Method and device for testing MRSP curve generation function of vehicle-mounted equipment

Abstract

The invention provides a method and device for testing the MRSP curve generation function of vehicle-mounted equipment, and the method comprises the steps: carrying out the testing of the MRSP curve generation function of the vehicle-mounted equipment based on a plurality of preset train control speed-limiting change scenes, and the principles that in the train control speed-limiting change scenes, a vehicle tail keeping distance needs to be reserved at a speed-limiting point representing speed increase, and a safe reserved distance needs to be reserved at a speed-limiting point representing speed reduction; determining a test case for a test of a maximum speed limit (MRSP) curve generation function of the vehicle-mounted equipment, the train control speed limit change scene comprising at least two speed limit points; testing the MRSP curve generation function of the vehicle-mounted equipment based on the test case, determining that the MRSP curve generation function of the vehicle-mounted equipment passes the test when the MRSP curve output by the vehicle-mounted equipment contains a vehicle tail holding distance and a safe reserved distance, and determining that the MRSP curve generation function of the vehicle-mounted equipment does not contain the vehicle tail holding distance and the safe reserved distance when the MRSP curve output by the vehicle-mounted equipment does not contain the vehicle tail holding distance and the safe reserved distance. And determining that the MRSP curve generation function of the vehicle-mounted equipment does not pass the test. The efficiency and the accuracy of the MRSP curve generation function test of the vehicle-mounted equipment can be effectively improved.

Description

Technical Field

[0001] The present application relates to the technical field of train operation control, and in particular to a method for testing the MRSP curve generation function of an on-board device, a device for testing the MRSP curve generation function of an on-board device, an electronic device, and a computer-readable storage medium. Background Art

[0002] China Train Control System (CTCS) is an indispensable and important part of the safe operation of trains. CTCS includes onboard equipment and ground equipment. Among them, the onboard equipment needs to obtain relevant information such as train parameters, line parameters, driving permits, temporary speed limit information, etc. from other modules of the train and ground equipment, so as to generate a dynamic speed control curve based on the relevant information obtained, and then compare the actual running speed of the train with the dynamic speed control curve, and when the actual running speed of the train exceeds the corresponding speed in the dynamic speed control curve, the necessary braking is output to the train to ensure the safe operation of the train.

[0003] As one of the core functions of vehicle-mounted equipment, the dynamic speed control curve needs to be calculated by the vehicle-mounted equipment first. The MRSP curve is a collection of the lowest speed values ​​of all speed limiting factors. Then, the dynamic speed control curve is generated by combining the brake establishment time, brake deceleration, and the end of movement authority (EOA) and limit of authority (LOA) positions.

[0004] For the functional test of the vehicle-mounted device generating the MRSP curve, currently the test cases are designed by the test personnel, and then the test cases are input into the vehicle-mounted device, and then the MRSP curve output by the vehicle-mounted device is determined to be reasonable, so as to determine whether the function of the vehicle-mounted device to generate the MRSP curve is normal.

[0005] However, different testers have different knowledge reserves and testing experiences, and the test cases they design are also quite different. They may even design redundant or incomplete test cases. In addition, they are prone to making many personalized errors in judging whether the MRSP curve is reasonable, thereby reducing the efficiency and accuracy of the MRSP curve generation function testing of vehicle-mounted equipment. Summary of the invention

[0006] The purpose of the embodiments of the present application is to provide a method for testing the MRSP curve generation function of an on-board device, a device for testing the MRSP curve generation function of an on-board device, an electronic device, and a computer-readable storage medium to improve the efficiency and accuracy of the detection of the MRSP curve generation function of the on-board device.

[0007] In order to solve the above technical problems, the embodiments of the present application provide the following technical solutions:

[0008] A first aspect of the present application provides a method for testing the MRSP curve generation function of an on-board device, the method comprising: determining a test case for testing the MRSP curve generation function of the on-board device with a maximum speed limit based on a plurality of preset train control speed limit change scenarios, the principle that a speed limit point representing a speed increase in the train control speed limit change scenario needs to reserve a rear vehicle distance, and a speed limit point representing a speed decrease needs to reserve a safety reserve distance, wherein the train control speed limit change scenario includes at least two speed limit points; testing the MRSP curve generation function of the on-board device based on the test case, wherein when the MRSP curve output by the on-board device includes a rear vehicle distance and a safety reserve distance, determining that the MRSP curve generation function of the on-board device has passed the test, and when the MRSP curve output by the on-board device does not include a rear vehicle distance and a safety reserve distance, determining that the MRSP curve generation function of the on-board device has not passed the test.

[0009] Compared with the prior art, the vehicle-mounted equipment MRSP curve generation function test method provided in the first aspect of the present application, through the preset train control speed limit change scenario, the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve the rear distance of the vehicle, and the speed limit point representing the speed reduction needs to reserve the safety reserve distance, to construct the test case, so that the tester has a standard to refer to when constructing the test case, thereby making the accuracy of the test case generated by different testers more consistent, avoiding the tester from generating redundant, incomplete, or even wrong test cases due to insufficient knowledge reserves or detection experience. In addition, the preset multiple train control speed limit change scenarios include at least two speed limit points, which can realize the simplified and comprehensive coverage of the vehicle-mounted equipment MRSP curve generation function test. And, when executing the test, only by considering whether the rear distance and the safety reserve distance are considered in the MRSP curve generation, the vehicle-mounted equipment MRSP curve generation function is realized. Rapid test. It can be seen that the vehicle-mounted equipment MRSP curve generation function test method provided by the embodiment of the present application can effectively improve the efficiency and accuracy of the vehicle-mounted equipment MRSP curve generation function test.

[0010] In some modified implementations of the first aspect of the present application, based on multiple preset train control speed limit change scenarios, the principle that the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve a rear vehicle keeping distance, and the speed limit point representing the speed reduction needs to reserve a safety reserve distance, a test case for the vehicle-mounted equipment maximum speed limit MRSP curve generation function test is determined, including: based on the first train control speed limit change scenario and principle, a first test case is determined, wherein the first train control speed limit change scenario includes two speed limit points representing the speed increase; based on the second train control speed limit change scenario and principle, a second test case is determined, wherein the second train control speed limit change scenario includes two speed limit points representing the speed reduction; based on the third train control speed limit change scenario and principle, a third test case is determined, wherein the third train control speed limit change scenario includes a speed limit point representing the speed increase that first increases and then decreases, and a speed limit point representing the speed reduction; based on the fourth train control speed limit change scenario and principle, a fourth test case is determined, wherein the fourth train control speed limit change scenario includes a speed limit point representing the speed reduction that first decreases and then increases, and a speed limit point representing the speed increase.

[0011] In each train control speed limit change scenario, only two points of speed increase and decrease are used to achieve comprehensive characterization of all speed change conditions in actual train operation, enabling simple, fast and comprehensive generation of test cases, further improving the efficiency and accuracy of the MRSP curve generation function test of on-board equipment.

[0012] In some changed implementation modes of the first aspect of the present application, based on the third train control speed limit change scenario and principle, a third test case is determined, including: based on the third train control speed limit change scenario A and principle, a third test case A is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario A is equal to the decrease of the speed limit point representing the speed reduction; based on the third train control speed limit change scenario B and principle, a third test case B is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario B is less than the decrease of the speed limit point representing the speed reduction; based on the third train control speed limit change scenario C and principle, a third test case C is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario C is greater than the decrease of the speed limit point representing the speed reduction; The fourth test case is determined based on four train control speed limit change scenarios and principles, wherein the fourth train control speed limit change scenario includes two speed limit points that first decrease and then increase, including: based on the fourth train control speed limit change scenario A and principles, the fourth test case A is determined, wherein the decrease in the speed limit point representing the speed decrease in the fourth train control speed limit change scenario A is equal to the increase in the speed limit point representing the speed increase; based on the fourth train control speed limit change scenario B and principles, the fourth test case B is determined, wherein the decrease in the speed limit point representing the speed decrease in the fourth train control speed limit change scenario B is greater than the increase in the speed limit point representing the speed increase; based on the fourth train control speed limit change scenario C and principles, the fourth test case C is determined, wherein the decrease in the speed limit point representing the speed decrease in the fourth train control speed limit change scenario C is less than the increase in the speed limit point representing the speed increase.

