first position.

[0111] Step 2: When the train is stationary, set the traction brake handle on the PXI to zero position, and press the ATO button on the PXI to switch the train from full mode to automatic mode.

[0112] Step 3: Monitor whether the train remains stationary in order to obtain the test over-phase result.

[0113] Corresponding to the preset over-phase result (9):

[0114] Step 1: When the train is in full mode, the tester manually controls the train to stop before the phase separation area when it is determined that the target EOA is less than or equal to the estimated first position.

[0115] Step 2: When the train is stationary, set the traction brake handle on the PXI to zero position, and press the ATO button on the PXI to switch the train from full mode to automatic mode.

[0116] Step 3: When the train is in automatic mode, modify the track circuit code of the first track on the trackside simulation device and monitor whether the MRSP and target EOA on the DMI are updated. After monitoring that both are updated, the tester presses the ATO button on the PXI to monitor whether the train runs automatically in automatic mode and passes through the phase separation area to obtain the test over-phase result.

[0117] In the full mode, the disclosed embodiment receives the phase separation message, so that the manually controlled train stops before the phase separation area. In the stopped state, the train operation mode is switched to the automatic mode to test whether the ATO can automatically determine whether the train passes through the phase separation area when the train is in the stopped state, thereby avoiding the risk of the train starting and falling into the phase separation area after switching to the automatic mode in the stopped state. In addition, the disclosed embodiment expands the test scenario to the full mode, ensuring the breadth and width of the test range.

[0118] In order to further explain in detail a test method for the automatic phase separation function of a train proposed in the present disclosure, the present disclosure proposes an embodiment of a test method when a phase separation message is received in an automatic mode of an urban rail system. The specific implementation steps of the embodiment of the present disclosure are as follows: Figure 5 As shown, including:

[0119] (1) Build a test environment according to the structure of the urban rail system, and set the track circuit codes on the G1 to G7 sections on the trackside simulation equipment to L3, L2, L, LU, U, HU, and L5, such as Figure 3 shown.

[0120] (2) When adding a vehicle at the station, the vehicle enters standby mode after a successful self-test. Click the start button on the DMI to enter partial mode.

[0121] (3) After the train obtains the current position information and the line data that meets the mode conversion conditions through the exit transponder, it switches to full mode control of the train operation. At the same time, the MRSP curve is displayed on the DMI, and the EOA point is on the G6 track where the HU code section is located.

[0122] (4) Move the traction brake handle on the PXI to the middle position to meet the conditions for switching to automatic mode. At this time, the ATO indicator light on the PXI flashes. The tester clicks the ATO button on the PXI and the train switches to automatic mode.

[0123] (5) Scenario 1: In automatic mode, the train passes through the balise and receives the over-phase message ETCS-68 packet. When the onboard equipment determines that EOA>P, if the ATO controls the train to pass through the over-phase area, the test succeeds; otherwise, the test fails.

[0124] (6) Scenario 2: In automatic mode, the train receives the over-phase message ETCS-68 packet after passing the balise. When the vehicle determines that EOA≤P and D>L2+M, if the ATO controls the train to run at a constant speed for a distance and then stop at P1, the test is successful, otherwise the test fails. It should be noted that D is the distance between the second balise and the over-phase area.

[0125] (7) Scenario 3: In automatic mode, the train receives the over-phase message ETCS-68 package after the balise. When the train determines that EOA ≤ P, D ≤ L2 + M, if the ATO immediately outputs the brake to stop the train, and the stopping point is at or beyond P1, the test is successful; otherwise, the test fails.

[0126] (8) Scenario 4: In automatic mode, the train receives the over-phase message ETCS-68 packet after passing the balise. The train determines that EOA≤P and updates the MRSP curve during ATO control. After the update, EOA≤P. If ATO can control the train to stop, the test is successful, otherwise the test fails.

[0127] (9) Scenario 5: In automatic mode, the train receives the phase separation message ETCS-68 packet after passing the balise. The train determines that EOA ≤ P and updates the MRSP curve during the ATO control process. After the update, EOA>P. If the ATO controls the train to pass through the phase separation area, the test succeeds; otherwise, the test fails.

