Integrated train control interlocking integrated equipment comprehensive simulation test system

Abstract

The invention discloses an integrated train control and interlocking integrated equipment comprehensive simulation test system, which integrates simulation modules of various interface subsystems related to TIS (train control and interlocking integrated equipment) equipment, internally and uniformly dispatches and controls and externally provides a uniform interface, so that the complexity and the construction difficulty of the test system are effectively reduced, and the test efficiency is improved. The problems of difficulty in environment configuration, multiple interfaces and the like of an existing simulation test platform are solved; a unified and visual graphical station yard operation display interface is provided, simulation internal states of all subsystems in the platform are operated and displayed through the unified graphical station yard interface, an automatic running function is provided, and the operation efficiency is improved; and meanwhile, an automatic test module is integrated in the platform, so that internal interfaces of the platform are reduced, an automatic test function is provided, and the test efficiency is improved.

Description

Technical Field

[0001] The invention belongs to the technical field of railway train operation control, and in particular relates to an integrated train control and interlocking integrated equipment comprehensive simulation test system. Background Art

[0002] As one of the important components of the new train control system, the integrated train control interlocking (TIS) equipment integrates the train control center with the computer interlocking equipment, which can effectively solve the problems of multiple system equipment, multiple interfaces, and complex system structure caused by the traditional train control center and computer interlocking separation. In addition, the TIS equipment uses a fully electronic execution module instead of the traditional relay circuit to control the trackside equipment, which can effectively solve the problems of large area, high cost, and heavy maintenance workload of the relay circuit cables and assembly racks.

[0003] In the process of engineering application of integrated train control and interlocking equipment, the internal debugging test and the acceptance of simulation test in the electric section of the manufacturer need to rely heavily on the system's simulation test software or platform, and its functionality and ease of use greatly affect the test and experimental efficiency in the engineering application stage. However, at present, there is little demand for related tests on the engineering application of integrated train control and interlocking equipment, and the design and development of supporting simulation test platforms are still in a relatively blank stage. The test platform composed of simulation test software of the existing train control center or interlocking system is mainly used as a temporary replacement. Therefore, there are many problems, specifically:

[0004] First, the simulation software in the existing simulation test system is relatively independent, scattered and not unified.

[0005] At present, the simulation test system of integrated train control and interlocking equipment is mainly directly used or modified from the existing computer interlocking or train control center simulation software. The simulations of various interface subsystems are independent and scattered, and there are many interfaces. The simulation test environment configuration is cumbersome and difficult; the interface display style and operation method are not unified, and the learning cost for engineering personnel and electrical section simulation testers is high; during the test process, it is often necessary to switch back and forth between multiple software interfaces.

[0006] Second, the existing simulation test system has no unified external interface.

[0007] Since the train control interlocking integrated equipment sometimes needs to form a large system with other real subsystem equipment in the train operation control system, such as RBC, on-board equipment, etc., for collaborative testing, it is necessary to use a system simulation platform for unified scheduling, such as sending running information to on-board equipment, sending section occupancy information to the train control interlocking integrated equipment, etc., to simulate the process of train running in the entire large system. However, since the simulation software of each subsystem in the existing simulation test platform is independent of each other, it is necessary to write an interface with the large system simulation platform for each independent simulation software separately, and the interface is complex and numerous, making it difficult to maintain and use.

[0008] Third, the existing simulation test platform does not have a unified and intuitive graphical site interface.

[0009] The existing simulation test platform software generally uses a tabular control interface, lists all operable relays or object names as a data table, and clicks on the status in the data table to change the sent data. However, operations such as track occupancy and switch rotation are very unintuitive, and the test process is cumbersome and inefficient. In addition, some test software in the existing simulation test platform has a graphical station interface, but this interface can only operate and display the internal status of the simulation software, and cannot provide a unified display interface.

[0010] Fourth, the automatic testing function of the existing simulation test platform is not perfect or difficult to use.

[0011] Some existing simulation test platforms are completely dependent on manual operation, without automatic operation or automatic testing functions, resulting in heavy workload, complicated operation and low efficiency. Although some simulation test platforms have automatic operation or automatic testing functions, the automatic testing module needs to establish interfaces with each software in the simulation test platform to transmit automatic test control commands, feedback test status, etc. The system structure is very complex, difficult to configure and difficult to use.

[0012] In summary, the existing simulation test platforms mainly have problems such as the various simulation software being independent, numerous and scattered, complex environment configuration, difficult maintenance and use, and imperfect testing functions. Summary of the invention

[0013] In view of this, the present invention provides an integrated train control and interlocking integrated equipment comprehensive simulation test system, constructs a test system that integrates multiple TIS related subsystems and has a unified graphical station interface operation, thereby realizing comprehensive testing of the train control and interlocking integrated equipment.