[0013] For the scenarios where the train control speed limit increases first and then decreases, or decreases first and then increases, further subdivision is performed based on the size relationship between the increase and decrease, thereby generating more detailed test cases, further improving the efficiency and accuracy of the MRSP curve generation function test of the on-board equipment.

[0014] In some changed implementation modes of the first aspect of the present application, the determining of the third test case A based on the third train control speed limit change scenario A and the principle includes: determining the third test case A1 based on the third train control speed limit change scenario A1 and the principle, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario A1 is greater than the sum of the rear vehicle keeping distance and the safety reserved distance; determining the third test case A2 based on the third train control speed limit change scenario A2 and the principle, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario A2 is less than or equal to the sum of the rear vehicle keeping distance and the safety reserved distance; determining the third test case B based on the third train control speed limit change scenario B and the principle includes: determining the third test case B1 based on the third train control speed limit change scenario B1 and the principle, wherein the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario B1 are less than or equal to the sum of the rear vehicle keeping distance and the safety reserved distance. The distance between the speed points is greater than the sum of the distance to be kept at the rear of the vehicle and the safety reserved distance; based on the third train control speed limit change scenario B2 and the said principle, a third test case B2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario B2 is less than or equal to the sum of the distance to be kept at the rear of the vehicle and the safety reserved distance; the third test case C is determined based on the third train control speed limit change scenario C and the said principle, including: based on the third train control speed limit change scenario C1 and the said principle, a third test case C1 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario C1 is greater than the sum of the distance to be kept at the rear of the vehicle and the safety reserved distance; based on the third train control speed limit change scenario C2 and the said principle, a third test case C2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario C2 is less than or equal to the sum of the distance to be kept at the rear of the vehicle and the safety reserved distance.

[0015] When generating test cases, the "bad point" situation is additionally considered, that is, the situation where the rear distance and the safety reserved distance intersect is introduced into the train control speed limit change scenario, making the generated test cases more comprehensive and further improving the accuracy of the MRSP curve generation function test of the on-board equipment.

[0016] In some changed implementation modes of the first aspect of the present application, a first test case is determined based on the first train control speed limit change scenario and principle, including: determining the first test case based on the first train control speed limit change scenario, principle and the updated speed limit at the rear distance in the first train control speed limit change scenario, wherein the updated speed limit is greater than the speed limit before the update at the rear distance; testing the MRSP curve generation function of the on-board equipment based on the test case, including: inputting the first test case into the on-board equipment; if the speed limit is raised after the rear distance is ended in the MRSP curve output by the on-board equipment, then determining that the MRSP curve generation function of the on-board equipment has passed the test; if the speed limit is raised at the rear distance in the MRSP curve output by the on-board equipment, then determining that the MRSP curve generation function of the on-board equipment has failed the test.

[0017] In the test case, a larger speed limit is added at the rear distance to detect whether the speed limit in the MRSP curve generated by the vehicle-mounted equipment will be raised only after the rear distance is maintained, so as to further test the MRSP curve generation function of the vehicle-mounted equipment and further improve the accuracy of the MRSP curve generation function test of the vehicle-mounted equipment.

[0018] In some changed implementations of the first aspect of the present application, based on the second train control speed limit change scenario and principle, a second test case is determined, including: based on the second train control speed limit change scenario, principle, and the second train control speed limit change scenario, the speed limit point based on the braking curve characterizing the speed reduction cannot achieve speed reduction, determine the second test case A; based on the second train control speed limit change scenario, principle, and the inability to achieve speed reduction, the speed limit before speed reduction corresponding to the speed limit point characterizing the speed reduction is updated, the updated speed limit is less than the speed limit before the update, and the updated speed limit can achieve the speed reduction of the speed limit point characterizing the speed reduction, determine the second test case B; based on the test case, the MRSP curve generation function of the on-board equipment is tested, including : Input the second test case A into the on-board device; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the on-board device for the first time is blocked, input the second test case B into the on-board device; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the on-board device for the second time reappears, it is determined that the MRSP curve generation function of the on-board device has passed the test; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the on-board device for the first time exists, or the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the on-board device for the second time does not appear, it is determined that the MRSP curve generation function of the on-board device has not passed the test.

[0019] In the test case, in the scenario of continuous deceleration, a further situation is added where deceleration cannot be achieved based on the braking curve, and whether the speed limit before deceleration is treated as a bad point in the MRSP curve output by the vehicle-mounted equipment is detected. Then, a situation is added where the speed limit before deceleration is reduced and deceleration can be achieved, in order to detect whether the speed limit previously treated as a bad point reappears in the MRSP curve output by the vehicle-mounted equipment, so as to further test the MRSP curve generation function of the vehicle-mounted equipment and further improve the accuracy of the test of the MRSP curve generation function of the vehicle-mounted equipment.

[0020] In some changed implementation modes of the first aspect of the present application, the MRSP curve generation function of the vehicle-mounted equipment is tested based on the test case, including: generating a standard MRSP curve based on the test case; inputting the test case into the vehicle-mounted equipment to obtain the actual MRSP curve output by the vehicle-mounted equipment; matching the actual MRSP curve with the standard MRSP curve, and determining whether the MRSP curve generation function of the vehicle-mounted equipment has passed the test based on the matching result, wherein when the matching result indicates a successful match, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has passed the test, and when the matching result indicates a failed match, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has not passed the test.

[0021] During the test, the MRSP curve output by the vehicle-mounted device is compared with the MRSP curve manually generated based on the same test case. Compared with manual direct analysis of the MRSP curve output by the vehicle-mounted device, the curve comparison is simple and direct, which further improves the efficiency of the MRSP curve generation function test of the vehicle-mounted device.

[0022] According to a second aspect of the present application, there is provided a device for testing the MRSP curve generation function of an on-board device, the device comprising: a use case determination module for determining a test case for testing the MRSP curve generation function of the on-board device with the maximum speed limit based on a plurality of preset train control speed limit change scenarios, the principle that a speed limit point representing a speed increase in the train control speed limit change scenario needs to reserve a rear vehicle distance, and a speed limit point representing a speed decrease needs to reserve a safety reserve distance, wherein the train control speed limit change scenario includes at least two speed limit points; a test module for testing the MRSP curve generation function of the on-board device based on the test case, wherein when the MRSP curve output by the on-board device includes a rear vehicle distance and a safety reserve distance, it is determined that the MRSP curve generation function of the on-board device has passed the test, and when the MRSP curve output by the on-board device does not include a rear vehicle distance and a safety reserve distance, it is determined that the MRSP curve generation function of the on-board device has not passed the test.

[0023] The third aspect of the present application provides an electronic device, which includes: a processor, a memory, and a bus; wherein the processor and the memory communicate with each other through the bus; and the processor is used to call program instructions in the memory to execute the method in the first aspect.

[0024] A fourth aspect of the present application provides a computer-readable storage medium, the storage medium comprising: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in the first aspect.