[0128] (10) Scenario 6: In automatic mode, the train receives the over-phase message ETCS-68 package after passing the balise. The vehicle determines that EOA≤P and updates the over-phase area during ATO control. After the update, EOA≤P. If ATO can control the train to stop, the test is successful, otherwise the test fails.

[0129] (11) Scenario 7: In automatic mode, the train receives the ETCS-68 packet of the over-phase message after passing the balise. The train determines that EOA ≤ P and updates the over-phase area during ATO control. After the update, EOA>P. If the ATO controls the train to pass through the over-phase area, the test succeeds; otherwise, the test fails.

[0130] (12) Scenario 8: In full mode, the ETCS-68 packet is received via the balise. At this time, EOA ≤ P. The tester manually controls the train to stop in front of the phase separation area and sets the current conditions to switch to automatic mode. The ATO indicator flashes. When the tester presses the ATO button, if the train switches to automatic mode but remains stationary, the test is successful and continues to step (13). Otherwise, the test fails.

[0131] (13) Change the MRSP curve in the automatic mode so that EOA>P. The tester presses the ATO button. If the train starts to run automatically in the automatic mode and passes through the phase separation area, the test is successful; otherwise, the test fails.

[0132] (14) Verify whether all the situations from (5) to (13) have been traversed. If so, the test of receiving the over-phase message in the automatic mode of the urban rail transit is completed. Otherwise, continue to execute the untested steps.

[0133] It should be noted that Figure 5The i in the scene is the scene number, and scenes 1, 5, and 7 correspond to Figure 5 The ATO controls the train through the phase separation step. Figure 5 The step of setting EOA>P corresponds to step 13, that is, the train updates the MRSP curve in the automatic mode, so that under the condition of EOA>P, it switches to the automatic mode again to test whether the ATO can control the train to pass through the phase separation area.

[0134] For the purpose of specific description, the test scenarios in the embodiment of the test method when an over-phase message is received in the automatic mode of the urban rail system are described below using scenarios 2 and 5 as examples:

[0135] Scenario 2: If EOA≤P, D>L2+M, then ATO controls the train to run at a constant speed for a distance and then stop at P1. The test plan is as follows:

[0136] (1) Place line data containing balise information in the trackside software, prepare TSRS, PXI and judicial recording units, burn DMI, and build the urban rail system. The outbound balise contains all line data for the full mode (assuming the permissible speed after the full mode is V, and the braking distance for the train to decelerate from speed V to stop is M). The balise near the phase separation area contains the ETCS-68 packet of the over-phase message, where the distance from the starting point of the over-phase to the balise is D>L2+M. When the train reaches the balise, it will receive the ETCS-68 packet.

[0137] (2) Set the track circuit codes on the G1 to G7 section on the trackside to L3, L2, L, LU, U, HU, and L5, add a car in the station, and enter the standby mode after the on-board power-on self-test is successful. Click the start button on the DMI to enter the partial mode.

[0138] (3) After the train obtains the complete line data required for switching to the full mode through the exit transponder, it switches to the full mode to control the train operation. At the same time, the MRSP curve is displayed on the DMI. The end point of the MRSP curve is the EOA point, which is in the track section where the HU code is located.

[0139] (4) Set the traction brake handle on the PXI to zero position, meet the conditions for switching to automatic mode, the ATO indicator on the PXI flashes, the tester presses the ATO button, the train switches to automatic mode, and the ATO automatically controls the train operation without the need for the tester to operate.

[0140] (5) When the train passes through the balise adjacent to the phase separation zone, it receives a phase separation message. The ATO determines that the EOA point is smaller than the point P, which is “the end point of the phase separation zone + the length of the train + the fixed distance L1”. The distance D between the starting point of the phase separation and the balise is greater than L2+M. If the ATO controls the train to run at a constant speed for a certain distance and then stop at P1, the test is successful. Otherwise, the test fails.

