Electromagnetic compatibility detection method and device of rail transit signal system and electronic equipment

Abstract

The invention discloses an electromagnetic compatibility detection method and device of a rail transit signal system and electronic equipment, and relates to the technical field of electromagnetic safety. Determining an actual electromagnetic compatibility area corresponding to the equipment according to the actual distance between the actual installation positions of the multiple pieces of equipment of the rail transit signal system and a target reference line on a rail; and determining the electromagnetic interference risk condition between the relation pairs based on the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the equipment. According to the method, the electromagnetic interference scene of the actual rail transit signal system is analyzed to cover the random and coexisting electromagnetic interference combination of the field, so that the confidence coefficient of the risk assessment result in the complex electromagnetic environment of the field is improved, and the analysis is ensured to cover the random and composite scene which cannot be reproduced by the standard test; moreover, the electromagnetic interference risk condition between a relation pair formed by a plurality of devices in the rail transit signal system is determined, that is, systematic evaluation of complex electromagnetic interaction is realized through system-level analysis.

Description

Technical Field

[0001] This invention relates to the field of electromagnetic safety technology, and in particular to an electromagnetic compatibility testing method, apparatus, and electronic equipment for a rail transit signaling system. Background Technology

[0002] Rail transit signaling systems are typical distributed complex systems, with equipment widely distributed across trains, tracks, and stations, creating a unique electromagnetic environment. The peculiarities of this environment lie in the following: In onboard scenarios, high-power interference sources (such as traction systems) and sensitive signaling equipment coexist densely in a confined space and are constantly in motion. This leads to dynamic changes in external interference coupling paths and direct electromagnetic coupling due to the close proximity of internal equipment and the intertwining of cables. In trackside scenarios, strong interference sources such as overhead contact lines are distributed close to signaling equipment along the track. The open outdoor environment makes them susceptible to interference from adjacent lines and environmental influences, while the continuous deployment of equipment and long-distance cables along the line exacerbates internal electromagnetic radiation and conduction coupling. In station scenarios, interference sources such as power distribution cabinets coexist with sensitive equipment such as control units in enclosed spaces. Furthermore, the integration of multiple systems and the dense intersection of cables within the station cause internal interference to superimpose. This globally distributed scenario and equipment layout means that the signaling system not only faces multi-source and complex external strong electromagnetic interference, but also intricate mutual interference between onboard, trackside, and station equipment.

[0003] Traditional electromagnetic compatibility (EMC) testing methods only target specific, single interference sources and cannot cover random, coexisting combinations of electromagnetic interference in the field. This means that even if individual devices pass standard EMC tests, their operational confidence remains insufficient under complex, random, combined, and dynamic interference scenarios in the field.

[0004] Therefore, improving the accuracy of electromagnetic compatibility testing for rail transit signaling systems is a technical problem that urgently needs to be solved by those in this field. Summary of the Invention

[0005] The purpose of this invention is to provide an electromagnetic compatibility (EMC) testing method, apparatus, and electronic device for rail transit signaling systems, in order to solve the technical problem of low accuracy in EMC testing of rail transit signaling systems.

[0006] To address the aforementioned technical problems, this invention provides an electromagnetic compatibility testing method for a rail transit signaling system, comprising:

[0007] Multiple devices in the rail transit signaling system are acquired, and these devices are respectively identified as interference sources and sensitive devices to obtain the relationship pairs between interference sources and sensitive devices;

[0008] Obtain the actual installation locations of the multiple devices;

[0009] The actual electromagnetic compatibility zone corresponding to the equipment is determined based on the actual distance between the actual installation location of the equipment and the target reference line on the track.

[0010] Obtain electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path;

[0011] The electromagnetic interference risk between the relationship pairs is determined based on the electromagnetic interference information.

[0012] For example, the target reference line is the track centerline; before determining the actual electromagnetic compatibility zone corresponding to the device based on the actual distance between the actual installation position of the device and the target reference line on the track, the method further includes:

[0013] A first region is obtained that is less than or equal to a first distance value from the center line of the track, and the first region is used as the first electromagnetic compatibility region;

[0014] A second region is obtained that is greater than the first distance value and less than or equal to the second distance value from the center line of the track, and the second region is designated as the second electromagnetic compatibility region.

