Method and device for testing wireless driving permission information

Abstract

The invention provides a method and a device for testing wireless driving permission information, relates to the technical field of railways, and aims to solve the problem that no testing method is used for judging whether the wireless driving permission information is effective or not when a non-train occupies a red light band on a track. The method for testing the wireless driving permission information comprises the following steps: acquiring the current position of a train to be tested, a track circuit fault section and the wireless driving permission information; determining a train operation scene according to the current position of the train to be detected and the track circuit fault section; according to a most limited speed curve corresponding to the train running scene, position information when the running speed of a to-be-detected train is zero is determined, and the most limited speed curve is used for predicting the running speed of the to-be-detected train running on a rail and position information of the train on the rail at the running speed; and determining whether the wireless driving permission information is valid or not according to a matching result of a train permission position in the wireless driving permission information and the position information.

Description

Technical Field

[0001] This application relates to the field of railway technology, and in particular to a method and apparatus for testing wireless train operation authorization information. Background Technology

[0002] As an important part of urban transportation, urban rail transit requires dispatchers to manually confirm the safety of the track, interlocking, and normal conditions of the equipment in the section when a non-train occupies the red light zone during train operation. Then, the train control center sends a wireless train operation permission message to the onboard equipment through a temporary speed limit server. The train then passes through the faulty section of the track based on this message.

[0003] However, there is a lack of testing methods for the validity of wireless train operation permission messages in the existing technology, which makes it impossible to determine the validity of wireless train operation permission messages, thereby affecting the safe operation of urban rail transit.

[0004] Therefore, there is an urgent need for a testing method for wireless vehicle license information to fill the gap in the existing technology for testing wireless vehicle license information. Summary of the Invention

[0005] This application provides a method and apparatus for testing wireless train operation permit information, which aims to solve the problem that there is no testing method to determine whether the wireless train operation permit information is valid when a non-train occupies the red light zone on the track.

[0006] To address the aforementioned technical problems, this application provides the following technical solutions: The first aspect of this application provides a method for testing wireless vehicle license information, including: Obtain the current location of the train under test, the faulty section of the track circuit, and the wireless train operation permission information; The train operation scenario is determined based on the current location of the train under test and the faulty section of the track circuit. Based on the maximum speed curve corresponding to the train operation scenario, the position information of the train under test when its operating speed is zero is determined. The maximum speed curve is used to predict the operating speed of the train under test on the track and the position information of the train on the track at the operating speed. Based on the matching result between the train's permitted location in the wireless train operation permit information and the location information, it is determined whether the wireless train operation permit information is valid.

[0007] A second aspect of this application provides a testing apparatus for wireless vehicle authorization information, comprising: The acquisition unit is used to acquire the current position of the train under test, the faulty section of the track circuit, and the wireless train operation permission information; The determination unit is used to determine the train operation scenario based on the current position of the train under test and the faulty section of the track circuit in the acquisition unit; The determining unit is used to determine the position information of the train under test when its operating speed is zero, based on the maximum limiting speed curve corresponding to the train operation scenario. The maximum limiting speed curve is used to predict the operating speed of the train under test on the track and the position information of the train on the track at the operating speed. The matching unit is used to determine whether the wireless train operation permit information is valid based on the matching result between the train permit location in the wireless train operation permit information and the location information in the determining unit.

[0008] A third aspect of this application provides a storage medium comprising a stored program, wherein, when the program is executed, the device containing the storage medium performs the aforementioned test method for wireless vehicle license information.

[0009] A fourth aspect of this application provides an electronic device, the device including at least one processor, at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the above-described method for testing wireless driving permission information.

[0010] Compared to existing technologies, this application provides a testing method for wireless train operation permission information. This technical solution acquires the current position, fault section, and wireless train operation permission information of the train under test, and combines it with the testing method given by the train operation scenario. Using the train's zero-speed position as a benchmark, it verifies the matching result of the wireless train operation permission information, thereby testing the validity of the wireless train operation permission information. In other words, the core logic for judging the validity of wireless train operation permission information stems from the safety essence of train operation. The core of the wireless train operation permission information is granting the train safe passage position permissions. The position information of the train under test at zero speed represents the limit position that the train can reach from its current position under safe conditions. When the permitted position in the wireless train operation permission information matches the position information of the train under test at zero speed, it means that the passage range granted by the permission information is sufficient to meet the spatial requirements for the train to pass through the fault section, and there is no safety hazard caused by insufficient permitted range. Conversely, it indicates that the permission information cannot guarantee the safe operation of the train. Therefore, by matching the two, the validity of the permission information can be directly and accurately determined, providing a reliable basis for the safe passage of the train through the fault section and ensuring the safe operation of urban railways. Attached Figure Description

[0011] The above and other objects, features, and advantages of exemplary embodiments of this application will become readily understood by reading the following detailed description with reference to the accompanying drawings. In the drawings, several embodiments of this application are illustrated by way of example and not limitation, with the same or corresponding reference numerals denoteing the same or corresponding parts, wherein: Figure 1 A flowchart illustrating a method for testing wireless vehicle authorization information is shown schematically. Figure 2 A flowchart illustrating another method for testing wireless vehicle authorization information is shown schematically. Figure 3 A schematic diagram of a test device for wireless vehicle authorization information is shown. Figure 4 A schematic diagram of another test device for wireless vehicle authorization information is shown. Detailed Implementation

[0012] Exemplary embodiments of this application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of this application are shown in the drawings, it should be understood that this application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided to enable a more thorough understanding of this application and to fully convey the scope of this application to those skilled in the art.

[0013] It should be noted that, unless otherwise stated, the technical or scientific terms used in this application shall have the ordinary meaning as understood by one of ordinary skill in the art to which this application pertains.

[0014] As a crucial component of urban transportation, suburban railways require dispatchers to manually confirm release conditions when non-trains occupy red-light zones on the tracks during train operation. The train control center then sends a wireless train control permission message to the onboard equipment via a temporary speed limit server. The train then proceeds through the faulty section based on this message. However, current technology lacks methods for testing the validity of these wireless train control permission messages, making it impossible to determine their validity and consequently impacting the safe operation of suburban railways.

[0015] Based on this, the applicant proposes a testing method for wireless train operation permit information. This method scientifically verifies the effectiveness of wireless train operation permits by accurately acquiring key train operation data, dividing the data into multiple scenarios, and developing targeted testing logic, thus filling a gap in existing technology. Specific steps are as follows: Figure 1 As shown: Step 101: Obtain the current location of the train under test, the faulty section of the track circuit, and the wireless train operation permission information.