[0141] Scenario 5: If: EOA≤P, the MRSP curve is updated during the ATO train control process, and after the update, EOA>P, then the ATO controls the train to pass through the phase separation area. The test plan is as follows:

[0142] (1) Put the line data containing the balise information into the trackside software, prepare the TSRS, PXI and judicial recording unit, burn the DMI, and build the urban rail system. The outbound balise contains all the line data converted to full mode, and the balise near the phase separation area contains the ETCS-68 packet of the over-phase message.

[0143] (2) Set the track circuit codes on the G1 to G7 sections on the trackside to L3, L2, L, LU, U, HU, and L5, add a car in the station, and enter the standby mode after the on-board power-on self-test is successful. Click the start button on the DMI to enter the partial mode;

[0144] (3) After the train obtains the complete line data required for switching to full mode through the exit balise, it switches to full mode to control the train operation, such as Figure 6 As shown, the MRSP curve is displayed on the DMI at the same time. The end point of the MRSP curve is the EOA1 point, and the EOA1 point is in the track section where the HU code is located.

[0145] (4) Set the traction brake handle on the PXI to zero position, meet the conditions for switching to automatic mode, the ATO indicator on the PXI flashes, the tester presses the ATO button, the train switches to automatic mode, and the ATO automatically controls the train operation without the need for the tester to operate.

[0146] (5) When the train passes through the adjacent phase separation area, the balise receives the phase separation message. The ATO determines that the EOA1 point is smaller than the point P, which is the point of "phase separation area end point + vehicle length + fixed distance L1". The ATO will control the train to stop.

[0147] (6) Before the train stops, update the track circuit code sequence on the trackside, such as Figure 6 As shown, the track circuit codes on the G1 to G7 section are set to L4, L3, L2, L, LU, U, HU. The vehicle recalculates the MRSP curve according to the track circuit code. The EOA2 point of the updated MRSP curve is greater than "the end of the phase separation area + the vehicle length + the fixed distance L1". If the ATO controls the train to pass through the phase separation area, the test is successful, otherwise the test fails.

[0148] The disclosed embodiment can test scenarios 1 to 8 in sequence in the above manner. If all tests are successful, it means that the urban rail system can correctly handle the over-phase message. However, if any test step fails, it means that the function of the automatic mode of the urban rail system to handle the over-phase message is defective, and the tester is required to record the problem and feed it back to the R&D personnel.

[0149] Furthermore, as a response to the above Figure 1-6 The implementation of the method embodiment shown in the figure, the embodiment of the present disclosure provides a test device for the automatic phase-passing function of the train, which implements the test of the automatic phase-passing function of the train and prevents the train from falling into the phase-passing area. The embodiment of the device corresponds to the aforementioned method embodiment. For ease of reading, this embodiment will no longer repeat the details of the aforementioned method embodiment one by one, but it should be clear that the system in this embodiment can correspond to all the contents of the aforementioned method embodiment. Specifically, Figure 7 As shown, the device comprises:

[0150] A simulation unit 31 is used to simulate a track line for train operation, wherein the track line includes a first track and a phase separation zone, wherein the first track is a track prohibited for trains to pass through, and the first track is located in front of the phase separation zone along the running direction of the train;

[0151] A first determining unit 32 is used to determine a preset over-phase result of normal processing of the over-phase function based on the distance between the phase separation area and the first track determined by the first determining unit 31;

[0152] The testing unit 33 is used to test the automatic phase-passing function of the train by using the phase-passing area and the first track determined by the first determining unit 31, and obtain a test phase-passing result;

[0153] The second determination unit 34 is used to compare the preset over-phase result determined by the first determination unit 32 with the test over-phase result obtained by the test unit 33 to determine the test conclusion of the train automatic over-phase function.

[0154] Furthermore, the simulation unit 31 is specifically used for:

[0155] Setting the track circuit code of the first track on the track line to a red-yellow code, wherein the red-yellow code is used to indicate that trains are prohibited from passing through the first track;

[0156] A first balise and a second balise are arranged on the track line. The first balise is used to send line data, and the second balise is used to send relevant information of the phase zone. The second balise is located in front of the first balise and behind the phase zone along the running direction of the train.