[0014] The present invention provides an integrated train control interlocking integrated equipment comprehensive simulation test system, comprising: a human-machine operation layer, a core test logic layer and a tested equipment layer, wherein the human-machine operation layer provides an input interface for operation and test commands for users, and supports the feedback of equipment status information to users; the core test logic layer is used to set up according to the operation and test commands input by the user, build the status of the background object to complete the test condition preparation, output the control command to the tested equipment, obtain the equipment status after the operation is executed, and judge the result of the test execution; the tested object layer is a real train control interlocking integrated equipment, including a TIS logic host and an upper computer MMI;

[0015] Among them, the core test logic layer includes a graphical station interface module, each subsystem simulation module and an automatic test module; the graphical station interface module provides a front-end station operation display interface, obtains the station interface status information sent by the TIS logic host to update the interface display, receives the user's operation command for the station map object to determine the name of the station map object, searches for the background object with the same name in each subsystem simulation and modifies its status to complete the operation; the station map object is a front-end interface object displayed by the graphical station interface module and supports user operation;

[0016] Each subsystem simulation module is a simulation system of various subsystems that communicate with the TIS logical host and is used to send the status of background objects to the TIS logical host;

[0017] The automatic test module is used to modify the status of related background objects according to the test data source and test cases to simulate the status information of each subsystem and build the conditions required for the test; it sends control commands to the host computer MMI through the CTC interface to obtain the status of the background objects after the command is executed, so as to judge the test results.

[0018] Furthermore, the various subsystems include a target controller, an axle counter controller, a frequency-shifting track circuit, a wireless block center, a transponder controller, a temporary speed limit server, a train control and interlocking integrated equipment, a train control center and a computer interlocking.

[0019] Furthermore, the graphical station interface module includes a station status information acquisition submodule, a station interface operation submodule, a background object association submodule and an automatic driving control submodule;

[0020] The station status information acquisition submodule obtains the station status information by capturing and parsing the broadcast communication packets between the TIS logic host and the host computer MMI or maintenance machine, and uses the station status information to update the interface status to complete the display of the station and section status controlled by the train control and interlocking integrated equipment;

[0021] The station interface operation submodule is used to operate the status of the trackside equipment in the station, obtain user operation information, determine the corresponding station map object according to the user operation information, obtain the position and connection relationship between the station map objects, and then send the station map object to the background object association submodule;

[0022] The background object association submodule searches for a background object with the same name as the received station diagram object in the background objects corresponding to each subsystem simulation module, and modifies the state of the background object according to the user operation information;

[0023] The automatic driving control submodule obtains the complete range of the opened route and realizes automatic driving according to the position and connection relationship between the station map objects, the status information of the station map objects, and the topological connection relationship and section locking status of the opened signal and the section behind the signal.

[0024] Furthermore, the user operation information is the position of the mouse click and the mouse button, which is obtained by: using the canvas control of the WPF display framework, returning the current click position and mouse button during the mouse click operation.

[0025] Furthermore, the station status information is obtained by capturing and parsing the broadcast communication packet between the TIS logic host and the host computer MMI or maintenance machine. The specific method is: obtaining the status information packet according to the broadcast communication packet, and then parsing the status information packet according to the status information packet protocol of the host computer MMI or maintenance machine to obtain the station status information.

[0026] Furthermore, the automatic driving control submodule is implemented as follows:

[0027] Step 1.4.1, set the starting signal as the starting point of the route running path, use the forward direction of the starting signal as the search direction, and obtain the signal opening type of the starting signal as the starting signal opening type;

[0028] Step 1.4.2, search for the next locked section without a turnout or a turnout section. If it exists, obtain the opening status and signal type of the same-direction protection signal protecting the locked section. If the same-direction protection signal is open, use the open type of the signal as the new opening type of the starting signal, and use the locked section as a node in the route running path and then execute step 1.4.2. Otherwise, if the same-direction signal is not open, record the type of the unopened protection signal and execute step 1.4.3; otherwise, the route running path is composed of the starting signal and the searched node, and execute step 1.4.5;

[0029] Step 1.4.3: If the start signal opening type is a train signal, execute step 1.4.4; if the start signal opening type is a shunting signal, do not use the locked section as a node in the route running path, and the start signal and the searched nodes constitute the route running path, and execute step 1.4.5;

[0030] Step 1.4.4: If the type of the unopened protection signal is a train signal, the locked section is not used as a node in the route running path, and the starting signal and the searched node constitute the route running path, and step 1.4.5 is executed; if it is a shunting signal, the locked section is used as a node in the route running path, and step 1.4.2 is executed again;

[0031] Step 1.4.5, starting from the starting signal, search in the reverse direction of the starting signal to obtain the approaching section, and search in the forward direction to obtain the first inner section. After occupying the approaching section and delaying for a set time, mark the approaching section as the previous section and mark the first inner section as the next section.