[0016] Before formally introducing this embodiment, this embodiment also uses a city rail testing system built in the laboratory (including real onboard equipment, human-machine interface unit, judicial recording unit, and simulated temporary speed limit server TSRS, train simulation platform PXI, and trackside equipment) to obtain the current position of the train under test through pre-set trackside transponders (such as departure transponders DW): When the train passes the transponder, the onboard equipment receives the transponder message and extracts the line position data. Combined with the distance L traveled by the train after passing the transponder recorded by PXI, the block section in which the train is located is accurately located. Track circuit code acquisition is achieved through pre-set track circuit codes by the trackside equipment, covering track circuit codes (permitted codes, non-permitted codes, and no code). After the train enters the corresponding block section, the onboard equipment receives the track circuit code sent by the trackside and transmits it to the judicial recording unit for storage. The faulty sections of the track circuit are preset through the trackside configuration interface, specifying the number of faults (single / two), the starting point, the ending point, and the length, and synchronized to the TSRS and the onboard equipment; the wireless train operation permission information is generated by the TSRS according to the instructions of the train control center, including the number of faulty sections, speed limit, distance from the transponder to the faulty section, and the length of the faulty section, and is sent to the onboard equipment for parsing and acquisition through the communication link.

[0017] In this step, the current position of the train under test is obtained through the transponder of the trackside system. The onboard equipment receives the track circuit code signal sent by the trackside system and synchronously transmits it to the judicial record unit for storage, thus obtaining the track circuit code of the current position. The train control center triggers the TSRS to generate a wireless train operation permission message. The TSRS sends this message to the onboard equipment through the communication link. After receiving the message, the onboard equipment parses the message parameters to complete the acquisition of the wireless train operation permission information. Among them, the track circuit code is a signal code sent by the trackside system to the onboard equipment, used to indicate the vacancy status of the block section ahead. It is divided into a permission code (indicating that there is a vacant block ahead), a non-permission code (indicating that there is no vacant block ahead), and no code (no valid coded signal). The wireless train operation permission contains information such as the length of the wireless train operation permission L_MA (generally two block sections extending forward from the faulty block), the speed limit V of the faulty section, the number of faulty sections i, the distance Di from the transponder to the start of the faulty section, and the length Li of the faulty section.

[0018] It is worth noting that, for example, on a railway from station A to station B, the train runs from station A to station B. The railway is divided into block sections 1LQ, 121G, 131G, 141G, 151G, 161G, 171G, and 181G. The transponder DW is behind 1LQ (behind the direction of train travel), and the transponder BSW is in front of the transponder DW. The block sections correspond to axle counting sections. Axle counting section 1 corresponds to 1LQ, 121G, and 131G, and axle counting section 2 corresponds to 141G, 151G, 161G, 171G, and 181G. Railways use transponders such as DW, BSW, B111, B121, B131, B141, B151, B161, B171, and BK. Among these, 1LQ corresponds to B111, 121G to B121, 131G to B131, 141G to B141, 151G to B151, 161G to B171, 171G to B171, and 181G to BK. Permitted codes include L5, L4, L3, L2, L, LU, U, LU2, U2, UU, U2S, UUS, and HB. Non-permitted codes include HU, H, and no code (NULL, 25.7Hz, 27.9Hz). In this code, L5 indicates that there are 7 block sections ahead that are clear, and the End of Movement Authority (EOA) is the end of the 7th block section ahead. If block section 1LQ is L5, it means that there are 7 block sections ahead of it: 121G, 131G, 141G, 151G, 161G, 171G, and 181G. The EOA point is the end of 181G. Similarly, L4, L3, L2, L, LU, and U indicate that there are 6, 5, 4, 3, 2, and 1 block sections ahead, respectively. LU2, U2, and U2S indicate that there are 2 block sections ahead that are clear. UU and UUS indicate that there is 1 block section ahead that is clear. HB indicates that there are 0 block sections ahead that are clear, meaning the end of the HB section is the EOA point. HU indicates that there are 0 block sections ahead that are clear, meaning the end of the HU section is the EOA point. H indicates that operation is prohibited; when the train receives an H code, the EOA point will be shortened to the estimated leading edge of the train. For signals without a code after the allowed code (NULL, 25.7Hz, 27.9Hz), the end of the signalless segment is the EOA point. For signals without a code after the HU / H code (NULL, 25.7Hz, 27.9Hz), the EOA point will be shortened to the estimated front end of the train.

[0019] Step 102: Determine the train operation scenario based on the current position of the train under test and the faulty section of the track circuit.

[0020] After obtaining the current position of the train under test and the faulty section of the track circuit in step 101, this step determines different train operation scenarios based on the current position of the train under test and the faulty section of the track circuit.

[0021] The specific divisions are as follows: First, identify the faulty sections of the track circuit. When the faulty section is a single section, determine if the current position of the train under test is within the faulty section. Second, if the current position of the train under test is behind the train's direction of travel within the faulty section, it is considered the first train operation scenario. Third, if the current position of the train under test is behind the train's direction of travel within the faulty section, it is considered the second train operation scenario. Fourth, if the faulty section is within the first faulty section, it is considered the positional relationship between the current position of the train under test and the first and second faulty sections, with the first faulty section located behind the train's direction of travel within the second faulty section. Fifth, if the current position of the train under test is behind the train's direction of travel within the first faulty section, it is considered the third train operation scenario. Sixth, if the current position of the train under test is within the second faulty section, it is considered the fourth train operation scenario.

[0022] Step 103: Determine the position information of the train under test when its operating speed is zero, based on the maximum speed limit curve corresponding to the train operation scenario.

[0023] The maximum restricted speed profile (MRSP) is used to predict the operating speed of the train under test on the track and its position on the track below that operating speed. The MRSP is a speed-distance curve generated by the onboard equipment based on track circuit codes and transponder line data. The horizontal axis represents the distance or actual position information on the track, and the vertical axis represents the minimum permissible speed for the train to run on the track.

