A simulation test system for train control onboard equipment and enhanced LEU

Abstract

The simulation test system of the train control on-board equipment and the enhanced LEU of the present invention includes a simulation control platform, interlocking simulation software, LEU tooling, C-interface switching tooling, and an active transponder; the interlocking simulation software directly interfaces with the enhanced LEU to simulate the access control of each station and realize input control of the enhanced LEU; the LEU tooling uses a real storage-type LEU device to receive the access information sent by the simulation control software, select the corresponding message containing the track number and line data and send it to the C-interface switching tooling; the C-interface switching tooling directly interfaces with the simulation test platform and switches the output of the enhanced LEU and the output channel of the LEU tooling by receiving instructions from the simulation control platform. The test system of the present invention can realize the use of real equipment in both laboratory on-board and ground core equipment, and at the same time combine simulation equipment and control software to build an indoor integrated test environment.

Description

Technical Field

[0001] The present invention relates to a train control simulation test system, and in particular to a simulation test system for train control on-board equipment and an enhanced LEU. Background Art

[0002] With the development of my country's railways, within the framework of the CTCS-level technology system, patent CN113120041A draws heavily on the technologies and designs of CTCS-2 and CTCS-3 train control systems to propose a train operation control system (CTCS-S) that enhances the safety of existing C0 systems. This system enhances the functionality of existing LKJ and LEU equipment, building upon the existing CTCS. However, to ensure the reliability and safety of the new train control system, extensive testing is required, particularly system integration testing to verify the overall functionality and performance of the system. Currently proposed system integration testing technologies typically rely on simulation equipment and software to enable ground equipment to send information to the onboard equipment being tested, thereby performing integrated testing and verification of the onboard equipment. However, these technologies fail to simultaneously integrate and test the ground and onboard equipment of the train control system, as well as the compatibility between the ground and onboard equipment. Furthermore, system integration testing of the enhanced LEU is not implemented, making it impossible to accurately evaluate the reliability and safety of the proposed CTCS-S system.

[0003] The present invention proposes a test system for train control onboard equipment and enhanced LEU based on semi-physical simulation. Both onboard and ground core equipment use real equipment, which has good consistency when compared with the railway site. This allows testers to promptly and effectively discover problems with system technical solutions, system functions or engineering data in a laboratory test environment, providing reliable protection for the actual operation of the CTCS-S system. Summary of the Invention

[0004] The present invention proposes a test system for train control onboard equipment and enhanced LEU based on semi-physical simulation. Both the core onboard and ground equipment use real equipment, which can realize system integration testing of the CTCS-S system and test the enhanced LEU at the same time.

[0005] The present invention proposes a simulation test system for train control onboard equipment and enhanced LEU, which includes a simulation control platform, interlocking simulation software, LEU tooling, C-interface switching tooling, and an active transponder;

[0006] The simulation control platform includes simulation control software and LKJ whole machine test and conditioning box;

[0007] The interlocking simulation software directly interfaces with the enhanced LEU to simulate the route control of each station, including route selection, cancellation, and unlocking. It also communicates with the enhanced LEU, sending route information to the enhanced LEU to implement input control of the enhanced LEU. The interlocking simulation software can be configured for different stations.

[0008] The enhanced LEU device is a storage-type LEU, which is the real device under test. It receives the route information sent by the interlocking simulation software, outputs a message containing the corresponding track number, and sends it to the C-interface switching tool;

[0009] The LEU tooling uses a real storage-type LEU device to receive the route information sent by the simulation control software, select the corresponding message containing the track number and line data, and send it to the C interface switching tooling;

[0010] The C-interface switching fixture is directly connected to the simulation test platform. By receiving instructions from the simulation control platform, it switches the output of the enhanced LEU and the output channel of the LEU fixture according to different application scenarios, so as to realize the application scenario of the transponder group in the continuous simulation line.

[0011] The system simulates the train operation scenario on the actual line and provides input signals that comply with the interface definition to the on-board equipment and the enhanced LEU, thereby realizing system integration testing of the train control on-board equipment and the enhanced LEU equipment.