[0157] Further, the first determining unit 32 is specifically configured to:

[0158] An estimated first position is calculated using the end point of the phase separation zone, the train length, and the first fixed distance, wherein the estimated first position is the estimated position of the train when it safely passes through the phase separation zone;

[0159] Determine the estimated end point of the driving permit on the first track;

[0160] Based on the positional relationship between the estimated first position and the estimated driving permission endpoint, a preset over-phasing result for normal processing of the over-phasing function is determined.

[0161] Furthermore, the testing unit 33 is specifically used for:

[0162] Adding a train to the track line so that the train runs on the track line;

[0163] Sending the line data to the train so that the train operation mode is changed to a full mode;

[0164] The train is in full mode, after receiving the track circuit code, monitoring whether the human-machine interface unit displays a target driving permission end point, the target driving permission end point being generated based on the line data and the track circuit code;

[0165] If so, based on the over-phase message sent by the second transponder and the target driving permission endpoint, the train's automatic over-phase function is tested to obtain a test over-phase result, and the over-phase message is used to indicate relevant information of the phase zone.

[0166] Furthermore, the testing unit 33 is also specifically used for:

[0167] The preset result is that when the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed so that the updated estimated driving permission end point is greater than the estimated first position, when the train automatic operation system controls the train to pass through the phase separation area,

[0168] Convert the train from full mode to automatic mode;

[0169] The train is in automatic mode, the second balise sends an over-phase message to the train;

[0170] When the train deceleration is detected, the track circuit code is updated to update the target driving permission end point so that the updated target driving permission end point is greater than the estimated first position;

[0171] Monitor whether the train passes through the phase separation area and obtain the test result of phase separation.

[0172] Furthermore, the preset over-phase result includes:

[0173] The preset over-phase results include:

[0174] When the estimated driving permission end point is greater than the estimated first position, the automatic train operation system controls the train to pass through the phase separation area;

[0175] and / or,

[0176] When the estimated driving permission end point is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is greater than the estimated braking distance, the train automatic operation system controls the train to run at a constant speed, and then decelerates and stops at the estimated second position, wherein the estimated second position is an estimated safe parking position of the train before the phase separation area;

[0177] and / or,

[0178] When the estimated driving permission end point is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is less than or equal to the estimated braking distance, the train automatic operation system controls the train to perform emergency braking, so that the train stops at the estimated second position, or stops before the phase separation zone beyond the estimated second position;

[0179] and / or,

[0180] When the estimated driving permission end point is less than or equal to the estimated first position, the phase separation zone position is changed so that when the estimated driving permission end point is greater than the updated estimated first position, the train automatic operation system controls the train to pass through the phase separation zone;

[0181] and / or,

[0182] When the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed so that the updated estimated driving permission end point is greater than the estimated first position, and the train automatic operation system controls the train to pass through the phase separation area.

[0183] Furthermore, the preset over-phase result also includes:

[0184] When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and the train automatic control system keeps the train stationary;

[0185] and / or,

[0186] When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and the train automatic control system keeps the train stationary; when the train is in a stationary state, the track circuit code of the first track is changed to update the estimated driving permission end point, so that when the updated estimated driving permission end point is greater than the estimated first position, the train automatic control system controls the train to pass through the phase separation area.

[0187] Furthermore, the embodiment of the present disclosure also provides a processor, the processor is used to run a program, wherein the program executes the above Figure 1-6 The test method for the train automatic phase separation function described in.

[0188] Furthermore, the embodiment of the present disclosure also provides a storage medium, wherein the storage medium is used to store a computer program, wherein when the computer program is running, the device where the storage medium is located is controlled to execute the above Figure 1-6 The test method for the train automatic phase separation function described in.

[0189] Furthermore, the present disclosure also provides a computer program product, which, when executed on a data processing device, is suitable for executing a program that initializes the test method steps of the train automatic phase-shifting function as described above.

[0190] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0191] It is understandable that the related features in the above methods and systems can be referenced to each other. In addition, the "first", "second" and the like in the above embodiments are used to distinguish the embodiments, and do not represent the advantages and disadvantages of the embodiments.

[0192] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working processes of the above-described systems, systems and units can refer to the corresponding processes in the aforementioned method embodiments and will not be repeated here.