[0024] Based on the train operation scenario determined in step 102, the maximum speed limit curve corresponding to that scenario is retrieved. This curve is determined by combining the track circuit code, track parameters, and train operation information. For different distributions of track circuit fault sections (such as forward faults, lateral faults, or rear faults) and the relative distance between the train's current position and the fault section, the maximum speed limit curve is adjusted for scenario adaptation: if the train's current position is far from the fault section, the curve parameters are set according to the normal operating speed gradient; if it is approaching the fault section, a deceleration warning gradient is activated, shortening the speed switching interval to improve braking response sensitivity.

[0025] The core of this method is the speed-position mapping relationship of the maximum limiting speed curve. The data in the maximum limiting speed curve is determined by reverse deduction to calculate the position information when the train's operating speed drops to zero. Specifically, a piecewise integration algorithm is used. Based on the rate of change of speed in each interval of the curve, the train's braking acceleration threshold, and the track adhesion coefficient, the sliding distance of the train after braking from the current position is calculated segment by segment: first, the braking distance of the first segment from the current speed to the curve's limiting speed is calculated, and then the braking distance of each subsequent speed interval is accumulated until the speed integral result is zero. The track position corresponding to the final accumulated distance is the position information when the train's operating speed is zero. At the same time, the safe distance threshold between this position and the track circuit fault section is marked.

[0026] In this step, the track circuit code has three types: a first type, a second type, and a third type. The first type code is a permitted code other than the HB code or a HU code; the second type code is a permitted code other than the HB code, a HU code, or no code; and the third type code is a permitted code other than the HB code. Specifically, a test method is constructed using the first type code and a first train operation scenario; a test method is constructed using the first type code and a third train operation scenario; a test method is constructed using the second type code and a second train operation scenario; a test method is constructed using the second type code and a sixth train operation scenario; a test method is constructed using the third type code, a HU code, or no code respectively for a fourth train operation scenario; and a test method is constructed using the fifth train operation scenario and the first type code.

[0027] Step 104: Determine whether the wireless train operation permit information is valid based on the matching result between the train permit location in the wireless train operation permit information and the location information.

[0028] Extract the train permission position from the wireless train control information and match it with the position information calculated in step 103 when the train speed is zero. Matching includes checking if the train permission position in the wireless train control information completely matches the position information. If the train permission position in the wireless train control information completely matches the position information, the wireless train control information is valid. If the train permission position is ahead of the position information, the wireless train control information is also valid. In other words, the matching result also includes whether the train permission position in the wireless train control information completely covers the position information; that is, in the train's direction of travel, the train permission position is ahead of the position information or the train permission position is the same as the position information.

[0029] The system outputs a validity determination of the wireless train operation permit information based on the matching results: if the location information is within the permitted location range, the permit is deemed valid, and the train can execute the current operation plan according to the permit; if the location information exceeds the permitted location, or the distance to the faulty section is less than the safety threshold, the permit is deemed invalid, and an explanation of the invalidity is generated (such as insufficient permitted location, failure to avoid the faulty section, etc.). Furthermore, if the permit information is found to have missing parameters or incorrect coordinates during the matching process, it is also deemed invalid, and a re-application process for the permit is triggered to ensure the safety and reliability of signal commands during train operation.

[0030] Furthermore, this application provides a more detailed discussion on how to construct the test method, specifically as follows: Figure 2 As shown: Step 201: Test environment configuration.

[0031] In this step, the test environment configuration steps are as follows: A test system including onboard equipment, a human-machine interface unit, a judicial recording unit, a temporary speed limit server (TSRS), and a train simulation platform is built in a laboratory environment; trackside data is configured through the train simulation platform, and a line environment including transponder information and track circuit codes is set; the temporary speed limit server is controlled to send a wireless train operation permission message containing fault section parameters to the onboard equipment; and the judicial recording unit records the onboard equipment's determination of the validity of the wireless train operation permission.

[0032] The onboard equipment is the core processing unit of the train, ensuring its safe operation. The human-machine interface (HMI) unit is the display and operation device for the onboard equipment, displaying information such as train speed, distance, operating status, and track conditions based on commands from the onboard equipment's host. The judicial recording unit records the operating status of the onboard equipment and various input / output information, such as the validity of wireless train control. The TSRS (Train Safety System) is ground equipment that issues control commands such as wireless train control permissions to the onboard equipment. The PXI (Pedestrian Training System) is the train simulation platform where the driver operates and controls the train's acceleration, deceleration, and stopping. The trackside equipment is the railway simulating train operation, containing transponder information, track circuit code information, etc. A set of transponders is installed at intervals along the trackside. When the onboard equipment receives track data and track circuit codes from the transponder messages, it calculates the Maximum Restricted Speed ​​(MRSP) curve and displays it on the DMI. The horizontal axis of the MRSP curve represents distance, and the vertical axis represents the train's permissible speed. When using wireless train control information on board, the MRSP curve is recalculated based on the length and speed limit specified in the wireless train control permit. After the train leaves the last fault block section of the wireless train control permit announcement, the wireless train control permit message is deleted, and the MRSP curve is updated again based on the track data and track circuit code in the transponder message. This test environment configuration procedure, through the combination of real and simulation equipment, accurately reproduces key aspects of urban rail transit operation. It enables controllable configuration of trackside data and fault parameters, and records the validity determination results of permits in real time, providing a standardized and reproducible environment for subsequent tests in various scenarios. Simultaneously, it supports dynamic calculation and updating of the MRSP curve, ensuring that the wireless train control permit test conforms to actual operational logic and guarantees the authenticity and reliability of the test results.

[0033] Step 202: Obtain the current position of the train under test, the track circuit code received by the train when it is at the current position of the train under test, the track circuit fault section, and the wireless train operation permission information, and determine the train operation scenario based on the current position of the train under test and the track circuit fault section.

[0034] The specific implementation method in this step is the same as that in steps 101-102, and will not be repeated here.

[0035] Step 203: Based on the maximum speed limit curve corresponding to the train operation scenario, determine the position information when the speed of the train under test is zero, and determine whether the wireless train operation permission information is valid based on the matching result between the train permission position in the wireless train operation permission information and the position information.

[0036] In the steps, this embodiment provides specific test methods for different scenarios, as follows: In the first train operation scenario, when the track circuit code is a first type code, it is determined whether the position information of the train under test when its operating speed is zero matches the train's permitted position in the wireless train operation permission information. The permitted position is the starting position of the track circuit fault section, and the first type code is a permission code other than the HB code or a HU code. If yes, the train's wireless train operation permission information is determined to be valid; otherwise, the train's wireless train operation permission information is determined to be invalid. It is worth noting that whether they match means that the train's permitted position and the position information are consistent, or that the difference between the two is within a preset difference range.

