Track signal debugging method, system, electronic device and storage medium

Abstract

The present application relates to the technical field of rail transit debugging, and in particular to a rail signal debugging method, system, electronic device and storage medium, the method comprising: obtaining rail parameter information, train parameter information and driving environment information, logically dividing the rail transit line according to the rail parameter information, train parameter information and driving environment information, obtaining line debugging areas, calculating comprehensive attribute values ​​for each line debugging area, obtaining regional attribute values, screening the line debugging areas based on the regional attribute values, obtaining key debugging areas, creating a virtual test model based on the key debugging area, performing line signal simulation test on the key debugging area based on the virtual test model, obtaining test parameters of the key debugging area and rated parameters of each test node in the key debugging area, and adjusting the scale parameters of the corresponding key debugging area according to the test parameters and rated parameters. The present application improves the security of the network environment.

Description

Technical Field

[0001] The present application relates to the technical field of rail transit debugging, and in particular to a rail signal debugging method, system, electronic device and storage medium. Background Art

[0002] In the preparation stage of the rail transit signal system, it is necessary to perform functional debugging on the rail transit lines to be put into the rail transit signal system, so as to ensure its traditional debugging method. It needs to go through a series of complex links such as equipment arrival, equipment installation, equipment debugging, indoor and outdoor consistency inspection, single vehicle debugging, multi-vehicle debugging, and signal system comprehensive joint debugging. This serial construction process takes a long time and involves many subsystems. Once a problem occurs, it is difficult to find the cause in a short time, and the progress of the project construction will also be slow. In addition, the debugging of the traditional rail transit signal system generally requires the completion of the internal debugging of the interlocking system and the independent debugging of all trackside equipment, and then the static debugging of the vehicle system, the line segmentation survey and other work, and then obtain the third-party authorized motor vehicle certificate, etc., and finally the linkage interface test between the real trackside equipment and the vehicle system can be carried out. If the debugging is carried out directly after the rail transit signal construction is completed, the debugging time will be long and the efficiency will be low.

[0003] At present, in order to solve the above-mentioned technical problems, a virtual-real linkage system is often used to carry out rail transit signal construction and debugging. The virtual-real linkage system includes a physical end, a train end and a simulation end. The physical end and the simulation end are respectively connected to the train end for communication, and the physical end is also connected to the simulation end for communication. The virtual-real linkage method is specifically as follows: construct a virtual track line, and obtain a real track line, and connect the virtual track line and the real track line through logic; determine the initial position of each real train and each virtual train, and plan the running tracks of all trains respectively, and handle the corresponding virtual train or real train route through the corresponding real trackside equipment and virtual trackside equipment, monitor the train status of all trains in real time, and determine the debugging results of the rail transit signal system according to the train status and route handling results. Thereby, the debugging time of the rail transit communication system can be greatly shortened, and the debugging efficiency can be effectively improved.

[0004] However, when debugging rail transit communication systems, due to the complex operating environment of the actual train track line, it is difficult for existing technologies to test and verify theoretical research through large-scale vehicle-following tests. Summary of the invention

[0005] In order to solve at least one of the above technical problems, the present application provides a track signal debugging method, device, equipment and medium.

[0006] In a first aspect, the present application provides a track signal debugging method, which adopts the following technical solution:

[0007] Obtain track parameter information, train parameter information and driving environment information;

[0008] Logically dividing the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain a line debugging area;

[0009] Calculating comprehensive attribute values ​​for each of the line debugging areas to obtain regional attribute values ​​corresponding to each of the line debugging areas; screening the line debugging areas based on the regional attribute values ​​to obtain key debugging areas;

[0010] Creating a virtual test model based on track parameter information, train parameter information, and driving environment information corresponding to the key debugging area;

[0011] Performing a line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area;

[0012] The scale parameters of the corresponding key debugging area are adjusted according to the test parameters and the rated parameters.

[0013] In a possible implementation, the logical division of the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain the line debugging area includes:

[0014] Based on the driving environment information, the rail transit line is divided into a first level to obtain first line areas located in different driving environments;

[0015] Determine whether there are similarities or differences in the track attributes in each of the first line areas based on the track parameter information; if so, divide the first line areas into a second level according to the similarities and differences in the track attributes to obtain second line areas; if not, define the first line areas as second line areas;

[0016] Based on the train parameter information, it is determined whether there are any differences in standard operations when the train travels in the second line area. If so, the second line area is divided into a third level according to the standard operation conversion node to obtain a line debugging area.

[0017] In a possible implementation manner, the calculating of comprehensive attribute values ​​for each of the line debugging areas to obtain regional attribute values ​​corresponding to each of the line debugging areas includes:

[0018] Retrieving the track parameter information, the train parameter information and the driving environment information corresponding to each of the line debugging areas respectively, and obtaining the regional parameter sequence corresponding to each of the line debugging areas;

[0019] Matching the regional parameter sequence with the preset parameter attribute standard for parameter type to obtain the parameter attribute score of each regional parameter sequence;

[0020] The parameter attribute scores of each regional parameter sequence are averaged according to the number of parameter types to obtain regional attribute values ​​corresponding to each of the line debugging areas.