[0193] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system or other device. Various general purpose systems may also be used together with the teachings based thereon. According to the above description, it is apparent that the structure required for constructing such systems is. In addition, the present disclosure is not directed to any particular programming language either. It should be understood that various programming languages ​​may be utilized to implement the disclosure described herein, and the description of the specific languages ​​above is intended to disclose the best mode of implementation of the present disclosure.

[0194] In addition, the memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM, and the memory includes at least one memory chip.

[0195] Those skilled in the art will appreciate that the embodiments of the present disclosure may be provided as methods, systems, or computer program products. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present disclosure may take the form of a computer program product implemented 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.

[0196] The present disclosure is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present disclosure. It should be understood that each process and / or box in the flowchart and / or block diagram, as well as the combination of the processes and / or boxes in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to generate a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A system that specifies the functions of a box or multiple boxes.

[0197] These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer-readable memory produce a product including an instruction system, which is implemented in the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0198] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing instructions for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0199] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0200] The memory may include non-permanent memory in a computer-readable medium, random access memory (RAM) and / or non-volatile memory in the form of read-only memory (ROM) or flash RAM. The memory is an example of a computer-readable medium.

[0201] Computer readable media include permanent and non-permanent, removable and non-removable media that can be implemented by any method or technology to store information. Information can be computer readable instructions, data structures, program modules 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 technology, compact disk read-only memory (CD-ROM), digital versatile disk (DVD) or other optical storage, magnetic cassettes, magnetic tape magnetic disk storage or other magnetic storage devices or any other non-transmission media that can be used to store information that can be accessed by a computing device. As defined herein, computer readable media does not include temporary computer readable media (transitory media), such as modulated data signals and carrier waves.

[0202] It should also be noted that the terms "include", "comprises" or any other variations thereof are intended to cover non-exclusive inclusion, so that a process, method, commodity or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, commodity or device. In the absence of more restrictions, the elements defined by the sentence "comprises a ..." do not exclude the existence of other identical elements in the process, method, commodity or device including the elements.

[0203] It will be appreciated by those skilled in the art that the embodiments of the present disclosure may be provided as methods, systems or computer program products. Therefore, the present disclosure may take the form of a complete hardware embodiment, a complete software embodiment or an embodiment combining software and hardware. Moreover, the present disclosure may take the form of a computer program product implemented 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.

[0204] The above are only embodiments of the present disclosure and are not intended to limit the present disclosure. For those skilled in the art, the present disclosure may have various modifications and variations. Any modification, equivalent substitution, improvement, etc. made within the spirit and principle of the present disclosure shall be included in the scope of the claims of the present disclosure.

Claims

1. A method for testing the automatic phase separation function of a train, characterized in that: The method comprises: A track line simulating train operation, the track line comprising a first track and a phase separation area, the first track being a track prohibited for trains to pass through, and the first track being located in front of the phase separation area along the running direction of the train; Determining a preset over-phase result for normal processing of the over-phase function based on the phase separation area and the estimated driving permission end point on the first track; Using the phase separation area and the first track to test the automatic phase separation function of the train, and obtain the test phase separation result; The preset over-phase result and the tested over-phase result are compared to determine the test conclusion of the train automatic over-phase function.

2. The method according to claim 1, characterized in that The track line for simulating train operation includes: Setting the track circuit code of the first track on the track line to a red-yellow code, wherein the red-yellow code is used to indicate that trains are prohibited from passing through the first track; A first balise and a second balise are arranged on the track line. The first balise is used to send line data, and the second balise is used to send relevant information of the phase zone. The second balise is located in front of the first balise and behind the phase zone along the running direction of the train.

3. The method according to claim 2, characterized in that Based on the phase separation area and the estimated driving permission end point on the first track, determining a preset phase separation result of normal processing of the phase separation function, including: An estimated first position is calculated using the end point of the phase separation zone, the train length, and the first fixed distance, wherein the estimated first position is the estimated position of the train when it safely passes through the phase separation zone; Determine the estimated end point of the driving permit on the first track; Based on the positional relationship between the estimated first position and the estimated driving permission endpoint, a preset over-phasing result for normal processing of the over-phasing function is determined.