[0025] The vehicle-mounted equipment MRSP curve generation function test device provided in the second aspect of this application, the electronic device provided in the third aspect, and the computer-readable storage medium provided in the fourth aspect have the same or similar beneficial effects as the vehicle-mounted equipment MRSP curve generation function test method provided in the first aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] By reading the detailed description below with reference to the accompanying drawings, the above and other purposes, features and advantages of the exemplary embodiments of the present application will become easy to understand. In the accompanying drawings, several embodiments of the present application are shown in an exemplary and non-limiting manner, and the same or corresponding reference numerals represent the same or corresponding parts, wherein:

[0027] Figure 1 The process diagram of the vehicle-mounted device MRSP curve generation function test method in the embodiment of the present application is as follows Figure 1 ;

[0028] Figure 2 A schematic diagram of a test case in an embodiment of the present application;

[0029] Figure 3 This is a schematic diagram of the MRSP curve fitting process in the embodiment of the present application;

[0030] Figure 4 A schematic diagram of a bad pixel in an embodiment of the present application;

[0031] Figure 5 The process diagram of the vehicle-mounted device MRSP curve generation function test method in the embodiment of the present application is as follows Figure 2 ;

[0032] Figure 6 A schematic diagram of a speed limit continuous increase scenario and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0033] Figure 7 A schematic diagram of a speed limit continuous decrease scenario and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0034] Figure 8It is a schematic diagram of a scenario in which the speed limit increases first and then decreases, is the same before and after, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0035] Fig. 9 It is a schematic diagram of a scenario in which the speed limit increases first and then decreases, is the same before and after, and has bad pixels, and the corresponding MRSP curve adjustment in an embodiment of the present application;

[0036] Fig.10 It is a schematic diagram of a scenario in which the speed limit increases first and then decreases, is high first and then low, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0037] Fig.11 It is a schematic diagram of the scenario in which the speed limit increases first and then decreases, is high first and then low, and has bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application;

[0038] Fig.12 It is a schematic diagram of a scenario in which the speed limit increases first and then decreases, is low first and then high, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0039] Fig.13 It is a schematic diagram of a scenario in which the speed limit increases first and then decreases, is low first and then high, and has a bad pixel and the corresponding MRSP curve adjustment in an embodiment of the present application;

[0040] Fig.14 It is a schematic diagram of a scenario in which the speed limit first decreases and then increases, is the same before and after, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0041] Fig.15 It is a schematic diagram of a scenario in which the speed limit first decreases and then increases, is high at first and then low, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0042] Fig.16 It is a schematic diagram of a scenario in which the speed limit first decreases and then increases, is low at first and then high, and has no bad pixels, and its corresponding MRSP curve adjustment in an embodiment of the present application;

[0043] Fig.17 A schematic diagram of updating the speed limit at the rear distance and the corresponding MRSP curve adjustment in an embodiment of the present application;

[0044] Fig.18 A schematic diagram of updating the speed limit in the deceleration interval and the corresponding MRSP curve adjustment in the embodiment of the present application;

[0045] Fig.19 The structure of the MRSP curve generation function test device of the vehicle-mounted equipment in the embodiment of the present application is schematically shown. Figure 1 ;

[0046] Fig. 20The structure of the MRSP curve generation function test device of the vehicle-mounted equipment in the embodiment of the present application is schematically shown. Figure 2 ;

[0047] Fig.21 Schematic diagram of the structure of an electronic device in an embodiment of the present application. DETAILED DESCRIPTION

[0048] The exemplary embodiments of the present application will be described in more detail below with reference to the accompanying drawings. Although the exemplary embodiments of the present application are shown in the accompanying drawings, it should be understood that the present application can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided in order to enable a more thorough understanding of the present application and to fully convey the scope of the present application to those skilled in the art.

[0049] It should be noted that, unless otherwise specified, the technical terms or scientific terms used in this application should have the common meanings understood by technicians in the field to which this application belongs.

[0050] At present, in the functional test of the generation of MRSP curves by vehicle-mounted equipment, the test cases designed by the testers are mainly used to input the vehicle-mounted equipment, and the MRSP curves output by the vehicle-mounted equipment are analyzed by the testers to determine whether the function of the vehicle-mounted equipment to generate MRSP curves is normal. However, different testers have different knowledge reserves and testing experience, which leads to the problems of redundant and incomplete generated test cases, and the testers' judgment on whether the MRSP curve is reasonable will have many personalized errors, thereby reducing the efficiency and accuracy of the detection of the MRSP curve generation function of the vehicle-mounted equipment.

[0051] In view of this, the embodiment of the present application provides a vehicle-mounted equipment MRSP curve generation function test method, vehicle-mounted equipment MRSP curve generation function test device, electronic device and computer-readable storage medium. When generating test cases, according to multiple preset train control speed limit change scenarios, the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve the rear distance of the vehicle, and the speed limit point representing the speed reduction needs to reserve the safety reserve distance. In this way, the test cases used in the vehicle-mounted equipment MRSP curve generation function test can be more standardized. In addition, at least two speed limit points are included in the preset multiple train control speed limit change scenarios. Such a scenario can cover various speed limit changes of train operation, thereby ensuring the comprehensive generation of test cases. And, when performing the vehicle-mounted equipment MRSP curve generation function test, only the rear distance and the safety reserve distance are considered, while achieving accurate testing, the test steps can be simplified and the test efficiency can be improved. Finally, the efficiency and accuracy of the vehicle-mounted equipment MRSP curve generation function detection are improved.

[0052] First, the MRSP curve generation function testing method of the vehicle-mounted equipment provided in the embodiment of the present application is described in detail.

[0053] Figure 1 The process diagram of the vehicle-mounted device MRSP curve generation function test method in the embodiment of the present application is as follows Figure 1 , see Figure 1 As shown, the method may include:

[0054] S11: Based on multiple preset train control speed limit change scenarios, the principle that the speed limit points representing speed increases in the train control speed limit change scenarios need to reserve a rear distance, and the speed limit points representing speed reduction need to reserve a safety reserve distance, determine the test cases for the maximum speed limit MRSP curve generation function test of the on-board equipment.

[0055] The train control speed limit change scenario includes at least two speed limit points. The at least two speed limit points may refer to at least two speed limit points representing speed increase, at least two speed limit points representing speed reduction, or at least one speed limit point representing speed increase and at least one speed limit point representing speed reduction.

[0056] The speed limit points representing speed increase and speed limit points representing speed reduction here can refer to the corresponding driving distance points and their corresponding speed limits when the driving speed limit increases or decreases. For example: the train travels from 0km to 50km at a speed of 60km / h. The train travels from 50km to 100km at a speed of 80km / h, and the 50km point is a speed limit point representing speed increase.

[0057] In different train control speed limit change scenarios, the speed limit points representing speed increase and speed limit points representing speed decrease are different. In other words, different train control speed limit change scenarios represent different specific speed limit increase and decrease details.

[0058] The so-called speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve a rear-end keeping distance, which means that when crossing from a lower speed limit area to a higher speed limit area, the rear-end keeping distance, that is, the train length, is increased at the end of the lower speed limit area, that is, the lower speed limit is extended to the higher speed limit area by the length of the rear-end keeping distance.

[0059] The so-called speed limit point representing the speed reduction in the train control speed limit change scenario needs to reserve a safety reserve distance, which means that when crossing from a higher speed limit area to a lower speed limit area, a safety reserve distance is increased at the end of the higher speed limit area. The specific distance can be determined according to actual needs, that is, at the end of the higher speed limit area, the higher speed limit of the safety reserve distance is adjusted to a lower speed limit.

[0060] Test cases are generated based on multiple preset train control speed limit change scenarios, and the principle that the speed limit points representing speed increases in the train control speed limit change scenarios need to reserve a rear distance to keep the car, and the speed limit points representing speed reduction need to reserve a safety reserved distance. That is, based on the speed limit changes in each train control speed limit change scenario, combined with the need to reserve a rear distance to keep the car for speed increases and the need to reserve a safety reserved distance for speed reduction, test cases containing relevant information such as train parameters, line parameters, driving permits, temporary speed limit information, etc. are generated.

[0061] Figure 2 This is a schematic diagram of a test case in the embodiment of this application, see Figure 2 As shown in the figure, the test cases include: static speed curve, temporary speed limit, maximum train speed (i.e. train construction speed), mode-related speed limit, signal speed limit, etc. These speed limit information are used as inputs of the on-board equipment to fit and generate the MRSP curve.