[0037] Specifically, after receiving the current location track circuit code, the onboard equipment activates the first type of code automatic filtering mechanism, eliminating HB codes and retaining only permitted codes other than HB codes (L5, L4, L3, L2, L, LU, U, LU2, U2, U2S, UU, UUS) or HU codes. If it is not a first type code, the permission is directly determined to be invalid and recorded. If it is, the system enters the position information calculation stage when the speed of the train under test is zero. The onboard equipment calls the MRSP curve calculation module to first parse the trackside transponder message to obtain the basic line data (including block section length, distance from the transponder to the starting point of each section, and line speed limit). Then, based on the number of free sections corresponding to the current track circuit code (e.g., L5 code corresponds to 7... HU code corresponds to 0), using the transponder as the reference point, it calculates using "distance from the transponder to the starting point of the first free section + number of free sections × length of a single section". For example, if the distance from the transponder to the starting point of the first free section is 500 meters and the length of a single section is 1200 meters... If the current code is LU (2 free partitions), then 500 + 1200 × 2 = 2900 meters. This value is the position information when the train under test is running at zero speed. Then, the on-board equipment extracts the starting position of the fault section (train permission position) from the permission information sent by TSRS, and compares it with a preset accuracy (±5 meters) through the built-in algorithm. If they match, the permission is deemed valid; if they do not match, it is deemed invalid. The entire process is recorded by the judicial recording unit, realizing an automated closed loop of "scenario configuration - code pattern screening - dynamic calculation - accurate comparison", which not only conforms to the actual operation logic but also avoids human error.

[0038] In the second train operation scenario, it is determined whether the track circuit code is a second type code, which is an authorized code other than the HB code, a HU code, or no code; if yes, the train's wireless operation permission information is determined to be valid; if no, the train's wireless operation permission information is determined to be invalid.

[0039] In the third train operation scenario, when the track circuit code is the first type code, it is determined whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless train operation permission information. The train permission position is the starting position of the first fault section, and the first type code is a permission code other than the HB code or the HU code. If yes, the wireless train operation permission information of the train is determined to be valid; if no, the wireless train operation permission information of the train is determined to be invalid.

[0040] In the fourth train operation scenario, determining whether the train's wireless operation permission information is valid includes: when the track circuit code is a third type code, determining whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless operation permission information, wherein the train permission position is the starting position of the second fault section, and the third type code is a permission code other than the HB code; if yes, then the train's wireless operation permission information is determined to be valid; otherwise, the train's wireless operation permission information is determined to be invalid. Alternatively, determine whether the track circuit code is a HU code or no code; if so, determine that the train's radio operation permission information is valid; if not, determine that the train's radio operation permission information is invalid.

[0041] In the fifth train operation scenario, when the track circuit code is the first type code, it is determined whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless train operation permission information. The train permission position is the starting position of the second fault section. If yes, the wireless train operation permission information of the train is determined to be valid; if no, the wireless train operation permission information of the train is determined to be invalid.

[0042] In the sixth train operation scenario, it is determined whether the track circuit code is a second type code, which is an allowable code other than the HB code, a HU code, or no code; if so, the train's wireless operation permission information is determined to be valid; if not, the train's wireless operation permission information is determined to be invalid.

[0043] It is worth noting that the calculation method for the position information of the train under test when its running speed is zero is the same in all train operation scenarios in the above embodiments.