[0021] In a possible implementation manner, the filtering the line debugging area based on the area attribute value to obtain the key debugging area includes:

[0022] Performing pairwise difference calculations on the regional attribute values ​​respectively to obtain attribute differences between each of the regional attribute values ​​and other regional attribute values ​​except the regional attribute value;

[0023] It is determined whether the attribute difference meets the preset attribute difference range. If so, two line debugging areas corresponding to the attribute difference are determined, and the two line debugging areas are merged to obtain a key debugging area.

[0024] In a possible implementation, the adjusting the scale parameter of the corresponding key debugging area based on the test parameter and the rated parameter includes:

[0025] Determine the minimum parameter attribute value of the key debugging area and the rated parameter attribute value corresponding to the key debugging area based on the test parameter and the rated parameter;

[0026] If there is at least one of the rated parameter attribute values ​​greater than the minimum parameter attribute value, the scale parameter of the key debugging area is debugged according to a preset adjustment scheme so that the minimum parameter attribute value of the key debugging area is greater than the rated parameter attribute value corresponding to the key debugging area.

[0027] In a possible implementation, the creating a virtual test model based on the track parameter information, train parameter information, and driving environment information corresponding to the key debugging area includes:

[0028] Constructing a simulation model of the train according to the train parameter information;

[0029] Constructing a simulation model of a rail transit line according to the track parameter information;

[0030] constructing a simulation model of the environment according to the driving environment information;

[0031] The driving engine is used to assemble and render the simulation model of the train, the simulation model of the rail transit line and the simulation model of the environment to obtain a virtual test model.

[0032] In a possible implementation, the virtual test model is created based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area, and then further includes:

[0033] receiving an attribute change parameter, wherein the attribute change parameter includes at least one of train parameter information, track parameter information, and driving environment information;

[0034] The virtual test model is adjusted according to the property change parameter.

[0035] In the second aspect, the present application provides a track signal debugging system, which adopts the following technical solution:

[0036] A track signal debugging system, comprising:

[0037] An information acquisition module is used to obtain track parameter information, train parameter information and driving environment information;

[0038] A region division module, used for logically dividing the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain a line debugging area;

[0039] An attribute value calculation module, used to calculate the comprehensive attribute value of each of the line debugging areas to obtain the regional attribute value corresponding to each of the line debugging areas;

[0040] An area screening module is used to screen the line debugging area based on the area attribute value to obtain a key debugging area; a model creation module is used to create a virtual test model based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area;

[0041] A virtual test module, used to perform a line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area;

[0042] The parameter adjustment module is used to adjust the scale parameter of the corresponding key debugging area according to the test parameter and the rated parameter.

[0043] In a possible implementation, when the area division module logically divides the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain the line debugging area, it is specifically used to:

[0044] Based on the driving environment information, the rail transit line is divided into a first level to obtain first line areas located in different driving environments;

[0045] Determine whether there are similarities or differences in the track attributes in each of the first line areas based on the track parameter information; if so, divide the first line areas into a second level according to the similarities and differences in the track attributes to obtain second line areas; if not, define the first line areas as second line areas;

[0046] Based on the train parameter information, it is determined whether there are any differences in standard operations when the train travels in the second line area. If so, the second line area is divided into a third level according to the standard operation conversion node to obtain a line debugging area.

[0047] In another possible implementation, when the attribute value calculation module performs comprehensive attribute value calculation on each of the line debugging areas to obtain the regional attribute value corresponding to each of the line debugging areas, it is specifically used to:

[0048] Retrieving the track parameter information, the train parameter information and the driving environment information corresponding to each of the line debugging areas respectively, and obtaining the regional parameter sequence corresponding to each of the line debugging areas;

[0049] Matching the regional parameter sequence with the preset parameter attribute standard for parameter type to obtain the parameter attribute score of each regional parameter sequence;

[0050] The parameter attribute scores of each regional parameter sequence are averaged according to the number of parameter types to obtain regional attribute values ​​corresponding to each of the line debugging areas.

[0051] In another possible implementation, when the area screening module screens the line debugging area based on the area attribute value to obtain the key debugging area, the area screening module is specifically used to:

[0052] Performing pairwise difference calculations on the regional attribute values ​​respectively to obtain attribute differences between each of the regional attribute values ​​and other regional attribute values ​​except the regional attribute value;

[0053] It is determined whether the attribute difference meets the preset attribute difference range. If so, two line debugging areas corresponding to the attribute difference are determined, and the two line debugging areas are merged to obtain a key debugging area.

[0054] In another possible implementation, when the parameter adjustment module adjusts the scale parameter of the corresponding key debugging area based on the test parameter and the rated parameter, it is specifically used to:

[0055] Determine the minimum parameter attribute value of the key debugging area and the rated parameter attribute value corresponding to the key debugging area based on the test parameter and the rated parameter;

[0056] If there is at least one of the rated parameter attribute values ​​greater than the minimum parameter attribute value, the scale parameter of the key debugging area is debugged according to a preset adjustment scheme so that the minimum parameter attribute value of the key debugging area is greater than the rated parameter attribute value corresponding to the key debugging area.