[0062] S12: Testing the MRSP curve generation function of the vehicle-mounted equipment based on the test case.

[0063] Among them, when the MRSP curve output by the vehicle-mounted equipment includes the rear-end keeping distance and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has passed the test; when the MRSP curve output by the vehicle-mounted equipment does not include the rear-end keeping distance and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has not passed the test.

[0064] After the test case preparation is completed, the MRSP curve generation function of the vehicle-mounted device can be officially tested to detect whether the vehicle-mounted device can accurately generate an MRSP curve that can be used in practice.

[0065] In a specific test, the test case can be input into the vehicle-mounted device to monitor the entire process of the vehicle-mounted device generating the MRSP curve, and in the entire process, observe whether the MRSP curve is adjusted based on the rear distance and the safety reserved distance. If it is determined that the MRSP curve is adjusted based on the rear distance and the safety reserved distance, it is determined that the generation function of the MRSP curve of the vehicle-mounted device is normal, and if it is determined that the MRSP curve is not adjusted based on the rear distance and the safety reserved distance, it is determined that the generation function of the MRSP curve of the vehicle-mounted device is abnormal.

[0066] In a specific test, the MRSP curve can also be manually generated in advance based on the test case. Then, the test case is input into the vehicle-mounted device to obtain the MRSP curve output by the vehicle-mounted device. Finally, the two MRSP curves are matched. If the match is successful, it means that the generation function of the MRSP curve of the vehicle-mounted device is normal. If the match fails, it means that the generation function of the MRSP curve of the vehicle-mounted device is abnormal.

[0067] Figure 3 This is a schematic diagram of the MRSP curve fitting process in the embodiment of the present application, see Figure 3 As shown in the figure, by fitting the speed limits of three categories, A, B, and C, and considering the train length and safety reserve distance, the MRSP curve is obtained.

[0068] As can be seen from the above content, the vehicle-mounted equipment MRSP curve generation function test method provided by the embodiment of the present application, through the preset train control speed limit change scenario, the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve the rear distance of the vehicle, and the speed limit point representing the speed reduction needs to reserve the safety reserved distance, to construct the test case, so that the tester has a standard to refer to when constructing the test case, thereby making the accuracy of the test case generated by different testers more consistent, avoiding the tester from generating redundant, incomplete, or even wrong test cases due to insufficient knowledge reserves or detection experience. In addition, the preset multiple train control speed limit change scenarios include at least two speed limit points, which can realize the simplified and comprehensive coverage of the vehicle-mounted equipment MRSP curve generation function test. And, when executing the test, only by considering whether the rear distance and the safety reserved distance are considered in the MRSP curve generation, the vehicle-mounted equipment MRSP curve generation function is realized. It can be seen that the vehicle-mounted equipment MRSP curve generation function test method provided by the embodiment of the present application can effectively improve the efficiency and accuracy of the vehicle-mounted equipment MRSP curve generation function test.

[0069] Furthermore, as a Figure 1 As a refinement and extension of the method shown, an embodiment of the present application also provides a method for testing the MRSP curve generation function of an on-board device.

[0070] In the train control speed limit change scenario, in addition to using more speed limit points representing speed increase and speed limit points representing speed reduction, using two speed limit points representing speed increase, two speed limit points representing speed reduction, or one speed limit point representing speed increase and one speed reduction point can not only cover various speed limit change situations in train driving, but also avoid including too many speed limit points representing speed increase and speed limit points representing speed reduction to make the scenario complicated. On the basis of ensuring the comprehensive generation of test cases, the generation efficiency of test cases can be improved.

[0071] When the train control speed limit change scenario includes two speed limit points representing speed increase, two speed limit points representing speed decrease, or one speed limit point representing speed increase and one speed decrease point, the speed limit change can be divided into: continuous increase, continuous decrease, increase first and then decrease, and decrease first and then increase.

[0072] In the case where the speed limit increases first and then decreases, in addition to arbitrary increases and decreases, in order to ensure that the test can fully cover various situations, the increase first and then decrease can be subdivided into: the same increase and decrease, the increase is less than the decrease, and the increase is greater than the decrease. As for the specific value greater than or less than, it can be any value and is not limited here.

[0073] Similarly, in the case where the speed limit is first reduced and then increased, in addition to arbitrary reduction and arbitrary increase, in order to ensure that the test can fully cover various situations, the first reduction and then increase can be subdivided into: the reduction and increase are the same, the reduction is greater than the increase, and the reduction is less than the increase. The specific value of greater than or less than can be any value and is not limited here.

[0074] In order to further improve the accuracy of the test, "bad points" can also be introduced to consider whether the bad points are taken into account when generating the MRSP curve through the vehicle-mounted equipment, so as to comprehensively evaluate the performance of the vehicle-mounted equipment in generating the MRSP curve. The so-called bad points can refer to points in the MRSP curve that have no practical effect.

[0075] Figure 4 This is a schematic diagram of a bad pixel in the embodiment of the present application, see Figure 4 As shown in the figure, the original MRSP curve fitted by the vehicle-mounted equipment based on the Last Relevant Balise Group (LRBG) consists of A, B, C, and D. When the vehicle-mounted equipment generates the final MRSP curve, it takes into account the tail distance and the safety reserved distance. It is found that the sum of the tail distance and the safety reserved distance is equal to the distance between B and C. The speed limit at B and C has no practical effect. B and C are "bad points". After that, the vehicle-mounted equipment needs to remove B and C from the original MRSP curve. The MRSP curve finally output by the vehicle-mounted equipment consists of A, B, and C. 1 , C 1 , D.

[0076] Generally speaking, bad points only exist when the speed limit is first increased and then decreased. In order to introduce bad points, the distance corresponding to the high-speed section can be configured into two types when the limit is first increased and then decreased. One is that the distance is greater than the sum of the tailgate distance and the safety reserved distance (no bad points). The other is that the distance is less than or equal to the sum of the tailgate distance and the safety reserved distance (there are bad points). That is, the increase and decrease are the same (no bad points and there are bad points), the increase is less than the decrease (no bad points and there are bad points), and the increase is greater than the decrease (no bad points and there are bad points).

[0077] Figure 5 The process diagram of the vehicle-mounted device MRSP curve generation function test method in the embodiment of the present application is as follows Figure 2 , see Figure 5 As shown, the method may include:

[0078] S51: Based on the first train control speed limit change scenario and principle, determine a first test case, where the first train control speed limit change scenario includes two speed limit points representing speed increase.

[0079] In the scenario where the speed limit increases twice in succession, at the rear distance, a speed limit greater than the original speed limit at the rear distance can be updated when the train reaches the rear distance, so as to check whether the train speed increases after the rear distance is completed, thereby determining whether the MRSP curve generation function of the on-board equipment is normal. In such a scenario, a more accurate test case can be generated concisely and quickly, thereby improving the accuracy and efficiency of the test of the MRSP curve generation function of the on-board equipment.

[0080] Specifically, S51 may include:

[0081] S511: Based on the first train control speed limit change scenario, principle, and the updated speed limit at the rear distance in the first train control speed limit change scenario, determine the first test case, and the updated speed limit is greater than the speed limit before the update at the rear distance.

[0082] S52: Based on the second train control speed limit change scenario and principle, determine a second test case, where the second train control speed limit change scenario includes two speed limit points representing speed reduction.

[0083] In the scenario where the speed limit is reduced twice in succession, a situation where the speed reduction requirement cannot be met may be added to the process of speed limit reduction, so as to determine whether the MRSP curve generation function of the on-board equipment is normal by checking whether bad points are eliminated in the MRSP curve generated by the on-board equipment.

[0084] Next, a smaller speed limit is updated at the position before the speed reduction. The smaller speed limit can meet the speed reduction requirement. By checking whether the previously eliminated bad points in the MRSP curve generated by the vehicle-mounted device reappear (a smaller speed limit appears), it can be determined whether the MRSP curve generation function of the vehicle-mounted device is normal.