[0044] Furthermore, the applicant of this application provides a more specific example of the above method, which demonstrates how to determine the validity of wireless train operation authorization information based on the track circuit code in any train operation scenario, as follows: Based on the above test method idea, all values of track circuit codes are traversed, a total of 24 cases. The process of traversing all cases is as follows: First, execute "build the urban rail system environment", then successively "switch to standby mode", "switch to partial mode", "switch to full mode"; then set the initial values j = 1, k = 1, and judge "Is the test passed?" If not, record the log; if so, execute k = k + 1, and then judge "K>6?" If not, return to judge "Is the test passed?" If so, then j = j + 1, and then judge "J>24?" If not, return to judge "Is the test passed?" If so, the process "ends". See Scenarios 1 to 24. For each scenario, the number of faulty sections and whether the train is in the faulty area are tested. See steps ① to ⑥ in each case, and the step-by-step introduction is as follows: (1) Build a test environment according to the structure of the urban rail system and set the track circuit code on the trackside; (2) Add a train in the station. After the on-vehicle equipment powers on and self-checks successfully, enter the standby mode, and click "Start" on the DMI to switch to the partial mode; (3) After the train runs past the outbound transponder DW and obtains the current position information and the line data that meet the mode conversion conditions, switch to the full mode to control the train operation. At the same time, the MRSP curve is displayed on the DMI, and the EOA point is calculated according to the track circuit code of the block section where the train is located; (4) Let the distance traveled by the train after passing the transponder DW be L. Let the TSRS send a wireless train permit to the on-vehicle equipment based on the transponder DW, including i faulty sections. The distance from the transponder to the i-th faulty section is Di, the length of the faulty section is Li, and the speed limit of the faulty section is V; (5) Case 1: When the track circuit code of the block section where the train is currently located is the L5 code and the distance from the EOA point to the transponder DW is L_EOA: ① When i = 1 and L < D1, it means that there is one block section faulty and the train has not entered the faulty block section. Let L_EOA = D1. If the judicial record unit shows that the wireless train permit information is valid, then it is determined that the wireless train permit information test is passed. If it is invalid, the test fails; Let L_EOA ≠ D1. If the judicial record unit shows that the wireless train permit information is invalid, it means that the wireless train permit information test is passed. If it is valid, the test fails; ② When i = 1 and D1 < L < D1 + L1, it means that there is one block section faulty and the train has entered the faulty block section. If the judicial record unit shows that the wireless train permit information is valid, it means that the wireless train permit information test is passed. If it is invalid, the test fails; ③ When i = 2 and L < D1, it indicates that two block sections are faulty and the train has not entered the first faulty block section. Let L_EOA = D1. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. Let L_EOA ≠ D1. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ④ When i = 2 and D1 < L < D1 + L1, it indicates that two block sections are faulty and the train has entered the first faulty block section. Let L_EOA = D2. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. Let L_EOA ≠ D2. If the judicial record unit shows that the wireless movement authority information is invalid, the test passes; if it is valid, the test fails. ⑤ When i = 2 and D1 + L1 < L < D2, it indicates that two block sections are faulty and the train has passed the first faulty block section but has not entered the second faulty block section. Let L_EOA = D2. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. Let L_EOA ≠ D2. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ⑥ When i = 2 and D2 < L < D2 + L2, it indicates that two block sections are faulty and the train has entered the second faulty block section. If the judicial record unit shows that the wireless movement authority information is valid, the test passes; if it is invalid, the test fails. (6) Conditions 2 - 12: The track circuit codes of the block section where the train is currently located are L4, L3, L2, L, LU, U, LU2, U2, U2S, UU, UUS (each track circuit code corresponds to Conditions 2 - 12 in sequence). The test method and expected results are the same as in step (5); (7) Condition 13: When the track circuit code of the block section where the train is currently located is the HB code and the distance from the EOA point to the transponder DW is L_EOA: ① When i = 1 and L < D1, it indicates that one block section is faulty and the train has not entered the faulty block section. Let L_EOA = D1. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ② When i = 1 and D1 < L < D1 + L1, it indicates that one block section is faulty and the train has entered the faulty block section. If the judicial record unit shows that the radio train permit information is invalid, it means that the radio train permit information test passes; if it is valid, the test fails. ③ When i = 2 and L < D1, it indicates that two block sections are faulty and the train has not entered the first faulty block section. Let L_EOA = D1. If the judicial record unit shows that the radio train permit information is invalid, it means that the radio train permit information test passes; if it is valid, the test fails. ④ When i = 2 and D1 < L < D1 + L1, it indicates that two block sections are faulty and the train has entered the first faulty block section. Let L_EOA = D2. If the judicial record unit shows that the radio train permit information is invalid, it means that the radio train permit information test passes; if it is valid, the test fails. ⑤ When i = 2 and D1 + L1 < L < D2, it indicates that two block sections are faulty and the train has passed the first faulty block section but has not entered the second faulty block section. Let L_EOA = D2. If the judicial record unit shows that the radio train permit information is invalid, it means that the radio train permit information test passes; if it is valid, the test fails. ⑥ When i = 2 and D2 < L < D2 + L2, it indicates that two block sections are faulty and the train has entered the second faulty block section. If the judicial record unit shows that the radio train permit information is valid, it means that the radio train permit information test passes; if it is invalid, the test fails. (8) Case 14: When the track circuit code of the block section where the train is currently located is the HU code and the distance from the train permit end point to the transponder DW is L_EOA: ① When i = 1 and L < D1, it indicates that one block section is faulty and the train has not entered the faulty block section. Let L_EOA = D1. If the judicial record unit shows that the radio train permit information is valid, it means that the radio train permit information test passes; if it is invalid, the test fails. Let L_EOA ≠ D1. If the judicial record unit shows that the radio train permit information is invalid, it means that the radio train permit information test passes; if it is valid, the test fails. ② When i = 1 and D1 < L < D1 + L1, it indicates that one block section is faulty and the train has entered the faulty block section. If the judicial record unit shows that the radio train permit information is valid, it means that the radio train permit information test passes; if it is invalid, the test fails. ③ When i = 2 and L < D1, it indicates that two block sections are faulty and the train has not entered the first faulty block section. Let L_EOA = D1. If the judicial record unit shows that the radio train permit information is valid, it means that the radio train permit information test passes; if it is invalid, the test fails. Let \(L_{EOA}\neq D1\). If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ④ When \(i = 2\) and \(D1<L<D1 + L1\), it means that two block sections are faulty and the train has entered the first faulty block section. Let \(L_{EOA}\neq D2\). If the judicial record unit shows that the wireless train operation permit information is valid, it means that the wireless train operation permit information test passes; if it is invalid, the test fails. ⑤ When \(i = 2\) and \(D1 + L1<L<D2\), it means that two block sections are faulty and the train has passed the first faulty block section but has not entered the second faulty block section. Let \(L_{EOA}=D2\). If the judicial record unit shows that the wireless train operation permit information is valid, it means that the wireless train operation permit information test passes; if it is invalid, the test fails. Let \(L_{EOA}\neq D2\). If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ⑥ When \(i = 2\) and \(D2<L<D2 + L2\), it means that two block sections are faulty and the train has entered the second faulty block section. If the judicial record unit shows that the wireless train operation permit information is valid, it means that the wireless train operation permit information test passes; if it is invalid, the test fails. (9)Situation 15: When the track circuit code of the block section where the train is currently located is H code and the train operation permit end point is the estimated front end of the train, that is, \(L_{EOA}=0\): ① When \(i = 1\) and \(L<D1\), it means that one block section is faulty and the train has not entered the faulty block section. If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ② When \(i = 1\) and \(D1<L<D1 + L1\), it means that one block section is faulty and the train has entered the faulty block section. If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ③ When \(i = 2\) and \(L<D1\), it means that two block sections are faulty and the train has not entered the first faulty block section. If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ④ When \(i = 2\) and \(D1<L<D1 + L1\), it means that two block sections are faulty and the train has entered the first faulty block section. If the judicial record unit shows that the wireless train operation permit information is invalid, it means that the wireless train operation permit information test passes; if it is valid, the test fails. ⑤ When i = 2 and D1 + L1 < L < D2, it indicates that two block sections are faulty, and the train has passed the first faulty block section but has not entered the second faulty block section. If the judicial recording unit shows that the radio train operation permit information is invalid, it means that the radio train operation permit information test passes; if it is valid, the test fails. ⑥ When i = 2 and D2 < L < D2 + L2, it indicates that two block sections are faulty, and the train has entered the second faulty block section. If the judicial recording unit shows that the radio train operation permit information is invalid, it means that the radio train operation permit information test passes; if it is valid, the test fails. (10) Situations 16 to 18: When the track circuit code of the block section where the train is currently located is no code (NULL, 25.7 Hz, 27.9 Hz) after the permitted code, and the distance from the train operation permit end point to the transponder DW is L_EOA: ① When i = 1 and L < D1, it indicates that one block section is faulty, and the train has not entered the faulty block section. Let L_EOA = D1. If the judicial recording unit shows that the radio train operation permit information is invalid, it means that the radio train operation permit information test passes; if it is valid, the test fails. ② When i = 1 and D1 < L < D1 + L1, it indicates that one block section is faulty, and the train has entered the faulty block section. If the judicial recording unit shows that the radio train operation permit information is valid, it means that the radio train operation permit information test passes; if it is invalid, the test fails. ③ When i = 2 and L < D1, it indicates that two block sections are faulty, and the train has not entered the first faulty block section. Let L_EOA = D1. If the judicial recording unit shows that the radio train operation permit information is invalid, it means that the radio train operation permit information test passes; if it is valid, the test fails. ④ When i = 2 and D1 < L < D1 + L1, it indicates that two block sections are faulty, and the train has entered the first faulty block section. Let L_EOA ≠ D2. If the judicial recording unit shows that the radio train operation permit information is valid, it means that the radio train operation permit information test passes; if it is invalid, the test fails. ⑤ When i = 2 and D1 + L1 < L < D2, it indicates that two block sections are faulty, and the train has passed the first faulty block section but has not entered the second faulty block section. Let L_EOA = D2. If the judicial recording unit shows that the radio train operation permit information is invalid, it means that the radio train operation permit information test passes; if it is valid, the test fails. ⑥ When i = 2 and D2 < L < D2 + L2, it indicates that two block sections are faulty, and the train has entered the second faulty block section. If the judicial recording unit shows that the radio train operation permit information is valid, it means that the radio train operation permit information test passes; if it is invalid, the test fails. Situation 19 - 24: When the track circuit code of the current block section where the train is located is the no - code (NULL, 25.7Hz, 27.9Hz) after HU or the no - code (NULL, 25.7Hz, 27.9Hz) after H code, the end of the movement authority is the estimated front end of the train, that is, L_EOA = 0: ① When i = 1 and L < D1, it indicates that one block section is faulty and the train has not entered the faulty block section. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ② When i = 1 and D < L < D1 + L1, it indicates that one block section is faulty and the train has entered the faulty block section. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. ③ When i = 2 and L < D1, it indicates that two block sections are faulty and the train has not entered the first faulty block section. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ④ When i = 2 and D1 < L < D1 + L1, it indicates that two block sections are faulty and the train has entered the first faulty block section. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. ⑤ When i = 2 and D1 + L1 < L < D2, it indicates that two block sections are faulty and the train has passed the first faulty block section but has not entered the second faulty block section. If the judicial record unit shows that the wireless movement authority information is invalid, it means the wireless movement authority information test passes; if it is valid, the test fails. ⑥ When i = 2 and D2 < L < D2 + L2, it indicates that two block sections are faulty and the train has entered the second faulty block section. If the judicial record unit shows that the wireless movement authority information is valid, it means the wireless movement authority information test passes; if it is invalid, the test fails. (12) Verify whether all scenarios from step (5) to step (11) have been traversed. If so, the test of the urban rail transit wireless movement authority function ends; otherwise, continue to execute the untested steps.