[0012] The test system for on-board equipment and LEU based on semi-physical simulation of the present invention can realize the use of real equipment in both on-board and ground core equipment in the laboratory, and at the same time combine simulation equipment and control software to build an indoor integrated test environment to ensure the consistency of the test environment compared with on-site use; at the same time, the system can send ground transponder data in real time according to the train operation position and line data, and ensure that the effective action time of the sent message is consistent with the actual train line operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] Figure 1 This is a structural diagram of the test system based on vehicle-mounted equipment and enhanced LEU of the present invention;

[0014] Figure 2 This is a schematic diagram of the C interface switching tooling structure;

[0015] Figure 3 This is an example diagram of active transponder group message control;

[0016] Figure 4A This is a schematic diagram of the active transponder structure principle;

[0017] Figure 4B Schematic diagram of the active transponder (controllable) structure principle. DETAILED DESCRIPTION

[0018] The present invention will be described in detail below with reference to specific embodiments. The following embodiments will help those skilled in the art to further understand the present invention, but are not intended to limit the present invention in any form. It should be noted that, for those skilled in the art, several variations and improvements can be made without departing from the inventive concept, and these all fall within the scope of protection of the present invention.

[0019] This application is based on a test system for train control onboard equipment and enhanced LEU based on semi-physical simulation. The system includes a simulation control platform, interlocking simulation software, LEU tooling, C-interface switching tooling, active transponder (controllable), etc. The system composition is as follows: Figure 1 shown.

[0020] This test system simulates actual train operation on a line, providing input signals that conform to interface definitions to onboard equipment and enhanced LEUs. This enables system integration testing of train control onboard equipment and enhanced LEUs. The test system uses real-world LEU fixtures and controllable active transponders, creating a train-to-ground communication environment that more closely resembles a real-world field environment, enhancing the authenticity and effectiveness of laboratory testing.

[0021] The simulation control platform includes simulation control software and LKJ whole machine test and conditioning box.

[0022] The simulation control software controls the LKJ whole machine test conditioning box to realize functions such as line track circuit occupancy and control of ground transponder message sending, simulates train operation, and sends ground line information that complies with the interface definition to the enhanced LKJ according to test requirements, including signal light position information, train speed information, driver handle information, etc.; at the same time, it controls the screen to display the overall situation of the simulated line, including station map, train position, signal display, track circuit occupancy status, temporary speed limit, transponder status, etc.

[0023] The LKJ whole machine test conditioning box sends a signal that meets the corresponding interface requirements to the enhanced LKJ according to the output of the simulation control software.

[0024] The enhanced LKJ is the core of the on-board equipment. It is based on the line basic data centrally stored on the vehicle, receives track circuit information from the main locomotive signal, and receives the transponder message of the station transponder or the origin station track transponder from the BTM. It can realize the functions of automatic selection of the running line, automatic determination of the station number, automatic train alignment, and automatic correction of the parking space.

[0025] The interlocking simulation software directly interfaces with the enhanced LEU to simulate route control at each station, including route selection, cancellation, and unlocking. It also communicates with the enhanced LEU, sending route information to the enhanced LEU device to implement input control for the enhanced LEU. Station-specific interlocking simulation software can be configured. The interlocking simulation software and enhanced LEU device communicate via Ethernet or full-duplex serial ports, transmitting route information and exchanging enhanced LEU status information.

[0026] The enhanced LEU device is a storage-type LEU and is the real device being tested. It receives the route information sent by the interlocking simulation software, outputs a message containing the corresponding track number, and sends it to the C-interface switching tool.

[0027] The LEU tooling uses a real storage-type LEU device to receive route information sent by the simulation control software, select the corresponding message containing the track number and line data, and send it to the C interface switching tooling. The stored messages include station line data messages and section line data messages.