[0032] Step 1.4.6: If the next section exists and is locked, execute step 1.4.7; otherwise, clear the last occupied section and complete the automatic driving control process;

[0033] Step 1.4.7, after occupying the next segment and delaying for a set time, clear the previous segment and delay for a set time, then mark the current next segment as the previous segment, search for the same-direction connected segment as the next segment, and execute step 1.4.6.

[0034] Furthermore, the operation types recognized by the automatic test module include CTC control command issuing operation, simulation command issuing operation and status check operation.

[0035] Furthermore, the processing method of the CTC control command issuing operation is:

[0036] Step 3.1.1, the automatic test module checks whether the CTC communication is normal and the CTC is in autonomous mode. If yes, execute step 3.1.2; otherwise, set the operation status to failed, and prompt an error message that it is not in autonomous mode, and end the processing flow;

[0037] Step 3.1.2, the automatic test module checks whether the host computer is in the master control state. If so, execute step 3.1.3; otherwise, the operation state is set to failed, and the error message prompted is that the host computer has no master control, and the processing flow ends;

[0038] Step 3.1.3, encapsulate the control command frame data to form a data packet, send the data packet through the serial port, set the operation status to pass, and end the processing flow.

[0039] Beneficial effects:

[0040] The present invention integrates the simulation modules of various interface subsystems involved in TIS, unifies the scheduling and control internally, and provides a unified interface externally, thereby effectively reducing the complexity and construction difficulty of the test system, and solving the problems of difficult configuration of the existing simulation test platform environment and multiple interfaces; it provides a unified and intuitive graphical station operation display interface, realizes the internal status of all subsystem simulations in the platform through the unified graphical station interface operation and display, and provides an automatic driving function, thereby improving operating efficiency; at the same time, the automatic test module is directly integrated into the platform, reducing the internal interfaces of the platform, providing an automatic test function, and improving test efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Figure 1 A structural schematic diagram of an integrated train control and interlocking integrated equipment comprehensive simulation test system provided by the present invention.

[0042] Figure 2 This is an example diagram of the side vehicle approach status.

[0043] Figure 3 This is an example diagram of a scenario where the rear section of a long train route is not open.

[0044] Figure 4 A schematic diagram of an approach section occupancy processing method in an integrated train control and interlocking integrated equipment comprehensive simulation test system provided by the present invention.

[0045] Figure 5 A schematic diagram of the connection between an integrated train control and interlocking integrated equipment comprehensive simulation test system and a large system simulation platform provided by the present invention.

[0046] Figure 6 A schematic diagram of a CTC control command issuance processing method in an integrated train control and interlocking integrated equipment comprehensive simulation test system provided by the present invention.

[0047] Figure 7 A schematic diagram of a simulation command issuance processing method in an integrated train control and interlocking integrated equipment comprehensive simulation test system provided by the present invention.

[0048] Figure 8 A schematic diagram of a delayed state check processing method in an integrated train control and interlocking integrated equipment comprehensive simulation test system provided by the present invention. DETAILED DESCRIPTION

[0049] The present invention is described in detail with reference to the following embodiments.

[0050] The present invention provides an integrated train control interlocking integrated equipment comprehensive simulation test system, such as Figure 1 As shown, it specifically includes: a human-machine operation layer, a core test logic layer and a device under test layer, wherein the human-machine operation layer is user-oriented, and provides an interface for users to input operation, test command and other information into the core test logic layer, and supports the feedback of the device status and other information output by the core test logic layer to the user; the core test logic layer is set according to the operation and test command input by the user, and sends the corresponding simulation subsystem object status (such as the trackside equipment status) to complete the preparation of the test conditions, and at the same time outputs control commands to the device under test, simulates the issuance of scheduling operation commands, and then obtains the device status after the operation is executed, and judges the result of the test execution; the object under test layer is a real train control and interlocking integrated device, mainly including the TIS logic host and the host computer MMI.

[0051] Figure 1 The large system simulation test platform in the text refers to the test dispatching and control center when the entire train operation control system is tested at the large system level. The existing train operation control system usually includes various subsystems such as train control interlocking integrated equipment, wireless block center RBC and train on-board system. The comprehensive simulation test system constructed by the present invention can be used to test independent TIS equipment. However, when the entire train operation control system is tested at the large system level, it is often necessary to conduct unified collaborative testing of TIS, RBC and on-board equipment. Since each subsystem is a real device, it is usually necessary to build a large system simulation test platform as the dispatching and control center of the test process, which is used to send necessary control conditions to each subsystem, such as sending positioning information to the on-board equipment so that the on-board equipment can simulate the train running; sending section occupancy information to TIS, simulating that the train occupies a certain section, completing route unlocking, etc., so as to realize the entire train operation control system as a whole and test and verify the key scenarios therein. When the system-level test of the entire train operation control system is performed as described above, the comprehensive simulation test system constructed by the present invention will be directly connected to the large system simulation test platform, receive the control condition commands of the large system simulation test platform, and feedback relevant information such as the trackside status.