[0057] In another possible implementation, when the model creation module creates the virtual test model based on the track parameter information, train parameter information, and driving environment information corresponding to the key debugging area, it is specifically used to:

[0058] Constructing a simulation model of the train according to the train parameter information;

[0059] Constructing a simulation model of a rail transit line according to the track parameter information;

[0060] constructing a simulation model of the environment according to the driving environment information;

[0061] The driving engine is used to assemble and render the simulation model of the train, the simulation model of the rail transit line and the simulation model of the environment to obtain a virtual test model.

[0062] In another possible implementation, the system further includes: a parameter receiving module and a model adjustment module, wherein:

[0063] The parameter receiving module is used to receive attribute change parameters, wherein the attribute change parameters include at least one of train parameter information, track parameter information and driving environment information;

[0064] The model adjustment module is used to adjust the virtual test model according to the attribute change parameter.

[0065] On the third side, the present application provides an electronic device, which adopts the following technical solution:

[0066] at least one processor;

[0067] Memory;

[0068] At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute a track signal debugging method as described in any one of the first aspects.

[0069] In a fourth aspect, the present application provides a computer-readable storage medium, which adopts the following technical solution:

[0070] A computer-readable storage medium stores a computer program, which, when executed in a computer, causes the computer to execute the track signal debugging method as described in any one of the first aspects.

[0071] In summary, the present application includes at least one of the following beneficial technical effects:

[0072] When debugging the rail line signal, obtain the track parameter information, train parameter information and driving environment information, then logically divide the rail transit line according to the track parameter information, train parameter information and driving environment information to obtain the line debugging area. By logically disassembling the rail transit route, it is convenient to perform subsequent partition calculation and management of the rail transit line. Then, calculate the comprehensive attribute value of each line debugging area to obtain the regional attribute value corresponding to each line debugging area. Then, screen the line debugging area based on the regional attribute value to obtain the key debugging area. By screening the line debugging area, the line is reduced while ensuring the accuracy of subsequent rail transit line testing. The total number of debugging areas improves the efficiency of subsequent tests, and then a virtual test model is created based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area. Then, based on the virtual test model, a line signal simulation test is performed on the key debugging area to obtain the test parameters of the key debugging area and the rated parameters of each test node in the key debugging area. Then, the corresponding scale parameters of the key debugging area are adjusted according to the test parameters and the rated parameters. Through the creation of the above-mentioned virtual test model, the simulation of the actual operation process of the train is realized. At the same time, by zoning and regional screening of rail transit lines, the efficiency of performance test verification of the train in the actual operation process is improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0073] Figure 1 A schematic diagram of a flow chart of a track signal debugging method provided in an embodiment of the present application.

[0074] Figure 2 A schematic diagram of the structure of a track signal debugging system provided in an embodiment of the present application.

[0075] Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application. DETAILED DESCRIPTION

[0076] The following is combined with Figure 1-3 This application is described in further detail.

[0077] This specific embodiment is merely an explanation of the present application and is not a limitation of the present application. After reading this specification, a person skilled in the art may make non-creative modifications to the present embodiment as needed, but such modifications are protected by the patent law as long as they are within the scope of the present application.

[0078] In order to make the purpose, technical solution and advantages of the embodiments of the present application clearer, the technical solution in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0079] In addition, the term "and / or" in this article is only a description of the association relationship of associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article, unless otherwise specified, generally means that the associated objects before and after are in an "or" relationship.

[0080] The embodiments of the present application are further described in detail below in conjunction with the drawings in the specification.

[0081] The embodiment of the present application provides a method for debugging a track signal, which is executed by an electronic device, which can be a server or a terminal device, wherein the server can be an independent physical server, or a server cluster or distributed system composed of multiple physical servers, or a cloud server that provides cloud computing services. The terminal device can be a smart phone, a tablet computer, a laptop computer, a desktop computer, etc., but is not limited thereto. The terminal device and the server can be directly or indirectly connected via wired or wireless communication, and the embodiment of the present application does not limit this. Figure 1 As shown, the method includes:

[0082] Step S10: Acquire track parameter information, train parameter information and driving environment information.

[0083] Specifically, when obtaining track parameter information, track-related parameters can be obtained through the microcomputer interlocking system and the console unit block system, and then the obtained track-related parameters are sent to the electronic device by shooting the console image and the plane map, so as to obtain the track parameter information, wherein the track parameter information includes: the length of the track, the curve radius and the slope, etc., and then the track smoothness, geometric state, etc. are obtained through the measurement equipment such as the track detection vehicle. When obtaining train parameter information, the train speed, position and other motion state information are obtained through the train control system, the train braking state, traction state, air conditioning state and other equipment state information are obtained through the train on-board equipment, and the train maintenance record and fault diagnosis information are obtained through the train maintenance management system. In addition, the train parameter information also includes the train size, the number of vehicle formations, the size of key components, the layout of the cab, the wheel size, etc. When obtaining driving environment information, the traffic conditions, weather conditions, buildings and other objects of the road are obtained through the environmental perception sensor, the speed and position of the surrounding vehicles are obtained through the communication system between vehicles, and the coordinated perception of the vehicle group is formed. The topological structure of the road, lane lines and other information are obtained through the high-precision map and positioning system.