[0028] The C-interface switching fixture is directly interfaced with the simulation test platform. By receiving instructions from the simulation control platform, it switches the output of the enhanced LEU and the output channel of the LEU fixture according to different application scenarios to realize the application scenario of the transponder group in the continuous simulation line.

[0029] The active transponder (controllable) uses a real A-interface (the interface between the transponder and the BTM) to transmit messages to the on-board device. Since the laboratory BTM equipment and antenna are fixedly installed, a specially designed active transponder (controllable) is designed to simulate the movement of the on-board BTM antenna past the transponder. The active transponder (controllable) is modified from a standard active transponder. The A-interface output is controlled by the output signal of the C-interface switching fixture to activate the transponder and transmit messages. The simulation control platform switches the fixture and the active transponder (controllable) via the C-interface, controlling the transmission of transponder messages along the entire line based on the vehicle's position and the line transponder installation position.

[0030] The technical advantages of this solution are as follows: the LEU tooling and active transponder (controllable) in the test system use real devices, maintaining the electrical performance of the A interface of the standard transponder. Compared with the simulation environment, the vehicle-ground communication environment is closer to the real environment on site, which can improve the authenticity and effectiveness of laboratory tests, and has the integrated testing function of train control on-board equipment and enhanced LEU equipment.

[0031] The C-interface switching tool includes a communication control module and a C-interface output module. Figure 2 shown.

[0032] The communication control module communicates with the simulation control platform via the RS422 serial bus. The simulation control platform provides key information such as the position of the balise within the group, balise type, balise number, and train speed. The communication control module performs balise matching and C-interface message sending time calculation based on the protocol information, and simulates multiple balises in the line scenario by controlling only one active balise.

[0033] The communication control module outputs a switch control signal to the active transponder, performs switch control on the output of the active transponder A interface, and realizes two states of one active transponder simulating the current transponder output and the non-transponder output.

[0034] The C-interface output module directly interfaces with the active transponder and includes a power supply, a C1 interface (for DBPL-encoded messages), and an FSK output control interface. The C-interface output module receives the raw C-interface signal from the LEU, filters the C6 signal through a C1 / C6 separation circuit, and retains the C1 signal, i.e., the DBPL-encoded message, for transmission to the active transponder. This solution is suitable for short-range communications. By replacing the C6 signal with a 5V DC circuit, the C-interface output module's circuit complexity is simplified.

[0035] The C-interface switching fixture can be connected to the 4 C-interface channels of the LEU fixture and the enhanced LEU respectively. The transponders in the group are close to each other, especially in the scenario where the train passes at high speed. The transponder action time is short. In order to ensure the timeliness of message switching, the design uses LEU 4 channels to simulate the active transponders in different positions of the same group. When the simulation test system simulates a train running through a group of transponders, such as Figure 3, from left to right is a group of 3 balises, balise 1 is an active balise that receives messages from the enhanced LEU, and balises 2 and 3 are passive balises. First, the train approaches balise 1. At this time, the simulation control platform sends control information to the communication control module through the RS422 interface. The communication control module selects the control switch to the enhanced LEU and C-1 output channel through control signal 1, and enables the active balise to work through the FSK output control interface. The simulated interlocking sends the corresponding message to balise 1 through the enhanced LEU to achieve the purpose of system simulation of the enhanced LEU; the communication control module calculates the message sending time according to the train speed and the balise's range of action. When the sending time meets the requirements, the FSK output control interface is turned off, the active balise is prohibited from working, and the line state without a balise is simulated. When the train approaches balise 2, the simulation control platform sends control information to the communication control module through the RS422 interface. The communication control module uses control signal 1 to select the control switch to switch to the LEU tooling, C-2 output channel, simulating the passive balise sending the corresponding message. The communication control module calculates the message transmission time based on the train speed and balise range. When the transmission time meets the requirements, it shuts off the FSK output control interface, disables the passive balise, and simulates the line state without a balise. Similarly, balise 3 is processed according to a similar mechanism.