[0052] Among them, the core test logic layer includes three main modules: graphical station interface module, subsystem simulation module and automatic test module.

[0053] 1. Graphical station interface module.

[0054] The graphical station interface module is used to provide an intuitive front-end station operation display interface. It captures the station interface status information sent by the TIS logic host through the Ethernet interface, updates the interface display, and receives user operation commands for station map objects. It searches in the background subsystem simulation according to the name of the station map object operated by the user, modifies the status of the background object with the same name, and completes operations such as section click occupation and turnout rotation. The graphical station interface module includes a station status information acquisition submodule, a station interface operation submodule, a background object association submodule, and an automatic driving control submodule. The station map object is a front-end interface object displayed by the graphical station interface module that can support user operations.

[0055] 1.1. Station status information acquisition submodule.

[0056] The station status information acquisition submodule obtains the status information packet by capturing the broadcast communication packet between the TIS logic host and the host computer or maintenance machine, and parses the status information packet according to the status information packet protocol of the host computer or maintenance machine to obtain the station status information, and then uses the station status information to update the interface status to realize the display of the station and section status controlled by the train control and interlocking integrated equipment.

[0057] 1.2. Station interface operation submodule.

[0058] The station interface operation submodule provides users with the function of operating the status of the trackside equipment in the station, so that users can quickly and intuitively operate the trackside equipment, and obtain the user operation information such as the current click position and mouse button, and determine the corresponding station map object based on the user operation information, obtain the position and connection relationship between battlefield map objects, and send the station map object to the background object association submodule. Among them, the method of obtaining the user operation information such as the current click position and mouse button can be: through the canvas control of the WPF (Windows Presentation Foundation) display framework, when the user clicks, return the user operation information such as the current click position, left or right mouse button click, etc., select the station map object with the same drawing area as the covered click area, and return the name of the station map object.

[0059] For example, the user can right-click on the signal module through the station interface operation submodule to pop up the filament broken operation menu, which displays all the filaments and names configured for the signal object. Click the corresponding filament to simulate the filament broken, filament no flicker and other faults. The user can set the three states of the simulated turnout, positioning indication, reverse position indication and no indication, by right-clicking on the turnout object. When the user clicks the left mouse button on the section object, the system can set the occupation or clearance of the simulated section. When operating a one-send and multiple-receive section, all associated background section objects will be occupied or cleared. Among them, a one-send and multiple-receive section means that one section corresponds to multiple background section objects, and only one section is displayed in the station foreground. Therefore, when clicking on this type of section, all the corresponding sections in the background should be set to be occupied or cleared.

[0060] When the user operates a signal, turnout, or section object, the station interface operation submodule sends the relevant operation information to the background object association submodule, which then searches for objects with the same name in the OCU, ACU, ZPW2000 and other subsystem simulation modules, and performs corresponding operations on the background object status with the same name.

[0061] 1.3. Background object association submodule.

[0062] The background object association submodule traverses the background objects corresponding to each subsystem simulation module according to the received station diagram object to find the background object with the same name, and then modifies the status of the background object according to the user operation information.

[0063] 1.4. Automatic driving control submodule.

[0064] Operate on the opened routes, obtain the position and connection relationship between the objects in the station diagram through the graphical station module, obtain information related to the status of the station diagram objects such as signal opening and section locking, and then directly obtain the complete range of the route based on the topological connection relationship of the opened signal and the section behind the signal, the section locking status and other information, thereby realizing the function of automatic driving.

[0065] The automatic driving control submodule is implemented as follows:

[0066] Step 1.4.1, set the starting signal as the starting point of the route, use the forward direction of the starting signal as the search direction, and obtain the signal opening type of the starting signal as the starting signal opening type.

[0067] Step 1.4.2, search for the next locked non-branch section or switch section. If it exists, obtain the opening status and signal type of the same-direction protection signal protecting the locked section. If the same-direction protection signal is open, use the opening type of the signal as the new starting signal opening type, and use the locked section as a node in the approach running path and execute step 1.4.2. Otherwise, if the same-direction signal is not open, record the unopened protection signal type and execute step 1.4.3; otherwise, it means that the next non-branch section or switch section is not locked, and the approach running path is composed of the starting signal and the searched node, and execute step 1.4.5.

[0068] For example, if Figure 2 As shown in the lateral vehicle approach, since the starting signal is to the right, the locked section object connected to the right side of the starting signal point A is searched to obtain IIAG, and then the search continues to the right from the other end point B of IIAG to obtain the turnout tip of turnout 1. Since the turnout opens in the reverse position, the search continues with the rightmost end point C in the reverse direction as the starting point, and the track IIIG and the end point E on the other side of the track are obtained. The search object from point E to the right is the reverse position of turnout section 4. Since turnout section 4 is not locked, it is considered that the route has been searched to the end and the search is stopped.