[0085] In such a scenario, it is also possible to generate more accurate test cases simply and quickly, thereby improving the accuracy and efficiency of the MRSP curve generation function test of the vehicle-mounted equipment.

[0086] Specifically, S52 may include:

[0087] S521: Based on the second train control speed limit change scenario and principle and the fact that the speed limit point characterized by the speed reduction based on the braking curve in the second train control speed limit change scenario cannot achieve speed reduction, the second test case A is determined.

[0088] S522: Based on the second train control speed limit change scenario and principle and the inability to achieve speed reduction, the pre-speed reduction speed limit corresponding to the speed limit point representing the speed reduction is updated, the updated speed limit is less than the speed limit before the update, and the updated speed limit can achieve the speed reduction at the speed limit point representing the speed reduction, determine the second test case B.

[0089] S53: Based on the third train control speed limit change scenario and principle, a third test case is determined. The third train control speed limit change scenario includes a speed limit point that first increases and then decreases, representing an increase in speed, and a speed limit point that represents a decrease in speed.

[0090] Specifically, S53 may include:

[0091] S531: Based on the third train control speed limit change scenario A and the principle, determine a third test case A, in which the increase in the speed limit point representing the speed increase in the third train control speed limit change scenario A is equal to the decrease in the speed limit point representing the speed decrease.

[0092] Specifically, S531 may include:

[0093] S5311: Based on the third train control speed limit change scenario A1 and the principle, determine the third test case A1, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario A1 is greater than the sum of the rear vehicle keeping distance and the safety reserved distance.

[0094] S5312: Based on the third train control speed limit change scenario A2 and the principle, determine the third test case A2, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario A2 is less than or equal to the sum of the rear distance and the safety reserved distance.

[0095] S532: Based on the third train control speed limit change scenario B and the principle, a third test case B is determined, in which the increase in the speed limit point representing the speed increase in the third train control speed limit change scenario B is less than the decrease in the speed limit point representing the speed decrease.

[0096] Specifically, S532 may include:

[0097] S5321: Based on the third train control speed limit change scenario B1 and the principle, determine the third test case B1, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario B1 is greater than the sum of the rear vehicle keeping distance and the safety reserved distance.

[0098] S5322: Based on the third train control speed limit change scenario B2 and the principle, determine the third test case B2, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario B2 is less than or equal to the sum of the rear distance and the safety reserved distance.

[0099] S533: Based on the third train control speed limit change scenario C and the principle, a third test case C is determined, in which the increase in the speed limit point representing the speed increase in the third train control speed limit change scenario C is greater than the decrease in the speed limit point representing the speed decrease.

[0100] Specifically, S533 may include:

[0101] S5331: Based on the third train control speed limit change scenario C1 and the principle, determine the third test case C1, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario C1 is greater than the sum of the rear vehicle keeping distance and the safety reserved distance.

[0102] S5332: Based on the third train control speed limit change scenario C2 and the principle, determine the third test case C2, in which the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario C2 is less than or equal to the sum of the rear vehicle distance and the safety reserved distance.

[0103] S54: Based on the fourth train control speed limit change scenario and principle, a fourth test case is determined. The fourth train control speed limit change scenario includes a speed limit point representing a speed reduction that first decreases and then increases, and a speed limit point representing a speed increase.

[0104] Specifically, S54 may include:

[0105] S541: Based on the fourth train control speed limit change scenario A and the principle, determine a fourth test case A, in which the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario A is equal to the increase in the speed limit point representing the speed increase.

[0106] S542: Based on the fourth train control speed limit change scenario B and the principle, a fourth test case B is determined, in which the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario B is greater than the increase in the speed limit point representing the speed increase.

[0107] S543: Based on the fourth train control speed limit change scenario C and the principle, a fourth test case C is determined, in which the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario C is less than the increase in the speed limit point representing the speed increase.

[0108] S55: Testing the MRSP curve generation function of the vehicle-mounted equipment based on the test case.

[0109] When the MRSP curve output by the vehicle-mounted device includes the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test; when the MRSP curve output by the vehicle-mounted device does not include the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted device has not passed the test.

[0110] Corresponding to the above step S511, S55 may include:

[0111] S551a: Input the first test case into the vehicle-mounted device.

[0112] S552a: If the speed limit is raised after the rear-end distance maintenance is completed in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test.

[0113] S553a: If the speed limit is raised at the rear distance in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has failed the test.

[0114] Corresponding to the above steps S521 and S522, S55 may include:

[0115] S551b: Input the second test case A into the vehicle-mounted device.

[0116] S552b: If the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve outputted by the vehicle-mounted device for the first time is blocked, the second test case B is input into the vehicle-mounted device.

[0117] S553b: If the speed limit before speed reduction corresponding to the speed limit point representing speed reduction in the MRSP curve output by the vehicle-mounted device for the second time reappears, it is determined that the MRSP curve generation function of the vehicle-mounted device passes the test.

[0118] S554b: If the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the first time exists, or the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the second time does not appear, it is determined that the MRSP curve generation function of the vehicle-mounted device has failed the test.

[0119] It should be noted here that during the specific test, the MRSP curve finally generated by the on-board equipment can be directly viewed, and the actual operation status of the train based on the on-board equipment can also be viewed.

[0120] In the process of checking the MRSP curve finally generated by the vehicle-mounted device to test whether the MRSP curve generation function of the vehicle-mounted device is normal, the MRSP curve generated by the vehicle-mounted device can be compared with the standard MRSP curve, which can improve the efficiency of judging whether the MRSP curve is correct.

[0121] Specifically, S55 may include:

[0122] S551c: Generate a standard MRSP curve based on the test case.

[0123] S552c: Input the test case into the vehicle-mounted device to obtain the actual MRSP curve output by the vehicle-mounted device.

[0124] S553c: Match the actual MRSP curve with the standard MRSP curve, and determine whether the MRSP curve generation function of the vehicle-mounted equipment passes the test based on the matching result.

[0125] When the matching result indicates that the matching is successful, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test. When the matching result indicates that the matching is unsuccessful, it is determined that the MRSP curve generation function of the vehicle-mounted device has failed the test.

[0126] In order to more clearly demonstrate the above-mentioned various train control speed limit change scenarios and test principles, please refer to the following Table 1.

[0127] Table 1 Different train control speed limit change scenarios and their corresponding MRSP curves

[0128]

[0129] Where "T" stands for yes and "F" stands for no. " √ " represents yes, and a space represents no.

[0130] Figure 6 This is a schematic diagram of the speed limit continuous increase scenario and its corresponding MRSP curve adjustment in the embodiment of the present application, see Figure 6 As shown in the figure, the first test case is designed based on the speed limit continuous increase scenario, and the first test case is input into the vehicle-mounted device, which fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, considering the rear distance, the vehicle-mounted device needs to reserve a rear distance in the high-speed section of the original MRSP curve. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device also outputs A, B under the first test case 1 , C 1 The MRSP curve composed of A and B is determined to be normal for the vehicle-mounted device to generate the MRSP curve. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0131] Figure 7 This is a schematic diagram of the speed limit continuous reduction scenario and its corresponding MRSP curve adjustment in the embodiment of the present application, see Figure 7As shown in the figure, a second test case is designed based on the speed limit continuous reduction scenario, and the second test case is input into the vehicle-mounted device, which fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when reducing speed, considering the safety reserve distance, the vehicle-mounted device needs to reserve a safety reserve distance in the high-speed section of the original MRSP curve. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device also outputs A, B under the second test case 1 , C 1 The MRSP curve composed of A and B is determined to be normal. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0132] Figure 8 Schematic diagram of the MRSP curve adjustment corresponding to the scenario where the speed limit increases first and then decreases, is the same before and after and has no bad pixels in the embodiment of the present application, see Figure 8 As shown, a third test case A1 is designed based on the scenario that the speed limit increases first and then decreases, the front and rear are the same, and there are no bad pixels. The third test case A1 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board device needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. In addition, the distance to the rear of the vehicle and the safety reserved distance do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the third test case A1, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0133] Fig. 9 Schematic diagram of the MRSP curve adjustment corresponding to the scenario where the speed limit increases first and then decreases, is the same before and after and has bad pixels in the embodiment of the present application, see Fig. 9As shown, a third test case A2 is designed based on the scenario that the speed limit increases first and then decreases, the front and rear are the same, and there are bad pixels. The third test case A2 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board equipment needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. However, the distance to the rear of the vehicle and the safety reserved distance overlap, and the speed limit of the increase has no practical effect. It is also easy to cause traffic safety accidents. Point B needs to be eliminated as a bad pixel. The standard MRSP curve should be composed of A, B 1 If the vehicle-mounted device is under the third test case A2, it also outputs A, B 1 , B, C, to confirm that the vehicle-mounted device is functioning properly in generating MRSP curves. If the vehicle-mounted device does not output the MRSP curve composed of A, B, C, under the third test case A2, 1 , C to determine if the function of the vehicle-mounted equipment in generating the MRSP curve is abnormal.