[0084] Step S11: logically divide the rail transit line according to the track parameter information, train parameter information and driving environment information to obtain a line debugging area.

[0085] Specifically, based on the driving environment information, the rail transit line is divided into the first level to obtain the first line areas located in different driving environments. Based on the track parameter information, it is determined whether there are differences or similarities in the track attributes in each first line area. If so, the first line area is divided into the second level according to the difference and similarity nodes of the track attributes to obtain the second line area. If not, the first line area is defined as the second line area. Based on the train parameter information, it is determined whether there are differences or similarities in standard operations when the train travels in the second line area. If so, the second line area is divided into the third level according to the standard operation conversion node to obtain the line debugging area.

[0086] For the embodiment of the present application, the rail transit route is divided by using the driving environment information as the first-level division parameter, the track parameter information as the second-level division parameter, and the train parameter information as the third-level division parameter. This division method can not only reflect the level relationship between the three types of information, but also detect the sustainability of the rail transit line. For example: first consider the environmental factors to determine whether the current rail transit line design meets the environmental protection requirements and whether it can reduce the negative impact on the environment; then consider the track parameters to ensure the durability and stability of the track structure when it is in the environmental information; finally consider the train parameters to ensure the operating efficiency and comfort of the train on the rail transit line. This sustainability can enable the rail transit line to better serve the development of the city and the lives of residents. At the same time, according to the above-mentioned recorded data, reference data can be better provided for the construction of subsequent rail transit lines. Therefore, the rail transit lines are divided into levels in the order of driving environment information, track parameter information and train parameter information.

[0087] Step S12: Calculate the comprehensive attribute value of each line debugging area to obtain the regional attribute value corresponding to each line debugging area.

[0088] Specifically, the track parameter information, train parameter information and driving environment information corresponding to each line debugging area are retrieved respectively to obtain the regional parameter sequence corresponding to each line debugging area, the regional parameter sequence is matched with the preset parameter attribute standard for parameter type to obtain the parameter attribute score of each regional parameter sequence, the parameter attribute score of each regional parameter sequence is averaged according to the number of parameter types to obtain the regional attribute value corresponding to each line debugging area.

[0089] For the embodiment of the present application, the preset parameter attribute standard is a parameter score standard obtained by the staff based on the historical train driving record information, that is, the most suitable track parameter information in different driving environment information and the most suitable train parameter information for different track parameter information. The table parameters are driving environment information, track parameter information, train parameter information and adaptive attribute values. Then, according to the adaptive attribute values, the adaptive attribute values ​​of different train parameter information corresponding to the parameters of different track parameter information in the parameters of different driving environment information are listed in order from top to bottom, that is, the adaptive attribute values ​​of the regional parameter sequence are not used. Then, the track parameter information, driving environment information and train parameter information corresponding to each line debugging area are matched with the preset parameter attribute standard, so as to obtain the parameter attribute scores corresponding to each line debugging area. In order to reduce the subsequent calculation amount for the regional attribute value, the regional attribute value and the number of parameter types of each regional parameter sequence are averaged to obtain the regional attribute value corresponding to each line debugging area.

[0090] Step S13: Screen the line debugging area based on the area attribute value to obtain the key debugging area.

[0091] Specifically, the regional attribute values ​​are respectively calculated pairwise one by one to obtain the attribute difference between each regional attribute value and other regional attribute values ​​except the regional attribute value, and then it is determined whether the attribute difference meets the preset attribute difference range. If it meets the range, the two line debugging areas corresponding to the attribute difference are determined, and the two line debugging areas are merged to obtain the key debugging area.

[0092] For the embodiment of the present application, in order to improve the efficiency of subsequent debugging and processing of the entire rail transit line, the present application adopts a screening and merging method to process the line debugging area. The specific screening and merging method is: the difference between each regional attribute value and the attribute values ​​of other regions except the attribute value of the region is calculated to obtain the attribute difference corresponding to each line debugging area and other line debugging areas. For example: there are four line debugging areas A, B, C, and D, among which the regional attribute value corresponding to the A line debugging area is 25, the regional attribute value corresponding to the B line debugging area is 18, the regional attribute value corresponding to the C line debugging area is 21, and the regional attribute value corresponding to the D line debugging area is 22. Then the attribute difference corresponding to the A line debugging area includes: |7| (attribute difference of the AB line debugging area), |4| (attribute difference of the AC line debugging area), |3| (attribute difference of the AD line debugging area). The attribute difference calculation method of the B, C, and D line debugging areas is consistent with the attribute difference calculation method of the A line debugging area, which will not be repeated here. After obtaining the attribute difference of each line debugging area, the attribute difference is matched with the preset attribute difference range respectively to determine whether the attribute difference of each line debugging area is within the preset attribute difference range. In the embodiment of the present application, the preset attribute difference range is: 0-5. If the attribute difference meets the preset attribute difference range, the line debugging areas corresponding to the attribute differences that meet the preset attribute difference range are merged to obtain the key debugging area.