[0045] Among them, the scene j takes the values ​​1, 2, ..., 24, corresponding to scenes 1 to 24 in (5) to (11), and the corresponding track circuit codes are L5, L4, L3, L2, L, LU, U, LU2, U2, U2S, UU, UUS, HB, HU, H, no code after the allowed code (NULL), no code after the allowed code (25.7Hz), no code after the allowed code (27.9Hz), no code after HU (NULL), no code after HU (25.7Hz), no code after HU (27.9Hz), no code after H (NULL), no code after H (25.7Hz), no code after H (27.9Hz).

[0046] In addition, k represents the Kth train operation scenario, with values ​​of 1, 2, 3, 4, 5, and 6, corresponding to steps ① to ⑥ in each scenario. The meanings are: "One block section fault, and the train has not entered the faulty block section", "One block section fault, and the train has entered the faulty block section", "Two block sections fault, and the train has not entered the first faulty block section", "Two block sections fault, and the train has entered the first faulty block section", "Two block sections fault, and the train has passed the first faulty block section but has not entered the second faulty block section", and "Two block sections fault, and the train has entered the second faulty block section".

[0047] It is worth noting that, taking step ② of situation 19 (the track circuit code of the current block section where the train is located is HU and there is no code (NULL), a block section is faulty, and the train has entered the faulty block section) as an example, the test method is as follows: (1) Put the line data containing transponder information into the trackside software, prepare TSRS, PXI and judicial record unit, burn DMI, and build up the urban railway system, in which the exit transponder DW contains all the line data to switch to full mode. (2) Set the track circuit codes L, LU, U and HU on the 1LQ, 121G, 131G and 141G sections on the trackside, add a car in station A, and after the on-board power-on self-test is successful, enter the standby mode. Click "start" on DMI to switch to partial mode; (3) After the train A runs through the exit transponder DW and obtains the complete line data required to switch to full mode, switch to full mode to control the train operation. At the same time, the MRSP curve is displayed on DMI, and the end point of the MRSP curve is the EOA point. (4) The train passes through 1LQ, 121G, and 131G in sequence and enters 141G. Upon receiving the HU code, the train stops. At this time, the EOA point is at the end of track 141G. The track circuit code of 141G is changed to NULL, and the EOA point is shortened to the estimated front position of the train, i.e., L_EOA=0. The TSRS is instructed to send a wireless train operation permission message, setting its starting point D1 to the starting point of track 141G and its ending point to the ending point of track 141G, i.e., the fault section is track 141G. If the judicial record unit shows that the wireless train operation permission information is valid, the test passes; otherwise, the test fails.

[0048] For example, in case 6, step ① (the track circuit code of the current block section where the train is located is LU code, there is a block section fault, and the train has not entered the fault block section), the test method is as follows: (1) Put the line data containing transponder information into the trackside software, prepare TSRS, PXI and judicial record unit, burn DMI, and build up the urban railway system. The exit transponder DW contains all the line data to switch to full mode. (2) Set the track circuit codes of 1LQ, 121G, 131G and 141G sections on the trackside as LU, U, HU and NULL, respectively. Add a train in station A. After the on-board power-on self-test is successful, enter the standby mode. Click "Start" on DMI to switch to partial mode. (3) After the train A passes through the exit transponder DW and obtains the complete line data required to switch to full mode, switch to full mode to control the train operation. At the same time, the MRSP curve is displayed on DMI. The endpoint of the MRSP curve is the EOA point. (4) When the train reaches track 1LQ and receives the LU code, it stops. At this time, the EOA point is at the end of track 131G. The TSRS is instructed to send a wireless train operation permission message, setting its starting point D1 to the starting point of track 141G and its ending point to the ending point of track 141G. That is, the fault section is track 141G, and L_EOA=D1. If the judicial record unit shows that the wireless train operation permission information is valid, the test passes; if it is invalid, the test fails. The starting point D1 of the wireless train operation permission message is not the starting point of track 141G, that is, L_EOA≠D1. If the judicial record unit shows that the wireless train operation permission information is invalid, the test passes; if it is valid, the test fails.