[0134] Fig.10 Schematic diagram of the speed limit first increasing and then decreasing, first high and then low, and without bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.10 As shown, a third test case B1 is designed based on the scenario where the speed limit increases first and then decreases, is high at the beginning and low at the end, and has no bad pixels. The third test case B1 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board device needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. In addition, the distance to the rear of the vehicle and the safety reserved distance do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the third test case B1, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0135] Fig.11 This is a schematic diagram of the speed limit first increasing and then decreasing, first high and then low, and with bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.11As shown, a third test case B2 is designed based on the scenario that the speed limit increases first and then decreases, is high at the beginning and low at the end, and has bad points. The third test case B2 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board equipment needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. However, the distance to the rear of the vehicle and the safety reserved distance overlap, and the speed limit of the increase has no practical effect. It is also easy to cause traffic safety accidents. Point B needs to be eliminated as a bad point. The standard MRSP curve should be composed of A, B 1 , C 1 If the vehicle-mounted device is under the third test case B2, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal for the vehicle-mounted device to generate the MRSP curve. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0136] Fig.12 Schematic diagram of the speed limit first increasing and then decreasing, first low and then high, and without bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.12 As shown, a third test case C1 is designed based on the scenario where the speed limit increases first and then decreases, is low at first and then high, and has no bad pixels. The third test case C1 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board device needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. In addition, the distance to the rear of the vehicle and the safety reserved distance do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the third test case C1, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0137] Fig.13Schematic diagram of the speed limit first increasing and then decreasing, first low and then high, and with bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.13 As shown, a third test case C2 is designed based on the scenario that the speed limit increases first and then decreases, is low at the beginning and high at the end, and has bad points. The third test case C2 is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board equipment needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. However, the distance to the rear of the vehicle and the safety reserved distance overlap, and the speed limit of the increase has no practical effect. It is also easy to cause traffic safety accidents. Point B needs to be eliminated as a bad point. The standard MRSP curve should be composed of A, B. 1 , C 1 If the vehicle-mounted device is under the third test case C2, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal. If the vehicle-mounted device does not output the MRSP curve composed of A and B under the third test case C2, 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0138] Fig.14 Schematic diagram of the MRSP curve adjustment corresponding to the scenario where the speed limit is first reduced and then increased, the same before and after, and no bad pixels in the embodiment of the present application, see Fig.14 As shown, the fourth test case A is designed based on the scenario that the speed limit first decreases and then increases, the front and rear are the same, and there are no bad pixels. The fourth test case A is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when slowing down, the safety reserved distance is considered, and when speeding up, the distance to be kept at the rear of the vehicle is considered. The on-board device needs to reserve a safety reserved distance and a distance to be kept at the rear of the vehicle in the high-speed section of the original MRSP curve. In addition, the safety reserved distance and the distance to be kept at the rear of the vehicle do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the fourth test case A, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal for the vehicle-mounted device to generate the MRSP curve. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0139] Fig.15 Schematic diagram of the speed limit first decreasing and then increasing, first high and then low, and no bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.15 The fourth test case B is designed based on the scenario that the speed limit first decreases and then increases, is high at the beginning and low at the end, and has no bad pixels. The fourth test case B is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when slowing down, the safety reserved distance is considered, and when speeding up, the distance to be kept at the rear of the vehicle is considered. The on-board device needs to reserve a safety reserved distance and a distance to be kept at the rear of the vehicle in the high-speed section of the original MRSP curve. In addition, the safety reserved distance and the distance to be kept at the rear of the vehicle do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the fourth test case B1, it also outputs A, B 1 , C 1 The MRSP curve composed of A and B is determined to be normal for the vehicle-mounted device to generate the MRSP curve. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0140] Fig.16 Schematic diagram of the speed limit first decreasing and then increasing, first low and then high, and without bad pixels and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.16 The fourth test case C is designed based on the scenario that the speed limit first decreases and then increases, is low at the beginning and high at the end, and has no bad pixels. The fourth test case C is input into the on-board device, and the on-board device fits the original MRSP curve based on LRBG. The original MRSP curve is formed by A, B, and C. Based on the test standard, when increasing the speed, the distance to the rear of the vehicle is considered, and when decreasing the speed, the safety reserved distance is considered. The on-board device needs to reserve a distance to the rear of the vehicle and a safety reserved distance in the high-speed section of the original MRSP curve. In addition, the distance to the rear of the vehicle and the safety reserved distance do not overlap. The standard MRSP curve should be composed of A, B, and C. 1 , C 1 If the vehicle-mounted device is under the fourth test case C, it also outputs the components A and B. 1 , C 1 The MRSP curve composed of A and B is determined to be normal. 1 , C 1 The MRSP curve composed of the above is used to determine whether the function of the vehicle-mounted equipment to generate the MRSP curve is abnormal.

[0141] Fig.17 Schematic diagram of updating the speed limit at the rear distance and its corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.17 The MRSP curve originally generated by the vehicle-mounted equipment includes A, B, and C. Considering the distance maintained by the rear end of the vehicle, the MRSP curve generated again includes A, B 1 , C 1 . A new larger speed limit is added at the rear distance in the scenario. In the design of the test case, a new set of LRBGs will be set for the train to pass within any rear distance during the forward movement of the train. The LRBG contains the E27 package and the SSP is updated. The updated speed limit value is greater than the speed limit here before the update. If the rear distance remains unchanged in the MRSP curve finally generated by the on-board equipment, and the speed limit is raised only after the rear distance is completed, it is determined that the function of the on-board equipment to generate the MRSP curve is normal. If otherwise, it is determined that the function of the on-board equipment to generate the MRSP curve is abnormal.

[0142] Fig.18 Schematic diagram of the speed limit update in the deceleration interval and the corresponding MRSP curve adjustment in the embodiment of the present application, see Fig.18 As shown in a, the MRSP curve originally generated by the vehicle-mounted equipment includes A, B, and C. Considering the safety reserved distance, the MRSP curve generated again includes A, B 1 , C 1 Based on the braking curve (including at least: emergency brake trigger curve (Emergency Brake Intervention, EBI), common brake trigger curve (Service Brake Intervention, SBI)), it is inferred from B 1 to C 1 The distance cannot meet the speed reduction requirement, B 1 is blocked and needs to be treated as a bad pixel. Fig.18 As shown in b, in the test case, when the train is traveling to B 1 When the vehicle is at the location, it receives updated driving permit and route data, and the speed limit at B is reduced. 1 to C 1 The distance can meet the speed reduction requirements, B 1 The point appears as a valid point again. If such a change occurs in the MRSP curve generated by the vehicle-mounted device, it is determined that the function of the vehicle-mounted device to generate the MRSP curve is normal. Otherwise, it is determined that the function of the vehicle-mounted device to generate the MRSP curve is abnormal.