[0093] For the embodiment of the present application, the line debugging area merger is actually to retain one of the line debugging areas corresponding to the attribute difference that meets the preset attribute difference range. The specific retention method is determined according to the attribute difference that meets the preset attribute difference range. For example: the regional attribute value corresponding to the A line debugging area is 25, the regional attribute value corresponding to the B line debugging area is 18, the regional attribute value corresponding to the C line debugging area is 21, and the regional attribute value corresponding to the D line debugging area is 22. Then the attribute difference corresponding to the A line debugging area includes: |7| (attribute difference of the AB line debugging area), |4| (attribute difference of the AC line debugging area), |3| (attribute difference of the AD line debugging area). Then the attribute difference between the A line debugging area and the other B, C, and D line debugging areas that meet the preset attribute difference range include: |4| (attribute difference of the AC line debugging area), |3| (attribute difference of the AD line debugging area), among which |3| (attribute difference of the AD line debugging area) is closer to 0. Therefore, after the A, C, and D line debugging areas are merged, only the D line debugging area is retained, and the D line debugging area is the key debugging area.

[0094] Step S14, creating a virtual test model based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area.

[0095] Specifically, a simulation model of the train is constructed according to the train parameter information, and then a simulation model of the rail transit line is constructed according to the track parameter information. Then, a simulation model of the environment is constructed according to the driving environment information. Then, the simulation model of the train, the simulation model of the rail transit line, and the simulation model of the environment are assembled and rendered using a driving engine to obtain a virtual test model.

[0096] In an optional implementation of the present application, the electronic device uses the dimensions of the carriages, the number of trains, the wheels, the dimensions of the traction motors, the dimensions of the door control devices and other related train attribute parameters to construct a simulation model of the train. The simulation model of the train is a 3D model that can realistically and intuitively reflect the overall appearance of the train inside and outside. In addition, the simulation model of the train can be constructed using a data-driven 3D modeling method.

[0097] In an optional implementation of the present application, the electronic device uses the attribute parameters of the track parameter information to construct a simulation model of the rail transit line, wherein the simulation model of the rail transit line is a 3D model, which can realistically and intuitively reflect the overall picture of the line where the train runs.

[0098] In an optional implementation of the present application, the electronic device uses the attribute parameters in the driving environment information to construct a simulation model of the environment, wherein the simulation model of the environment is a 3D model, which can make the rail transit model created by the embodiment of the present application more realistic.

[0099] Optionally, the MSTS line editor can be used to build a simulation model of the environment, and the environmental model can be built based on the simulation model of the terrain area and line built above. In addition, for the line and environmental models not available in the MSTS line editor, the required models can be built with the help of two-dimensional graphic design software (such as Photoshop, PS for short) and three-dimensional modeling software 3d max, Multigen Creator, Maya, etc.

[0100] In addition, rendering refers to coloring the model, and the coloring includes the effects of lights and light, the effects of shadows, and the color of the model. In addition, the above-constructed simulation model of the train, the simulation model of the rail transit line, and the simulation model of the driving environment are three-dimensional static models. In order to integrate these three static models, it is necessary to assemble these three static models through a driving engine. In an embodiment of the present application, after the simulation model of the train, the simulation model of the rail transit line, and the simulation model of the environment are assembled and rendered using a driving engine, the dynamic model obtained is a rail transit simulation model. Optionally, the rail transit simulation model in the computer device can control the start, stop, acceleration or deceleration of the train by inputting a control signal through a keyboard.

[0101] In an optional embodiment of the present application, Unity 3d can be used as a driving engine to realize the assembly and rendering of the simulation model of the line, the simulation model of the train, and the simulation model of the environment, so as to obtain a rail transit simulation model. Unity 3d can simulate and test the three-dimensional dynamic performance of the train based on the rail transit simulation model. In addition, Unity3d can also reflect the day and night changes, weather changes, and the movement of trees with the train perspective in the rail transit model.

[0102] Step S15, performing line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area.

[0103] Specifically, according to the virtual test model, set the corresponding test parameters, such as the position, speed, acceleration, etc. of the train, the smoothness of the track, the curve radius, the slope, etc., the type and status of the signal equipment, etc. After setting the test parameters, start the simulation test. The simulation test should include each test node in the key debugging area and simulate the operation of the actual line. During the test, record the test results of each test node to obtain the test parameters and rated parameters. Analyze the results of the simulation test and compare the differences between the test parameters and the rated parameters to evaluate whether the performance and function of the key debugging area meet the design requirements. If there are differences, the model and parameters need to be adjusted and the simulation test needs to be repeated.

[0104] Step S16, adjusting the scale parameters of the corresponding key debugging area according to the test parameters and the rated parameters.

[0105] Specifically, the minimum parameter attribute value of the key debugging area and the rated parameter attribute value of the corresponding key debugging area are determined based on the test parameters and the rated parameters. If there is at least one rated parameter attribute value greater than the minimum parameter attribute value, the scale parameters of the key debugging area are debugged according to the preset adjustment plan so that the minimum parameter attribute value of the key debugging area is greater than the rated parameter attribute value of the corresponding key debugging area.