[0049] Furthermore, as a response to the above Figure 1-2 In addition to the implementation of the method embodiments shown, this embodiment of the invention also provides a testing device for wireless vehicle permit information, which is used to test whether the wireless vehicle permit information is valid. The embodiment of this device corresponds to the foregoing method embodiments. For ease of reading, this embodiment will not repeat the details of the foregoing method embodiments one by one, but it should be clear that the device in this embodiment can implement all the contents of the foregoing method embodiments. Specifically, as shown... Figure 3 As shown, the device includes: The acquisition unit 31 is used to acquire the current position of the train under test, the faulty section of the track circuit, and the wireless train operation permission information; The determination unit 31 is used to determine the train operation scenario based on the current position of the train under test and the faulty section of the track circuit in the acquisition unit; The determining unit 31 is used to determine the position information of the train under test when its running speed is zero according to the maximum limiting speed curve corresponding to the train operation scenario. The maximum limiting speed curve is used to predict the running speed of the train under test on the track and the position information of the train on the track at the running speed. The matching unit 32 is used to determine whether the wireless train operation permit information is valid based on the matching result between the train permit position in the wireless train operation permit information and the position information in the determining unit.

[0050] Furthermore, such as Figure 4 As shown, the determining unit 32 includes: The judgment module 321 is used to determine whether the current position of the train under test is located within the track circuit fault section when the track circuit fault section is a single fault section. The determination module 322 is used to determine the first train operation scenario when the judgment module 321 determines that the current position of the train under test is behind the train running direction in the track circuit fault section; The determining module 322 is used to determine the second train operation scenario when the judging module 321 determines that the current position of the train under test is located in the track circuit fault section; The determining module 322 is used to determine the positional relationship between the current position of the train under test and the first fault section and the second fault section when the judging module 321 determines that the track circuit fault section is two fault sections. The first fault section is located behind the second fault section in the direction of train operation. The determining module 322 is used to determine the third train operation scenario when the judging module 321 determines that the current position of the train under test is behind the train running direction of the first fault section. The determining module 322 is used to determine the fourth train operation scenario when the judging module 321 determines that the current position of the train under test is within the first fault section; The determining module 322 is used to determine the fifth train operation scenario when the judging module 321 determines that the current position of the train under test is between the first fault section and the second fault section. The determining module 322 is used to determine the sixth train operation scenario when the judging module 321 determines that the current position of the train under test is within the second fault section.

[0051] Furthermore, such as Figure 4 As shown, the matching unit 33 includes: The position determination module 331 is used to obtain the track circuit code of the block section where the train under test is located; The position determination module 331 is used to determine, in the first and third train operation scenarios, when the track circuit code is a first type code, whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless train operation permission information. The train permission position is the starting position of the track circuit fault section or the starting position of the first fault section. The first type code is a permission code other than the HB code or the HU code. The location determination module 331 is used to determine that the train's wireless driving permission information is valid if the location is such. The location determination module 331 is used to determine that the train's wireless driving permission information is invalid if the condition is not met.

[0052] Furthermore, such as Figure 4 As shown, the matching unit 33 includes: The circuit code determination module 332 is used to obtain the track circuit code of the block section where the train under test is located; The circuit code determination module 332 is used to determine whether the track circuit code is a second type code in the second and sixth train operation scenarios. The second type code is an allowed code other than the HB code, the HU code, or no code. The circuit code module 332 is used to determine that the train's wireless driving permission information is valid if the condition is met. The circuit code module 332 is used to determine that the train's wireless driving permission information is invalid if the condition is not met.

[0053] Furthermore, such as Figure 4 As shown, the matching unit 33 includes a valid determination module 333, which includes: Obtain the track circuit code of the block section where the train under test is located; In the fourth train operation scenario, determining whether the train's wireless driving permission information is valid includes: When the track circuit code is a third type code, it is determined whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless train permission information. The train permission position is the starting position of the second fault section, and the third type code is a permission code other than the HB code. If yes, the train's wireless train operation permission information is confirmed to be valid; otherwise, the train's wireless train operation permission information is confirmed to be invalid. Alternatively, determine whether the track circuit code is a HU code or has no code; If so, then the train's wireless driving permission information is confirmed to be valid; If not, then the train's wireless driving permission information is invalid.

[0054] Furthermore, such as Figure 4 As shown, the position determination module 331 includes: Obtain the track circuit code of the block section where the train under test is located; In the fifth train operation scenario, when the track circuit code is the first type code, it is determined whether the position information of the train under test when its running speed is zero matches the train permission position in the wireless train operation permission information. The train permission position is the starting position of the second fault section. If so, then the train's wireless driving permission information is confirmed to be valid; If not, then the train's wireless driving permission information is invalid.

[0055] Furthermore, such as Figure 4 As shown, the assembly unit 34 includes: Module 341 is used to build a test system in a laboratory environment, which includes on-board equipment, human-machine interface unit, judicial recording unit, temporary speed limit server and train simulation platform. The setting module 342 is used to configure trackside data through the train simulation platform in the building module 341 and set up the line environment including transponder information and track circuit codes. Control module 343 is used to control the temporary speed limit server to send a wireless driving permission message containing fault section parameters to the vehicle equipment based on the human-machine interface unit in the construction module 341. The recording module 344 is used to record the determination result of the vehicle-mounted device on the validity of the wireless driving permission through the judicial recording unit in the construction module 341.

[0056] Furthermore, embodiments of the present invention also provide a readable storage medium for storing a computer program, wherein the computer program, when running, controls the device where the storage medium is located to perform the above-described actions. Figure 1-2 The test method for wireless vehicle license information as described in any one of the following.

[0057] Furthermore, embodiments of the present invention also provide an electronic device, the electronic device including a storage medium; and one or more processors, the storage medium being coupled to the processors, the processors being configured to execute program instructions stored in the storage medium; the program instructions, when executed, perform as described above. Figure 1-2 The test method for wireless vehicle license information as described in any one of the following.