[0143] So far, the vehicle-mounted equipment MRSP curve generation function testing method provided in the embodiment of the present application has been fully described.

[0144] Based on the same inventive concept, as an implementation of the above method, an embodiment of the present application also provides a vehicle-mounted equipment MRSP curve generation function testing device.

[0145] Fig.19 The structure of the MRSP curve generation function test device of the vehicle-mounted equipment in the embodiment of the present application is schematically shown. Figure 1 , see Fig.19 As shown, the apparatus may include: a use case determination module 191 and a testing module 192 .

[0146] The use case determination module 191 is used to determine the test case for the maximum speed limit MRSP curve generation function test of the on-board equipment based on multiple preset train control speed limit change scenarios, the principle that the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve a rear vehicle keeping distance, and the speed limit point representing the speed reduction needs to reserve a safety reserve distance, wherein the train control speed limit change scenario includes at least two speed limit points.

[0147] The test module 192 is used to test the MRSP curve generation function of the vehicle-mounted equipment based on the test case, wherein when the MRSP curve output by the vehicle-mounted equipment includes the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has passed the test; when the MRSP curve output by the vehicle-mounted equipment does not include the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has not passed the test.

[0148] Furthermore, as a Fig.19 As a refinement and extension of the device shown, an embodiment of the present application also provides a vehicle-mounted equipment MRSP curve generation function testing device.

[0149] Fig. 20 The structure of the MRSP curve generation function test device of the vehicle-mounted equipment in the embodiment of the present application is schematically shown. Figure 2 , see Fig. 20 As shown, the apparatus may include: a use case determination module 201 and a testing module 202 .

[0150] The use case determination module 201 includes: a first use case determination unit 2011 , a second use case determination unit 2012 , a third use case determination unit 2013 and a fourth use case determination unit 2014 .

[0151] The first case determination unit 2011 is used to determine a first test case based on a first train control speed limit change scenario and principle, wherein the first train control speed limit change scenario includes two speed limit points representing speed increase.

[0152] The first use case determination unit 2011 is specifically used to determine the first test case based on the first train control speed limit change scenario, principle and the updated speed limit at the rear distance in the first train control speed limit change scenario, wherein the updated speed limit is greater than the speed limit before the update at the rear distance.

[0153] The second case determination unit 2012 is used to determine a second test case based on a second train control speed limit change scenario and principle, wherein the second train control speed limit change scenario includes two speed limit points representing speed reduction.

[0154] The second use case determination unit 2012 is specifically used to determine the second test case A based on the second train control speed limit change scenario and principle and the fact that the speed limit point representing the speed reduction based on the braking curve in the second train control speed limit change scenario cannot achieve speed reduction; determine the second test case B based on the fact that the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the second train control speed limit change scenario and principle and the fact that the speed limit after the update is less than the speed limit before the update, and the updated speed limit can achieve speed reduction at the speed limit point representing the speed reduction.

[0155] The third use case determination unit 2013 is used to determine a third test case based on a third train control speed limit change scenario and principle, wherein the third train control speed limit change scenario includes a speed limit point representing a speed increase that first increases and then decreases, and a speed limit point representing a speed decrease.

[0156] The third use case determination unit 2013 is specifically used to determine the third test case A based on the third train control speed limit change scenario A and principles, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario A is equal to the decrease of the speed limit point representing the speed reduction; determine the third test case B based on the third train control speed limit change scenario B and principles, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario B is less than the decrease of the speed limit point representing the speed reduction; determine the third test case C based on the third train control speed limit change scenario C and principles, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario C is greater than the decrease of the speed limit point representing the speed reduction.

[0157] The third use case determination unit 2013 is specifically used to determine the third test case A1 based on the third train control speed limit change scenario A1 and the principle, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario A1 is greater than the sum of the rear distance to be kept and the safety reserved distance; determine the third test case A2 based on the third train control speed limit change scenario A2 and the principle, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario A2 is less than or equal to the sum of the rear distance to be kept and the safety reserved distance; determine the third test case B1 based on the third train control speed limit change scenario B1 and the principle, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario B1 is greater than the rear distance to be kept and the safety reserved distance. The sum of the reserved distances; based on the third train control speed limit change scenario B2 and the principle, the third test case B2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario B2 is less than or equal to the sum of the rear distance to be kept and the safety reserved distance; based on the third train control speed limit change scenario C1 and the principle, the third test case C1 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario C1 is greater than the sum of the rear distance to be kept and the safety reserved distance; based on the third train control speed limit change scenario C2 and the principle, the third test case C2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed reduction in the third train control speed limit change scenario C2 is less than or equal to the sum of the rear distance to be kept and the safety reserved distance.

[0158] The fourth use case determination unit 2014 is used to determine the fourth test case based on the fourth train control speed limit change scenario and principle, wherein the fourth train control speed limit change scenario includes a speed limit point representing a speed reduction and a speed limit point representing a speed increase that first decreases and then increases.

[0159] The fourth use case determination unit 2014 is specifically used to determine the fourth test case A based on the fourth train control speed limit change scenario A and principles, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario A is equal to the increase in the speed limit point representing the speed increase; determine the fourth test case B based on the fourth train control speed limit change scenario B and principles, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario B is greater than the increase in the speed limit point representing the speed increase; determine the fourth test case C based on the fourth train control speed limit change scenario C and principles, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario C is less than the increase in the speed limit point representing the speed increase.

[0160] The testing module 202 includes: a first testing unit 2021 , a second testing unit 2022 and a third testing unit 2023 .

[0161] The first test unit 2021 is used to input the first test case into the vehicle-mounted device; if the speed limit is raised after the rear-end distance is maintained in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test; if the speed limit is raised at the rear-end distance in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has not passed the test.

[0162] The second test unit 2022 is used to input the second test case A into the vehicle-mounted device; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the first time is blocked, the second test case B is input into the vehicle-mounted device; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the second time reappears, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test; if the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the first time exists, or the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the second time does not appear, it is determined that the MRSP curve generation function of the vehicle-mounted device has not passed the test.

[0163] The third test unit 2023 is used to generate a standard MRSP curve based on the test case; input the test case into the vehicle-mounted device to obtain the actual MRSP curve output by the vehicle-mounted device; match the actual MRSP curve with the standard MRSP curve, and determine whether the MRSP curve generation function of the vehicle-mounted device has passed the test based on the matching result, wherein when the matching result indicates that the match is successful, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test, and when the matching result indicates that the match fails, it is determined that the MRSP curve generation function of the vehicle-mounted device has not passed the test.

[0164] It should be noted here that the description of the above device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the device embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0165] Based on the same inventive concept, an embodiment of the present application also provides an electronic device.

[0166] Fig.21 This is a schematic diagram of the structure of the electronic device in the embodiment of the present application, see Fig.21 As shown, the electronic device may include: a processor 211, a memory 212, and a bus 213; wherein the processor 211 and the memory 212 communicate with each other via the bus 213; the processor 211 is used to call program instructions in the memory 212 to execute the methods in one or more of the above embodiments.

[0167] It should be noted that the description of the above electronic device embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the electronic device embodiment of this application, please refer to the description of the method embodiment of this application for understanding.

[0168] Based on the same inventive concept, an embodiment of the present application further provides a computer-readable storage medium, which may include: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method in one or more of the above embodiments.

[0169] It should be noted here that the description of the above storage medium embodiment is similar to the description of the above method embodiment, and has similar beneficial effects as the method embodiment. For technical details not disclosed in the storage medium embodiment of the present application, please refer to the description of the method embodiment of the present application for understanding.