[0106] Based on the above embodiment, when debugging the rail line signal, the track parameter information, train parameter information and driving environment information are obtained, and then the rail transit line is logically divided according to the track parameter information, train parameter information and driving environment information to obtain the line debugging area. By logically disassembling the rail transit route, it is convenient to perform subsequent partition calculation and management of the rail transit line, and then the comprehensive attribute value of each line debugging area is calculated to obtain the regional attribute value corresponding to each line debugging area. Then, the line debugging area is screened based on the regional attribute value to obtain the key debugging area. By screening the line debugging area, the accuracy of subsequent rail transit line testing is reduced while ensuring the accuracy of subsequent rail transit line testing. The overall number of line debugging areas is reduced, and the efficiency of subsequent tests is improved. Then, a virtual test model is created based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area. Then, based on the virtual test model, a line signal simulation test is performed on the key debugging area to obtain the test parameters of the key debugging area and the rated parameters of each test node in the key debugging area. Then, the scale parameters of the corresponding key debugging area are adjusted according to the test parameters and the rated parameters. Through the creation of the above virtual test model, the simulation of the actual operation process of the train is realized. At the same time, by zoning and regional screening of rail transit lines, the efficiency of performance test verification of trains in the actual operation process is improved.

[0107] A possible implementation method of an embodiment of the present application is to create a virtual test model based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area, and then also include: receiving attribute change parameters, the attribute change parameters include at least one of the train parameter information, track parameter information and driving environment information, and adjusting the virtual test model according to the attribute change parameters.

[0108] The following is an introduction to a track signal debugging system provided by an embodiment of the present application. The track signal debugging device described below and the track signal debugging method described above can be referred to in correspondence with each other. Please refer to Figure 2 , Figure 2 : is a structural diagram of a track signal debugging system 20 provided in an embodiment of the present application, including:

[0109] An information acquisition module 21 is used to acquire track parameter information, train parameter information and driving environment information;

[0110] The area division module 22 is used to logically divide the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain the line debugging area;

[0111] The attribute value calculation module 23 is used to calculate the comprehensive attribute value of each line debugging area to obtain the regional attribute value corresponding to each line debugging area;

[0112] The area screening module 24 is used to screen the line debugging area based on the area attribute value to obtain the key debugging area;

[0113] A model creation module 25, for creating a virtual test model based on track parameter information, train parameter information and driving environment information corresponding to the key debugging area;

[0114] A virtual test module 26 is used to perform line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area;

[0115] The parameter adjustment module 27 is used to adjust the scale parameters of the corresponding key debugging area according to the test parameters and the rated parameters.

[0116] In a possible implementation of the embodiment of the present application, when the area division module 22 logically divides the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain the line debugging area, it is specifically used to: perform a first level division on the rail transit line based on the driving environment information to obtain a first line area located in different driving environments;

[0117] Determine whether there are similarities or differences in track attributes in each first line area based on the track parameter information; if so, divide the first line area into a second level according to the similarities and differences in the track attributes to obtain a second line area; if not, define the first line area as a second line area;

[0118] Based on the train parameter information, it is determined whether there are any differences in standard operations when the train travels in the second line area. If so, the second line area is divided into a third level according to the standard operation conversion node to obtain a line debugging area.

[0119] In another possible implementation of the embodiment of the present application, when the attribute value calculation module 23 performs comprehensive attribute value calculation on each line debugging area to obtain the regional attribute value corresponding to each line debugging area, it is specifically used to:

[0120] Retrieve the track parameters, train parameters and environmental parameters corresponding to each line debugging area respectively, and obtain the regional parameter sequence corresponding to each line debugging area;

[0121] Match the regional parameter sequence with the preset parameter attribute standard for parameter type, and obtain the parameter attribute score of each regional parameter sequence;

[0122] The parameter attribute scores of each regional parameter sequence are averaged according to the number of parameter types to obtain the regional attribute values ​​corresponding to each line debugging area.

[0123] In another possible implementation of the embodiment of the present application, when the area screening module 24 screens the line debugging area based on the area attribute value to obtain the key debugging area, it is specifically used to:

[0124] Calculate the difference between the regional attribute values ​​one by one in pairs, and obtain the attribute difference between each regional attribute value and other regional attribute values ​​except the regional attribute value;

[0125] It is determined whether the attribute difference meets the preset attribute difference range. If so, the two line debugging areas corresponding to the attribute difference are determined, and the two line debugging areas are merged to obtain the key debugging area.

[0126] In another possible implementation of the embodiment of the present application, when the parameter adjustment module 27 adjusts the scale parameter of the corresponding key debugging area based on the test parameter and the rated parameter, it is specifically used to:

[0127] Determine the minimum parameter attribute value of the key debugging area and the rated parameter attribute value of the corresponding key debugging area based on the test parameters and the rated parameters;

[0128] If there is at least one rated parameter attribute value greater than the minimum parameter attribute value, the scale parameter of the key debugging area is debugged according to the preset adjustment plan so that the minimum parameter attribute value of the key debugging area is greater than the rated parameter attribute value of the corresponding key debugging area.