[0069] Step 1.4.3: If the start signal opening type is a train signal, execute step 1.4.4; otherwise, if the start signal opening type is a shunting signal, the locked section will not be used as a node in the route running path, and the start signal and the searched nodes will constitute the route running path, and execute step 1.4.5.

[0070] Since the end point of the route section is determined by whether the next section is locked, this logic is feasible when there is only one single route. However, for the situation where two routes are connected, including: a long train route composed of two train routes, a long shunting route composed of two shunting routes, and a spliced ​​route composed of a train route and a shunting route, it is necessary to determine the handling method according to each situation.

[0071] Specifically, if the rear approach is only locked but not opened or closed due to a fault, the automatic vehicle should not enter the inner side of the approach, for example, Figure 3 In the long train route shown, the second half of the departure route is not open, and the train should stop at the XII signal. Under the existing logic, when the first half of the route is searched to IIG, since the next section 2-4DG is locked, it will mistakenly think that the route is over and continue to move forward, passing the prohibition signal.

[0072] Therefore, when determining whether the next section can continue to run, it is necessary not only to check whether the current section is locked, but also to check whether the same-direction signal protecting the section is open. If the signal protecting the section is open, both trains and shunting vehicles are allowed to continue running. However, if the signal protecting the section is not open, a comprehensive judgment is required based on the start-end open signal type and the protection signal type. The specific corresponding relationship is shown in Table 1.

[0073] Table 1 Protection signal closing scenario

[0074]

[0075]

[0076] Generally speaking, if the shunting signal is open at the beginning, the train will stop if it encounters an unopened train or shunting signal in the same direction and cannot pass it. If the train signal is open at the beginning, the train must stop if it encounters an unopened train signal in the same direction, but if it encounters an unopened shunting signal, the train can pass it because the shunting signal in the train route does not serve as a prohibition signal.

[0077] Step 1.4.4: If the type of the unopened protective signal is a train signal, the locked section will not be used as a node in the route travel path. The starting signal and the searched node will constitute the route travel path, and step 1.4.5 will be executed; if the type of the unopened protective signal is a shunting signal, the locked section will be used as a node in the route travel path, and step 1.4.2 will be executed.

[0078] Since the access route of the train control interlocking integrated equipment is mostly subject to three-point inspection and sequential unlocking, it is necessary to sequentially occupy or clear all access sections including the approach section to ensure that at least one section is occupied at the same time, and to prevent incorrect access unlocking caused by poor branching, delay processing is required when clearing the section in the access route to ensure that the section is effectively cleared and then unlocked. The occupation logic processing flow adopted by the present invention is as follows Figure 4 shown.

[0079] Step 1.4.5: After the approach route is determined, start from the starting signal and search in reverse to obtain the approach section and in forward to obtain the first inner section according to the direction of the starting signal. After occupying the approach section and delaying for a set period of time, mark the approach section as the previous section and mark the first inner section as the next section.

[0080] Step 1.4.6: If the next section exists and is locked, execute step 1.4.7; otherwise, clear the last occupied section and complete the automatic driving control process.

[0081] Step 1.4.7, after occupying the next segment and delaying for a set time, clear the previous segment and delay for a set time, then mark the current next segment as the previous segment, search for the same-direction connected segment as the next segment, and execute step 1.4.6.

[0082] 2. Simulation modules of each subsystem.

[0083] Each subsystem simulation module is a simulation system of various subsystems that directly communicate with the TIS logic host interface. Each subsystem simulation module sends the status of the background object to the corresponding real TIS device under test, so that the TIS device under test can obtain the simulated trackside occupancy status, switch position and other information, which provides the necessary conditions for the test TIS equipment to complete its logical operations, such as route processing. Among them, various subsystems include OCU target controller, ACU axle counting controller, ZPW frequency-shift track circuit, RBC wireless block center, BCU transponder controller, TSRS temporary speed limit server, TIS train control interlocking integrated equipment (neighboring station and relay station), TCC train control center (neighboring station) and CBI computer interlocking (neighboring station), a total of ten subsystems.

[0084] Each subsystem simulation module is used to receive the drive command of the TIS logic host and return the status information; it can receive the user operation command of the graphical station interface module, and modify the status of the background object of each subsystem simulation module according to the user operation command; send the status of the background object to the corresponding real TIS device under test, so that the TIS device under test can obtain the simulated trackside occupancy status, turnout position and other information, and provide the necessary conditions for the test TIS device to complete its logical operations, such as route processing, etc.; at the same time, it can receive the simulation operation command sent by the automatic test module according to the test case requirements and execute these simulation operation commands; it can be used to provide the required status of the station trackside equipment, the station conditions required for the test, etc. In addition, this module has the ability to interface with the large system simulation test platform, so that the train control interlocking integrated equipment has the ability to coordinate testing with other systems and equipment in the train operation control system.