[0036] Technical advantages of this solution: The C-interface switching tooling sends messages to the active balise (controllable) by controlling the switching of different channels between the enhanced LEU and LEU tooling, enabling a single balise to simulate multiple line balise scenarios; the message continuous sending time is calculated by the train running speed and the current sending timing, and active shutdown is performed to achieve high-precision message switching.

[0037] The active transponder (controllable) is significantly different from existing active transponders.

[0038] The existing active transponder includes a C interface, a power conversion module, an FSK conversion module, an FSK transmitter module, a 27MHz receiver module and a default message module, such as Figure 4AAs shown. Its input port is a standard C-interface, including a C1 message data differential interface and a C6 carrier differential interface. When the existing active transponder is operating, the power conversion module receives the C6 carrier signal from the C-interface, conditions the signal into DC power, and supplies it to various circuit modules. The FSK conversion module receives the C1 message data from the C-interface in differential form, performs a series of signal conditioning operations on the message data, and then outputs an FSK signal. The FSK transmitter module then prepares for transmission and transmits an FSK signal to the BTM according to the control instructions of the 27MHz receiver module. The 27MHz receiver module outputs the FSK transmission control instructions when a train passes. When the C-interface signal is interrupted, the default message module begins operation. When a train passes, the transponder transmits an FSK signal based on the data in the default message module. Only after the existing active transponder receives the 27MHz energy transmitted by the onboard BTM antenna will it activate the FSK transmission function and send the FSK signal to the onboard BTM antenna.

[0039] The active transponder (controllable) includes a non-standard enhanced C interface, an FSK conversion module, and an FSK transmission module. Figure 4B The enhanced C-interface of the active transponder (controllable) is directly connected to the C-interface switching tool, including a C1 interface, a power interface and an FSK output control interface.

[0040] When the active transponder (controllable) is operating, the power interface directly provides power to the circuit module. The FSK conversion module receives message data from the C1 interface in a single-ended manner, performs a series of signal conditioning on the message data, and then outputs an FSK signal. The FSK transmission module is ready to transmit and, under the control of the FSK output control interface, transmits the FSK signal to the BTM. The FSK output control interface is used to control the FSK transmission function. This means that when the active transponder (controllable) transmits the FSK signal is controlled by the FSK output control interface of the C interface switching tool, rather than when it receives 27MHz energy transmitted by the BTM vehicle antenna.

[0041] In addition, the active transponder (controllable) does not include a default message module.

[0042] The technical advantages of this solution are: If the C-interface of an existing active transponder is interrupted, it will send a default message. The BTM antenna must be turned off or moved out of range before switching to another active message. This solution allows for controlled transmission of active messages and can simulate a transponder-free line by disabling FSK. The BTM antenna can be kept constantly active with the transponder, and in a laboratory setting where both remain stationary, simulating a scenario in which the BTM antenna passes through multiple active transponders.

[0043] Existing active transponders use C6 signals to provide operating energy. Simulating a transponder-less switch by controlling the C6 signal can result in a long switching time because the transponder's internal power circuit requires time to start and stabilize. The control system of the present invention simulates transponder-less switch by controlling the FSK line. This allows for real-time transponder switching without shutting down the transponder's internal power circuit by directly controlling the FSK signal.

[0044] The above embodiments are provided to persons familiar with the art for implementing or using the present invention. Personnel familiar with the art may make various modifications or changes to the above embodiments without departing from the inventive concept of the present invention, and these modifications or changes shall fall within the scope of protection of the present invention.