[0129] In another possible implementation of the embodiment of the present application, when the model creation module 25 creates a virtual test model based on the track parameter information, train parameter information, and driving environment information corresponding to the key debugging area, it is specifically used to:

[0130] Constructing a simulation model of the train according to the train parameter information;

[0131] Construct a simulation model of rail transit lines based on track parameter information;

[0132] Construct a simulation model of the environment based on driving environment information;

[0133] The driving engine is used to assemble and render the simulation model of the train, the simulation model of the rail transit line and the simulation model of the environment to obtain a virtual test model.

[0134] In another possible implementation of the embodiment of the present application, the system 20 further includes: a parameter receiving module and a model adjustment module, wherein:

[0135] A parameter receiving module, used for receiving a property change parameter, wherein the property change parameter includes at least one of train parameter information, track parameter information and driving environment information;

[0136] The model adjustment module is used to adjust the virtual test model according to the property change parameters.

[0137] An electronic device provided in an embodiment of the present application is introduced below. The electronic device described below and the track signal debugging method described above can refer to each other.

[0138] The present application embodiment provides an electronic device, such as Figure 3 As shown, Figure 3 A schematic diagram of the structure of an electronic device provided in an embodiment of the present application, Figure 3 The electronic device 300 shown includes: a processor 301 and a memory 303. The processor 301 and the memory 303 are connected, such as through a bus 302. Optionally, the electronic device 300 may also include a transceiver 304. It should be noted that in actual applications, the transceiver 304 is not limited to one, and the structure of the electronic device 300 does not constitute a limitation on the embodiments of the present application.

[0139] Processor 301 may be a CPU (Central Processing Unit), a general-purpose processor, a DSP (Digital Signal Processor), an ASIC (Application Specific Integrated Circuit), an FPGA (Field Programmable Gate Array), or other programmable logic devices, transistor logic devices, hardware components, or any combination thereof. It may implement or execute various exemplary logic blocks, modules, and circuits described in conjunction with the disclosure of the embodiments of the present application. Processor 301 may also be a combination that implements computing functions, such as a combination of one or more microprocessors, a combination of a DSP and a microprocessor, and the like.

[0140] The bus 302 may include a path to transmit information between the above components. The bus 302 may be a PCI (Peripheral Component Interconnect) bus or an EISA (Extended Industry Standard Architecture) bus. The bus 302 may be divided into an address bus, a data bus, a control bus, etc. For ease of representation, Figure 3 Only one thick line is used in the diagram, but this does not mean that there is only one bus or only one type of bus.

[0141] The memory 303 can be a ROM (Read Only Memory) or other types of static storage devices that can store static information and instructions, a RAM (Random Access Memory) or other types of dynamic storage devices that can store information and instructions, or an EEPROM (Electrically Erasable Programmable Read Only Memory), a CD-ROM (Compact Disc Read Only Memory) or other optical disk storage, optical disk storage (including compressed optical disk, laser disk, optical disk, digital versatile disk, Blu-ray disk, etc.), a magnetic disk storage medium or other magnetic storage device, or any other medium that can be used to carry or store the desired program code in the form of instructions or data structures and can be accessed by a computer, but is not limited to this.

[0142] The memory 303 is used to store application code for executing the solution of the embodiment of the present application, and the execution is controlled by the processor 301. The processor 301 is used to execute the application code stored in the memory 303 to implement the content shown in the above method embodiment.

[0143] Among them, electronic devices include but are not limited to: mobile terminals such as mobile phones, laptops, digital broadcast receivers, PDAs (personal digital assistants), PADs (tablet computers), PMPs (portable multimedia players), vehicle-mounted terminals (such as vehicle-mounted navigation terminals), etc., and fixed terminals such as digital TVs, desktop computers, etc. Figure 3 The electronic device shown is merely an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0144] A computer-readable storage medium provided in an embodiment of the present application is introduced below. The computer-readable storage medium described below and the method described above can be referenced to each other.

[0145] An embodiment of the present application provides a computer-readable storage medium, on which a computer program is stored. When the computer program is executed by a processor, the steps of the track signal debugging method as described above are implemented.

[0146] Since the embodiments of the computer-readable storage medium part and the embodiments of the method part correspond to each other, the embodiments of the computer-readable storage medium part refer to the description of the embodiments of the method part.

[0147] It should be understood that, although the steps in the flowchart of the accompanying drawings are displayed in sequence as indicated by the arrows, these steps are not necessarily executed in sequence in the order indicated by the arrows. Unless otherwise specified herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least a part of the steps in the flowchart of the accompanying drawings may include multiple sub-steps or multiple stages, and these sub-steps or stages are not necessarily executed at the same time, but can be executed at different times, and their execution order is not necessarily sequential, but can be executed in turn or alternately with other steps or at least a part of the sub-steps or stages of other steps.