[0085] Each subsystem simulation module supports one-click startup and placement in the background following the graphical site interface, supports calling out the background interface for operation by clicking the corresponding button in the menu bar, and provides a unified log output interface for each simulation subsystem. In addition, each subsystem simulation module also supports single startup, without a graphical site interface, and can run independently on different computers, which is suitable for distributed test environment configuration.

[0086] The present invention provides a one-click unified automatic configuration function for the IP of each subsystem simulation module. When the software starts, it dynamically checks the configured IP on all network cards of the local machine and compares it with the IP to be configured. If there is an unconfigured IP, the IP configuration interface is displayed. If all IPs are configured, the IP configuration interface is skipped and the software starts directly. Since the comprehensive simulation test system effectively integrates and uniformly schedules each simulation subsystem, it can provide a unified interface for communicating with the large system simulation test platform, send and receive status and control information through the unified interface, and then distribute the relevant status and control information to the corresponding subsystem simulation within the comprehensive simulation test system, effectively simplifying the interface complexity. The connection method between the comprehensive simulation test system and the large system simulation test platform is as follows: Figure 5 shown.

[0087] 3. Automatic testing module.

[0088] The automatic test module operates the status of background objects in the simulation subsystem involved in the test case according to the test data source (such as route table, etc.) input by the user and the specific requirements of the relevant test cases, simulates the status information of trackside equipment, and meets the conditions required for the test; at the same time, it issues control commands to the upper computer MMI through the CTC interface, obtains the status after the command is executed, and automatically determines whether the test result is passed.

[0089] Specifically, the automatic test module identifies the following three basic operation types by analyzing the test requirements and related test cases of the train control interlocking integrated equipment:

[0090] 3.1、CTC control command issuance operation.

[0091] The CTC control command actually sends a control command data packet to the host computer through the serial port, and returns immediately after sending, so there is no delay in this operation. Since the CTC control command can only be issued in autonomous mode, you should first check whether the CTC communication is normal and whether it is in autonomous mode. If it is not satisfied, it will return a failure. The communication protocol requires that the CTC control command can only be issued to the master host computer, so it is also necessary to check whether the host computer is in the master control state. After the above requirements are met, the control command is packaged and sent to the host computer, and the pass status is returned.

[0092] The CTC control command issuance process is as follows Figure 6 As shown, specifically including:

[0093] Step 3.1.1, the automatic test module checks whether the CTC communication is normal and the CTC is in autonomous mode. If so, execute step 3.1.2; otherwise, set the operation status to failed, and the error message prompted is that it is not in autonomous mode, and the processing flow ends.

[0094] Step 3.1.2, the automatic test module checks whether the host computer is in the master control state, if so, execute step 3.1.3; otherwise, the operation state is set to failed, and the error message prompted is that the host computer has no master control, and the processing flow ends.

[0095] Step 3.1.3, encapsulate the control command frame data to form a data packet, send the data packet through the serial port, set the operation status to pass, and end the processing flow.

[0096] 3.2. Simulate command issuance operation.

[0097] The simulation commands mainly include the operation of turnouts, clearing the occupation of sections, filament breakage, setting the departure conditions at the section entrance, setting the background objects to automatic / manual mode, etc. Among them, in automatic mode, the background objects will automatically return to the collection state according to the drive command issued by TIS, such as directly returning to the table state after receiving the turnout fixed operation command. However, some test items require the turnout to be maintained in a special state such as no indication, so the turnout object needs to be set to manual mode without automatic return.

[0098] When issuing a simulation command, the name of the object to be operated is first obtained, and the corresponding background object is searched in the background simulation subsystems such as OCU, ACU, etc. If the corresponding object is not found, it returns a failure. If it is found, the object status is operated according to the control command, and the passing status is returned. The simulation command issuance process is as follows: Figure 7 shown.

[0099] 3.3. Status check operation.

[0100] After successfully executing a CTC command or simulation command, it is necessary to further check the execution result. For example, after arranging the route, it is necessary to further check the signal opening status, and after operating the switch, it is necessary to further check whether the switch has been turned into place.

[0101] a. Delay status check

[0102] Since the transition of related states generally takes a certain amount of time to complete, for example, it may take 3 to 5 seconds from issuing the route arrangement command to the actual opening of the signal, so the status check operation should be checked in a loop within a certain period of time. When the inspection requirements are met, the success status is returned. When the requirements are not met and the timeout period has been reached, the timeout failure status is returned.

[0103] Since the test process can be manually canceled at any time during the test, a global cancel flag needs to be set. After manual cancellation, it is set to TRUE. During the delay check process, the flag is checked cyclically. If it is canceled, the status is immediately returned to canceled. The processing flow of the delay status check operation is as follows: Figure 8 shown.