[0058] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0059] It is understood that the relevant features in the above methods and apparatus can be referenced interchangeably. Furthermore, the terms "first," "second," etc., in the above embodiments are used to distinguish between embodiments and do not represent the superiority or inferiority of any particular embodiment.

[0060] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0061] The algorithms and displays provided herein are not inherently related to any particular computer, virtual system, or other device. Various general-purpose systems can also be used in conjunction with the teachings herein. The required structure for constructing such systems is apparent from the above description. Furthermore, this invention is not directed to any particular programming language. It should be understood that the contents of the invention described herein can be implemented using various programming languages, and the above description of specific languages ​​is for the purpose of disclosing the best mode of implementation of the invention. Additionally, the memory may include non-persistent memory in computer-readable media, random access memory (RAM), and / or non-volatile memory, such as read-only memory (ROM) or flash RAM, and the memory may include at least one memory chip.

[0062] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0063] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart illustrations and / or block diagrams. Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0064] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0065] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0066] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0067] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0068] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0069] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method of testing wireless traffic light information, characterized by, The method comprises the following steps: acquiring the current position of the train to be tested, the track circuit fault section, and the wireless train operation permission information; determining the train operation scene according to the current position of the train to be tested and the track circuit fault section; determining the position information of the train to be tested when the running speed is zero according to the corresponding maximum speed curve of the train operation scene, wherein the maximum speed curve is used to predict the running speed of the train to be tested on the track and the position information of the train on the track under the running speed; determining whether the wireless train operation permission information is valid according to the matching result of the train permission position in the wireless train operation permission information and the position information.

2. The method of claim 1, wherein, The method for determining the train operation scene according to the current position of the train to be tested and the track circuit fault section comprises the following steps: when the track circuit fault section is a single fault section, determining whether the current position of the train to be tested is located in the track circuit fault section; when the current position of the train to be tested is located behind the track circuit fault section in the train running direction, the first train operation scene is determined; when the current position of the train to be tested is located in the track circuit fault section, the second train operation scene is determined; when the track circuit fault section is two fault sections, determining the position relationship between the current position of the train to be tested and the first fault section and the second fault section, wherein the first fault section is located behind the second fault section in the train running direction; when the current position of the train to be tested is located behind the first fault section in the train running direction, the third train operation scene is determined; when the current position of the train to be tested is located in the first fault section, the fourth train operation scene is determined; when the current position of the train to be tested is located between the first fault section and the second fault section, the fifth train operation scene is determined; when the current position of the train to be tested is located in the second fault section, the sixth train operation scene is determined.

3. The method of claim 2, wherein, The maximum speed curve is determined based on the track circuit code of the block section where the train to be tested is located and the train operation information. The method for determining whether the wireless train operation permission information is valid according to the matching result of the train permission position in the wireless train operation permission information and the position information comprises the following steps: acquiring the track circuit code of the block section where the train to be tested is located; in the first and third train operation scenes, when the track circuit code is a first type code, determining whether the position information of the train to be tested when the running speed is zero is matched with the train permission position in the wireless train operation permission information, wherein the train permission position is the start position of the track circuit fault section or the start position of the first fault section, and the first type code is an allowed code or an HU code except for an HB code; if yes, it is determined that the wireless train operation permission information of the train is valid; if no, it is determined that the wireless train operation permission information of the train is invalid.

4. The method of claim 2, wherein, After determining the train operation scene according to the current position of the train to be tested and the track circuit fault section, the method further comprises the following steps: acquiring the track circuit code of the block section where the train to be tested is located; in the second and sixth train operation scenes, determining whether the track circuit code is a second type code, wherein the second type code is an allowed code, an HU code or no code except for an HB code; if yes, it is determined that the wireless train operation permission information of the train is valid; if no, it is determined that the wireless train operation permission information of the train is invalid.

5. The method of claim 2, wherein, The method comprises the following steps: acquire a track circuit code of a block section where the train to be tested is located; in the fourth train operation scenario, determining whether the wireless train operation permission information of the train is valid includes: when the track circuit code is a third type code, determining whether the position information of the train to be tested when the running speed is zero matches a train permission position in the wireless train operation permission information, the train permission position being a start position of the second fault section, and the third type code being an allowed code other than the HB code; if yes, determining that the wireless train operation permission information of the train is valid, otherwise, determining that the wireless train operation permission information of the train is invalid; or, determining whether the track circuit code is an HU code or no code; if yes, determining that the wireless train operation permission information of the train is valid; if no, determining that the wireless train operation permission information of the train is invalid.

6. The method of claim 2, wherein, The method further comprises a test environment configuration step: a test system including a vehicle-mounted device, a human-computer interaction unit, a judicial record unit, a temporary speed limit server, and a train simulation platform is built in a laboratory environment; trackside data is configured through the train simulation platform, and a line environment including transponder information and track circuit codes is set; the temporary speed limit server sends a wireless train operation permission message including fault section parameters to the vehicle-mounted device through the human-computer interaction unit; the determination result of the vehicle-mounted device on the validity of the wireless train operation permission is recorded by the judicial record unit.

7. The method according to any one of claims 1 to 6, characterized in that, comprises: an acquisition unit configured to acquire a current position of a train to be tested, a track circuit fault section, and wireless train operation permission information; a determination unit configured to determine a train operation scenario according to the current position of the train to be tested, the track circuit fault section in the acquisition unit; the determination unit is configured to determine position information of the train to be tested when the running speed is zero according to a corresponding maximum speed curve of the train operation scenario, the maximum speed curve being used to predict the running speed of the train to be tested on the track and the position information of the train on the track under the running speed; a matching unit configured to determine whether the wireless train operation permission information is valid according to a matching result of a train permission position in the wireless train operation permission information in the acquisition unit and the position information in the determination unit.

8. A test device for wireless traffic light information, characterized in that The storage medium comprises a stored program, wherein when the program is running, the device where the storage medium is located executes the test method of the wireless train operation permission information according to any one of claims 1-7. ​ ​ ​ ​ 9. A storage medium, characterized by ​ 10. An electronic device, comprising: The device comprises at least one processor, at least one memory connected with the processor, and a bus; wherein the processor, the memory and the bus complete mutual communication; the processor is used to call program instructions in the memory, so as to execute the test method of the wireless driving permission information in any one of claims 1-7.

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