[0148] The above are only some implementation methods of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A track signal debugging method, characterized in that: include: Obtain track parameter information, train parameter information and driving environment information; Logically dividing the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain a line debugging area; The step of logically dividing the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain a line debugging area includes: Based on the driving environment information, the rail transit line is divided into a first level to obtain first line areas located in different driving environments; Determine whether there are similarities or differences in the track attributes in each of the first line areas based on the track parameter information; if so, divide the first line areas into a second level according to the similarities and differences in the track attributes to obtain second line areas; if not, define the first line areas as second line areas; Based on the train parameter information, it is determined whether there are any differences in standard operation when the train travels in the second line area. If so, the second line area is divided into a third level according to the standard operation conversion node to obtain a line debugging area; Calculating comprehensive attribute values ​​for each of the line debugging areas to obtain regional attribute values ​​corresponding to each of the line debugging areas; Filtering the line debugging area based on the area attribute value to obtain a key debugging area; Creating a virtual test model based on track parameter information, train parameter information, and driving environment information corresponding to the key debugging area; Performing a line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area; The scale parameters of the corresponding key debugging area are adjusted according to the test parameters and the rated parameters.

2. A track signal debugging method according to claim 1, characterized in that: The calculating of comprehensive attribute values ​​for each of the line debugging areas to obtain regional attribute values ​​corresponding to each of the line debugging areas includes: Retrieving the track parameter information, the train parameter information and the driving environment information corresponding to each of the line debugging areas respectively, and obtaining a regional parameter sequence corresponding to each of the line debugging areas; Matching the regional parameter sequence with the preset parameter attribute standard for parameter type to obtain the parameter attribute score of each regional parameter sequence; The parameter attribute scores of each regional parameter sequence are averaged according to the number of parameter types to obtain regional attribute values ​​corresponding to each of the line debugging areas.

3. A track signal debugging method according to claim 1, characterized in that: The step of screening the line debugging area based on the area attribute value to obtain a key debugging area includes: Performing pairwise difference calculations on the regional attribute values ​​respectively to obtain attribute differences between each of the regional attribute values ​​and other regional attribute values ​​except the regional attribute value; It is determined whether the attribute difference meets the preset attribute difference range. If so, two line debugging areas corresponding to the attribute difference are determined, and the two line debugging areas are merged to obtain a key debugging area.

4. A track signal debugging method according to claim 1, characterized in that: The adjusting the scale parameter of the corresponding key debugging area based on the test parameter and the rated parameter includes: Determine the minimum parameter attribute value of the key debugging area and the rated parameter attribute value corresponding to the key debugging area based on the test parameter and the rated parameter; If there is at least one of the rated parameter attribute values ​​greater than the minimum parameter attribute value, the scale parameter of the key debugging area is debugged according to a preset adjustment scheme so that the minimum parameter attribute value of the key debugging area is greater than the rated parameter attribute value corresponding to the key debugging area.

5. A track signal debugging method according to claim 1, characterized in that: The creating of a virtual test model based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area includes: Constructing a simulation model of the train according to the train parameter information; Constructing a simulation model of a rail transit line according to the track parameter information; constructing a simulation model of the environment according to the driving environment information; The driving engine is used to assemble and render the simulation model of the train, the simulation model of the rail transit line and the simulation model of the environment to obtain a virtual test model.

6. A track signal debugging method according to claim 1, characterized in that: The step of creating a virtual test model based on the track parameter information, train parameter information and driving environment information corresponding to the key debugging area further includes: receiving an attribute change parameter, wherein the attribute change parameter includes at least one of train parameter information, track parameter information, and driving environment information; The virtual test model is adjusted according to the property change parameter.

7. A track signal debugging system, characterized in that: include: An information acquisition module is used to obtain track parameter information, train parameter information and driving environment information; A region division module, used for logically dividing the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain a line debugging area; When the area division module logically divides the rail transit line according to the track parameter information, the train parameter information and the driving environment information to obtain the line debugging area, it is specifically used to: Based on the driving environment information, the rail transit line is divided into a first level to obtain first line areas located in different driving environments; Determine whether there are similarities or differences in the track attributes in each of the first line areas based on the track parameter information; if so, divide the first line areas into a second level according to the similarities and differences in the track attributes to obtain second line areas; if not, define the first line areas as second line areas; Based on the train parameter information, it is determined whether there are any differences in standard operation when the train travels in the second line area. If so, the second line area is divided into a third level according to the standard operation conversion node to obtain a line debugging area; An attribute value calculation module, used to calculate the comprehensive attribute value of each of the line debugging areas to obtain the regional attribute value corresponding to each of the line debugging areas; An area screening module, used for screening the line debugging area based on the area attribute value to obtain a key debugging area; A model creation module, used to create a virtual test model based on track parameter information, train parameter information and driving environment information corresponding to the key debugging area; A virtual test module, used to perform a line signal simulation test on the key debugging area based on the virtual test model to obtain test parameters of the key debugging area and rated parameters of each test node in the key debugging area; The parameter adjustment module is used to adjust the scale parameter of the corresponding key debugging area according to the test parameter and the rated parameter.

8. An electronic device, characterized in that: include: at least one processor; Memory; At least one application, wherein the at least one application is stored in a memory and configured to be executed by at least one processor, and the at least one application is configured to: execute a track signal debugging method according to any one of claims 1 to 6.

9. A computer-readable storage medium, characterized in that: The computer program is stored which can be loaded by a processor and executes the track signal debugging method according to any one of claims 1 to 6.

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