[0104] b. Non-delayed status check

[0105] There are a few status check operations that do not require a delay, such as checking the position of the turnout in the route after the signal is released. Since the turnout must have been locked in the correct position after the signal is released, there is no need for a delay and the check can be carried out directly to improve the inspection efficiency.

[0106] Example:

[0107] The following uses the typical test case of normal open signal and route direction check as an example to introduce the specific role of the above operations in this test case. In this test project, the input test data source is the route table. The automatic test module handles the route according to the button information in the route table, checks the signal opening, and the open light color is consistent with the light color defined in the route table; checks the position and locking status of the turnout in the route.

[0108] The specific steps include:

[0109] 1) CTC command issuance operation: arrange the route.

[0110] 2) Delayed status check operation: Check that the approach signal is open and the light color is correct.

[0111] 3) Non-delayed status inspection operation: Check that the switches in the route (including protective switches) are consistent with the specified positions of the switches in the interlocking table. For the switches in the route, additionally check that they are in the locked state.

[0112] 4) CTC command operation: Cancel the route.

[0113] 5) Delayed status check operation: Check that the approach is completely unlocked, that is, all sections within the approach are in an unlocked state.

[0114] 6) End this test.

[0115] The software architecture of each simulation subsystem and automatic test module is highly integrated within the comprehensive simulation test system, so that when implementing the simulation test function, there is no need to add a communication interface between the automatic test module and each simulation subsystem, and the simulation command can be issued directly through internal operations. Each simulation subsystem can also use a unified communication interface to interact with the large system simulation platform, without adding interface functions for each simulation subsystem. This greatly simplifies the complexity of the system structure and reduces the difficulty of setting up the test environment.

[0116] Finally, it should be noted that it is obvious that those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations of the present invention fall within the scope of the claims of the present invention and their equivalents, the present invention is also intended to include these modifications and variations.

[0117] The above is only an example of implementation of the present invention, but it cannot be used to limit the scope of the present invention. Any structural changes made according to the present invention, as long as they do not lose the essence of the present invention, should be regarded as falling within the scope of protection of the present invention and being restricted. Those skilled in the art can clearly understand that for the convenience and simplicity of description, the specific working process and related instructions of the method described above can refer to the corresponding process in the aforementioned method embodiment, and will not be repeated here.

[0118] The term "comprise" or any other similar term is intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus / method that comprises a list of elements includes not only those elements but also other elements not expressly listed or inherent to such process, method, article, or apparatus / method.

[0119] So far, the technical solutions of the present invention have been described in conjunction with the further embodiments shown in the accompanying drawings, but it is easy for those skilled in the art to understand that the protection scope of the present invention is obviously not limited to these specific embodiments. Without departing from the principle of the present invention, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will fall within the protection scope of the present invention.

[0120] In summary, the above are only preferred embodiments of the present invention and are not intended to limit the protection scope of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

Claims

1. An integrated train control and interlocking equipment comprehensive simulation test system, characterized in that: include: The human-machine operation layer, the core test logic layer and the device under test layer, among which the human-machine operation layer provides users with an input interface for operation and test commands, and supports the feedback of device status information to users; the core test logic layer is used to set up according to the operation and test commands input by users, build the status of background objects to complete the test condition preparation, output control commands to the device under test, obtain the device status after the operation is executed, and judge the result of the test execution; the object under test layer is a real train control interlocking integrated device, including the TIS logic host and the upper computer MMI; Among them, the core test logic layer includes a graphical station interface module, each subsystem simulation module and an automatic test module; the graphical station interface module provides a front-end station operation display interface, obtains the station interface status information sent by the TIS logic host to update the interface display, receives the user's operation command for the station map object to determine the name of the station map object, searches for the background object with the same name in each subsystem simulation and modifies its status to complete the operation; the station map object is a front-end interface object displayed by the graphical station interface module and supports user operation; Each subsystem simulation module is a simulation system of various subsystems that communicate with the TIS logical host and is used to send the status of background objects to the TIS logical host; The automatic test module is used to modify the status of related background objects according to the test data source and test cases to simulate the status information of each subsystem and build the conditions required for the test; it sends control commands to the host computer MMI through the CTC interface to obtain the status of the background objects after the command is executed, so as to judge the test results.

2. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 1 is characterized in that: The various subsystems include target controller, axle counter controller, frequency-shift track circuit, wireless block center, transponder controller, temporary speed limit server, train control and interlocking integrated equipment, train control center and computer interlocking.

3. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 1 is characterized in that: The graphical station interface module includes a station status information acquisition submodule, a station interface operation submodule, a background object association submodule and an automatic driving control submodule; The station status information acquisition submodule obtains the station status information by capturing and parsing the broadcast communication packets between the TIS logic host and the host computer MMI or maintenance machine, and uses the station status information to update the interface status to complete the display of the station and section status controlled by the train control and interlocking integrated equipment; The station interface operation submodule is used to operate the status of the trackside equipment in the station, obtain user operation information, determine the corresponding station map object according to the user operation information, obtain the position and connection relationship between the station map objects, and then send the station map object to the background object association submodule; The background object association submodule searches for a background object with the same name as the received station diagram object in the background objects corresponding to each subsystem simulation module, and modifies the state of the background object according to the user operation information; The automatic driving control submodule obtains the complete range of the opened route and realizes automatic driving according to the position and connection relationship between the station map objects, the status information of the station map objects, and the topological connection relationship and section locking status of the opened signal and the section behind the signal.

4. The integrated train control and interlocking integrated equipment comprehensive simulation test system according to claim 1 is characterized in that: The user operation information is the position of the mouse click and the mouse button, which is obtained by: using the canvas control of the WPF display framework, returning the current click position and mouse button during the mouse click operation.

5. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 3 is characterized in that: The station status information is obtained by capturing and parsing the broadcast communication packet between the TIS logic host and the host computer MMI or maintenance machine. The specific method is: obtain the status information packet according to the broadcast communication packet, and then parse the status information packet according to the status information packet protocol of the host computer MMI or maintenance machine to obtain the station status information.

6. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 1 is characterized in that: The automatic driving control submodule is implemented as follows: Step 1.4.1, set the starting signal as the starting point of the route running path, use the forward direction of the starting signal as the search direction, and obtain the signal opening type of the starting signal as the starting signal opening type; Step 1.4.2, search for the next locked section without a turnout or a turnout section. If it exists, obtain the opening status and signal type of the same-direction protection signal protecting the locked section. If the same-direction protection signal is open, use the open type of the signal as the new opening type of the starting signal, and use the locked section as a node in the route running path and then execute step 1.4.

2. Otherwise, if the same-direction signal is not open, record the type of the unopened protection signal and execute step 1.4.3; otherwise, the route running path is composed of the starting signal and the searched node, and execute step 1.4.5; Step 1.4.3: If the start signal opening type is a train signal, execute step 1.4.4; if the start signal opening type is a shunting signal, do not use the locked section as a node in the route running path, and the start signal and the searched nodes constitute the route running path, and execute step 1.4.5; Step 1.4.4: If the type of the unopened protection signal is a train signal, the locked section is not used as a node in the route running path, and the starting signal and the searched node constitute the route running path, and step 1.4.5 is executed; if it is a shunting signal, the locked section is used as a node in the route running path, and step 1.4.2 is executed again; Step 1.4.5, starting from the starting signal, search in the reverse direction of the starting signal to obtain the approaching section, and search in the forward direction to obtain the first inner section. After occupying the approaching section and delaying for a set time, mark the approaching section as the previous section and mark the first inner section as the next section. Step 1.4.6: If the next section exists and is locked, execute step 1.4.7; otherwise, clear the last occupied section and complete the automatic driving control process; Step 1.4.7, after occupying the next segment and delaying for a set time, clear the previous segment and delay for a set time, then mark the current next segment as the previous segment, search for the same-direction connected segment as the next segment, and execute step 1.4.

6.

7. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 1 is characterized in that: The operation types recognized by the automatic test module include CTC control command issuing operation, simulation command issuing operation and status check operation.

8. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 7 is characterized in that: The processing method of the CTC control command issuing operation is as follows: Step 3.1.1, the automatic test module checks whether the CTC communication is normal and the CTC is in autonomous mode. If so, execute step 3.1.2; otherwise, set the operation status to failed, and prompt an error message that it is not in autonomous mode, and end the processing flow; Step 3.1.2, the automatic test module checks whether the host computer is in the master control state. If so, execute step 3.1.3; otherwise, the operation state is set to failed, and the error message prompted is that the host computer has no master control, and the processing flow ends; Step 3.1.3, encapsulate the control command frame data to form a data packet, send the data packet through the serial port, set the operation status to pass, and end the processing flow.

9. The integrated train control and interlocking equipment comprehensive simulation test system according to claim 7 is characterized in that: The status check operation is processed as follows: Step 4.1.1, the automatic test module checks and sets the checked time to 0, and starts recording the checked time; Step 4.1.2: If the checked time is greater than the timeout time, execute step 4.1.3; otherwise, execute step 4.1.4; Step 4.1.3, set the operation status to timeout failure, output the inspection details as error information, and end the processing flow; Step 4.1.4, if the cancel flag is TRUE, the operation status is set to canceled, and the processing flow ends; Otherwise, proceed to step 4.1.5; Step 4.1.5, if the current state has been changed to the expected state, the operation state is set to passed and the processing flow ends; Otherwise, the delay cycle is set, and the checked time is updated with the sum of the delay time and the checked time, and then step 4.1.2 is executed.

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