Claims

1. A simulation test system for train control onboard equipment and enhanced LEU, including a simulation control platform, interlocking simulation software, LEU tooling, C-interface switching tooling, and an active transponder; The active transponder is modified on the standard active transponder, and the output of the A interface is controlled by the output signal of the C interface switching tool to realize the activation of the transponder and the sending of the message; The simulation control platform includes simulation control software and LKJ whole machine test and conditioning box; The interlocking simulation software directly interfaces with the enhanced LEU to simulate the route control of each station, including route selection, cancellation, and unlocking, and communicates with the enhanced LEU to send route information to the enhanced LEU to implement input control of the enhanced LEU; The interlocking simulation software can be configured for different stations; The enhanced LEU device is a storage-type LEU, which is the real device under test. It receives the route information sent by the interlocking simulation software, outputs a message containing the corresponding track number, and sends it to the C-interface switching tool; The LEU tooling uses a real storage-type LEU device to receive the route information sent by the simulation control software, select the corresponding message containing the track number and line data, and send it to the C interface switching tooling; The C-interface switching fixture is directly connected to the simulation control platform. By receiving instructions from the simulation control platform, the enhanced LEU output and the output channel of the LEU fixture are switched according to different application scenarios to achieve application scenarios of the transponder group in the continuous simulation line. The C-interface switching tool is connected to the LEU tool and the 4-way C-interface channels of the enhanced LEU respectively; The simulation test system simulates the train operation scenario on the actual line, provides input signals that comply with the interface definition to the on-board equipment and the enhanced LEU, and can realize system integration testing of the train control on-board equipment and the enhanced LEU equipment.

2. The simulation test system according to claim 1, wherein: The simulation control software controls the LKJ whole machine test conditioning box to realize the line track circuit occupation and control the ground transponder message sending function, simulates the train operation, sends the ground line information that complies with the interface definition to the enhanced LKJ according to the test requirements, and controls the screen to display the overall situation of the simulated line; The LKJ whole machine test conditioning box sends a signal that meets the corresponding interface requirements to the enhanced LKJ according to the output of the simulation control software.

3. The simulation test system according to claim 2, characterized in that: The LEU tooling and active transponder in the simulation test system use real devices to maintain the electrical performance of the A interface of the standard transponder.

4. The simulation test system according to claim 2, wherein: The enhanced LKJ is the core of the on-board equipment. It is based on the line basic data centrally stored on the vehicle, receives track circuit information from the main locomotive signal, and receives the transponder message of the station transponder or the origin station track transponder from the BTM. It can realize the functions of automatic selection of the running line, automatic determination of the station number, automatic train alignment, and automatic correction of the parking space.

5. The simulation test system according to claim 1, wherein: The active transponder uses a real A interface to transmit messages to the vehicle-mounted device. Since the laboratory BTM equipment and antenna are fixedly installed, the active transponder is designed to be controllable in order to simulate the vehicle-mounted BTM antenna moving through the transponder; The simulation control platform switches the tooling and active transponder through the C interface, and controls the transmission of the entire line transponder message according to the driving position and the line transponder installation position.

6. The simulation test system according to claim 2, characterized in that: The C-interface switching tool includes a communication control module and a C-interface output module; The communication control module communicates with the simulation control platform via the RS422 serial bus. The simulation control platform provides key information such as the position of the balise within the group, the balise type, the balise number, and the train speed. The communication control module performs balise matching and calculates the C-interface message sending time based on the protocol information. By controlling only one active balise, the module can simulate multiple balises in the line scenario. The communication control module outputs a switch control signal to the active transponder to perform switch control on the output of the active transponder A interface, so as to realize two states of simulating the active transponder: the current transponder output and the non-transponder output; The C-interface output module directly interfaces with the active transponder and includes a power interface, a C1 interface, and an FSK output control interface. The C-interface output module obtains the original C-interface signal provided by the LEU, filters the C6 signal through the C1 / C6 separation circuit, retains the C1 signal, and transmits the message in the DBPL encoding format to the active transponder.

7. The simulation test system according to claim 6, characterized in that: To ensure the timeliness of message switching, the design uses four LEU channels to simulate active transponders in different locations of the same group; The C-interface switching tooling controls and switches the enhanced LEU and the LEU tooling to send messages to the active transponder, thereby enabling a single transponder to simulate multiple line transponder scenarios. The message continuous sending time is calculated based on the train running speed and the current sending timing, and active shutdown is performed to achieve high-precision message switching.

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