4. The method according to claim 3, characterized in that The automatic phase-passing function of the train is tested by using the phase-passing area and the first track to obtain the test phase-passing result, including: Adding a train to the track line so that the train runs on the track line; Sending the line data to the train so that the train operation mode is changed to a full mode; The train is in full mode, after receiving the track circuit code, monitoring whether the human-machine interface unit displays a target driving permission end point, the target driving permission end point being generated based on the line data and the track circuit code; If so, based on the over-phase message sent by the second transponder and the target driving permission endpoint, the train's automatic over-phase function is tested to obtain a test over-phase result, and the over-phase message is used to indicate relevant information of the phase zone.

5. The method according to claim 4, characterized in that The preset over-phase results include: When the estimated driving permission end point is greater than the estimated first position, the automatic train operation system controls the train to pass through the phase separation area; and / or, When the estimated driving permission end point is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is greater than the estimated braking distance, the train automatic operation system controls the train to run at a constant speed, and then decelerates and stops at the estimated second position, wherein the estimated second position is an estimated safe parking position of the train before the phase separation area; and / or, When the estimated driving permission end point is less than or equal to the estimated first position, and the distance between the second transponder and the estimated second position is less than or equal to the estimated braking distance, the train automatic operation system controls the train to perform emergency braking, so that the train stops at the estimated second position, or stops before the phase separation zone beyond the estimated second position; and / or, When the estimated driving permission end point is less than or equal to the estimated first position, the phase separation zone position is changed so that when the estimated driving permission end point is greater than the updated estimated first position, the train automatic operation system controls the train to pass through the phase separation zone; and / or, When the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed so that the updated estimated driving permission end point is greater than the estimated first position, and the train automatic operation system controls the train to pass through the phase separation area.

6. The method according to claim 5, characterized in that When the preset result is that the estimated driving permission end point is less than or equal to the estimated first position, the estimated driving permission end point position is changed so that the updated estimated driving permission end point is greater than the estimated first position, the train automatic operation system controls the train to pass through the phase separation area, then based on the phase separation message sent by the second balise and the target driving permission end point, the train automatic phase separation function is tested to obtain the phase separation test result, including: Convert the train from full mode to automatic mode; The train is in automatic mode, the second balise sends an over-phase message to the train; When the train deceleration is detected, the track circuit code is updated to update the target driving permission end point so that the updated target driving permission end point is greater than the estimated first position; Monitor whether the train passes through the phase separation area and obtain the test result of phase separation.

7. The method according to claim 4, characterized in that The preset results also include: When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and the train automatic control system keeps the train stationary; and / or, When the estimated driving permission end point is less than or equal to the estimated first position, the tester controls the train to stop before the phase separation area; the train operation mode is set to automatic mode, and the train automatic control system keeps the train stationary; when the train is in a stationary state, the track circuit code of the first track is changed to update the estimated driving permission end point, so that when the updated estimated driving permission end point is greater than the estimated first position, the train automatic control system controls the train to pass through the phase separation area.

8. A test device for the automatic phase separation function of a train, characterized in that: The device comprises: A simulation unit, used for simulating a track line for train operation, wherein the track line comprises a first track and a phase separation zone, wherein the first track is a track prohibited for trains to pass through, and the first track is located in front of the phase separation zone along the running direction of the train; A first determining unit, configured to determine a preset over-phase result of normal processing of an over-phase function based on a distance between the phase separation zone and the first track; A testing unit, used for testing the automatic phase-passing function of the train by using the phase-passing area and the first track, and obtaining a test phase-passing result; The second determination unit is used to compare the preset over-phase result with the test over-phase result to determine the test conclusion of the train automatic over-phase function.

9. A storage medium, characterized in that: The storage medium is used to store a computer program, wherein when the computer program is running, it controls the device where the storage medium is located to execute the test method for the automatic phase-separation function of a train as described in any one of claims 1-7.

10. An electronic device, characterized in that: The device includes at least one processor, and at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call the program instructions in the memory to execute the test method for the automatic phase-shifting function of a train as described in any one of claims 1-7.

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