[0170] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A method for testing the MRSP curve generation function of an on-vehicle device, characterized in that: The method comprises: Based on multiple preset train control speed limit change scenarios, the principle that the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve a rear vehicle keeping distance, and the speed limit point representing the speed reduction needs to reserve a safety reserve distance, determine a test case for the maximum speed limit MRSP curve generation function test of the on-board equipment, wherein the train control speed limit change scenario includes at least two speed limit points; The MRSP curve generation function of the vehicle-mounted equipment is tested based on the test case, wherein, when the MRSP curve output by the vehicle-mounted equipment includes the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has passed the test; when the MRSP curve output by the vehicle-mounted equipment does not include the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has not passed the test.

2. The method according to claim 1, characterized in that The test case for the maximum speed limit MRSP curve generation function test of the vehicle-mounted equipment is determined based on a plurality of preset train control speed limit change scenarios, the principle that the speed limit point representing the speed increase in the train control speed limit change scenario needs to reserve a rear vehicle keeping distance, and the speed limit point representing the speed reduction needs to reserve a safety reserve distance, including: Based on the first train control speed limit change scenario and the principle, a first test case is determined, wherein the first train control speed limit change scenario includes two speed limit points representing speed increase; Based on the second train control speed limit change scenario and the principle, a second test case is determined, wherein the second train control speed limit change scenario includes two speed limit points representing speed reduction; Based on the third train control speed limit change scenario and the principle, a third test case is determined, wherein the third train control speed limit change scenario includes a speed limit point representing a speed increase and a speed limit point representing a speed decrease that first increases and then decreases; Based on the fourth train control speed limit change scenario and the principles, a fourth test case is determined, wherein the fourth train control speed limit change scenario includes a speed limit point representing a speed reduction that first decreases and then increases, and a speed limit point representing a speed increase.

3. The method according to claim 2, characterized in that The determining of the third test case based on the third train control speed limit change scenario and the principle includes: Based on the third train control speed limit change scenario A and the principle, a third test case A is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario A is equal to the decrease of the speed limit point representing the speed decrease; Based on the third train control speed limit change scenario B and the principle, a third test case B is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario B is less than the decrease of the speed limit point representing the speed decrease; Based on the third train control speed limit change scenario C and the principle, a third test case C is determined, wherein the increase of the speed limit point representing the speed increase in the third train control speed limit change scenario C is greater than the decrease of the speed limit point representing the speed decrease; The fourth test case is determined based on the fourth train control speed limit change scenario and the principle, including: Based on the fourth train control speed limit change scenario A and the principle, a fourth test case A is determined, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario A is equal to the increase in the speed limit point representing the speed increase; Based on the fourth train control speed limit change scenario B and the principle, a fourth test case B is determined, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario B is greater than the increase in the speed limit point representing the speed increase; Based on the fourth train control speed limit change scenario C and the principle, a fourth test case C is determined, wherein the decrease in the speed limit point representing the speed reduction in the fourth train control speed limit change scenario C is less than the increase in the speed limit point representing the speed increase.

4. The method according to claim 3, characterized in that The determining of the third test case A based on the third train control speed limit change scenario A and the principle includes: Based on the third train control speed limit change scenario A1 and the principle, a third test case A1 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario A1 is greater than the sum of the rear distance and the safety reserved distance; Based on the third train control speed limit change scenario A2 and the principle, a third test case A2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario A2 is less than or equal to the sum of the rear distance and the safety reserved distance; The determining of the third test case B based on the third train control speed limit change scenario B and the principle includes: Based on the third train control speed limit change scenario B1 and the principle, a third test case B1 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario B1 is greater than the sum of the rear distance and the safety reserved distance; Based on the third train control speed limit change scenario B2 and the principle, a third test case B2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario B2 is less than or equal to the sum of the rear distance and the safety reserved distance; The determining of the third test case C based on the third train control speed limit change scenario C and the principle includes: Based on the third train control speed limit change scenario C1 and the principle, a third test case C1 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario C1 is greater than the sum of the rear distance and the safety reserved distance; Based on the third train control speed limit change scenario C2 and the principle, a third test case C2 is determined, wherein the distance between the speed limit point representing the speed increase and the speed limit point representing the speed decrease in the third train control speed limit change scenario C2 is less than or equal to the sum of the rear vehicle distance and the safety reserved distance.

5. The method according to claim 2, characterized in that: The determining of the first test case based on the first train control speed limit change scenario and the principle includes: Determine a first test case based on the first train control speed limit change scenario, the principle, and the updated speed limit at the rear distance in the first train control speed limit change scenario, wherein the updated speed limit is greater than the speed limit before the update at the rear distance; The testing of the MRSP curve generation function of the vehicle-mounted equipment based on the test case includes: Inputting the first test case into the in-vehicle device; If the speed limit is raised after the rear distance is maintained in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has passed the test; If the speed limit is raised at the rear distance in the MRSP curve output by the vehicle-mounted device, it is determined that the MRSP curve generation function of the vehicle-mounted device has failed the test.

6. The method according to claim 2, characterized in that The determining of the second test case based on the second train control speed limit change scenario and the principle includes: Based on the second train control speed limit change scenario, the principle, and the fact that the speed limit point based on the braking curve in the second train control speed limit change scenario cannot achieve speed reduction, a second test case A is determined; Based on the second train control speed limit change scenario, the principle, and the fact that the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction that cannot achieve speed reduction is updated, the updated speed limit is less than the speed limit before update, and the updated speed limit can achieve the speed reduction of the speed limit point representing the speed reduction, determine the second test case B; The testing of the MRSP curve generation function of the vehicle-mounted equipment based on the test case includes: Inputting the second test case A into the vehicle-mounted device; If the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve outputted by the vehicle-mounted device for the first time is blocked, the second test case B is input into the vehicle-mounted device; If the speed limit before speed reduction corresponding to the speed limit point representing speed reduction in the MRSP curve outputted by the vehicle-mounted device for the second time reappears, it is determined that the MRSP curve generation function of the vehicle-mounted device passes the test; If the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the first time exists, or the speed limit before speed reduction corresponding to the speed limit point representing the speed reduction in the MRSP curve output by the vehicle-mounted device for the second time does not appear, it is determined that the MRSP curve generation function of the vehicle-mounted device has failed the test.

7. The method according to any one of claims 1 to 6, characterized in that The testing of the MRSP curve generation function of the vehicle-mounted equipment based on the test case includes: Generating a standard MRSP curve based on the test case; Inputting the test case into the vehicle-mounted device to obtain an actual MRSP curve output by the vehicle-mounted device; The actual MRSP curve is matched with the standard MRSP curve, and whether the vehicle-mounted equipment MRSP curve generation function passes the test is determined based on the matching result, wherein when the matching result indicates a successful match, it is determined that the vehicle-mounted equipment MRSP curve generation function passes the test, and when the matching result indicates a failed match, it is determined that the vehicle-mounted equipment MRSP curve generation function fails the test.

8. A vehicle-mounted equipment MRSP curve generation function test device, characterized in that: The device comprises: A use case determination module, for determining a test case for a vehicle-mounted device maximum speed limit MRSP curve generation function test based on a plurality of preset train control speed limit change scenarios, and the principle that a speed limit point representing a speed increase in the train control speed limit change scenario needs to reserve a rear vehicle keeping distance, and a speed limit point representing a speed decrease needs to reserve a safety reserve distance, wherein the train control speed limit change scenario includes at least two speed limit points; A test module is used to test the MRSP curve generation function of the vehicle-mounted equipment based on the test case, wherein when the MRSP curve output by the vehicle-mounted equipment includes the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has passed the test; when the MRSP curve output by the vehicle-mounted equipment does not include the rear-end distance to be kept and the safety reserved distance, it is determined that the MRSP curve generation function of the vehicle-mounted equipment has not passed the test.

9. An electronic device, characterized in that: The electronic device comprises: a processor, a memory, and a bus; 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 method as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that: The storage medium comprises: a stored program; wherein, when the program is running, the device where the storage medium is located is controlled to execute the method as claimed in any one of claims 1 to 7.

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