[0015] A third region is obtained that is farther from the centerline of the track than the second distance value, and this third region is designated as the third electromagnetic compatibility region; wherein, the devices located in the first region, the devices located in the second region, and the devices located in the third region comply with different electromagnetic compatibility standards.

[0016] The determination of the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track includes:

[0017] Based on the relationship between the actual distance, the first distance value, and the second distance value, the actual electromagnetic compatibility zone corresponding to the device is determined.

[0018] For example, before obtaining the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device, the method further includes:

[0019] Obtain the functions of historical devices in each electromagnetic compatibility zone, and the impact of historical devices on the electromagnetic compatibility zone;

[0020] Based on the functions of historical equipment and the impact of historical equipment on the electromagnetic compatibility area, a list of interference sources for each electromagnetic compatibility area is determined.

[0021] Determine the interference type and coupling path corresponding to the interference source based on the working principle and signal characteristics of the interference source in the interference source list;

[0022] Establish a mapping table that includes the electromagnetic compatibility area, the installation area of ​​the interference source, the interference source, the interference type, and the coupling path;

[0023] Obtaining electromagnetic interference information for the actual electromagnetic compatibility zone corresponding to the device includes:

[0024] The electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device is determined based on the mapping table.

[0025] For example, after obtaining the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device, and before determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information, the method further includes:

[0026] The names of multiple devices are used as horizontal and vertical entries, respectively; wherein, the horizontal entries represent sensitive devices and the vertical entries represent interference sources;

[0027] Devices whose electromagnetic interference information is determined to be within the actual electromagnetic compatibility zone are classified as sensitive devices.

[0028] The cell obtained by intersecting the sensitive device and the interference source in the electromagnetic interference information;

[0029] The interference types in the electromagnetic interference information are used to fill the cells to obtain an interference information mapping table between interference sources and sensitive sources; wherein, in the interference information mapping table, the same interference type has a unique identifier in the target cell, and the information in the target cell represents a risk item;

[0030] The step of determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information includes:

[0031] The electromagnetic interference risk between the relationship pairs is determined based on the electromagnetic interference information in the interference information mapping table.

[0032] For example, after determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information, the method further includes:

[0033] Obtain the severity and frequency of occurrence of the target risk item;

[0034] The initial risk level of the target risk item is determined based on its severity and frequency of occurrence.

[0035] For example, after determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the method further includes:

[0036] The electromagnetic interference characteristics and coupling path of each device in the system are obtained; wherein, the coupling path is related to the area where the system operates, and the area includes the vehicle area, the first area, the second area and the third area;

[0037] Based on the electromagnetic interference characteristics and / or coupling path conditions, a systematic preset strategy is adopted for risk control in different areas from three dimensions: interference source, propagation path, and sensitive equipment.

[0038] Risk control based on electromagnetic interference characteristics from the perspective of interference sources includes:

[0039] Electromagnetic shielding or filtering is used to suppress the source of interference identified;

[0040] Risk control based on the aforementioned coupling path situation, from the perspective of propagation path, includes:

[0041] When the coupling path is space radiation, measures such as space isolation or the addition of shielding barriers should be taken.

[0042] When the coupling path is cable conduction, measures such as interface filtering or using shielded cables should be taken.

[0043] When the coupling path is near-field induction, measures such as optimizing wiring, increasing spacing, or changing cable type should be taken.

[0044] When the coupled path faces transient surges, measures such as deploying surge protectors should be taken.

[0045] Risk control from the perspective of sensitive equipment includes:

[0046] Improve the port immunity level of sensitive devices or enhance their circuit-level noise suppression capabilities.

[0047] For example, after determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the method further includes:

[0048] Acquire all risk items and corresponding risk information in the rail transit signaling system; wherein, the risk information includes at least the interference boundary, interference source, sensitive equipment corresponding to the interference source, coupling path, cause of hazard, consequences, initial risk level information, and risk control measures; the initial risk level information includes severity, frequency of occurrence, and initial risk level;

[0049] Establish a risk assessment table based on all risk items and the risk information corresponding to each risk item;

[0050] Output the risk assessment table for the rail transit signaling system.

[0051] To address the aforementioned technical problems, the present invention also provides an electromagnetic compatibility testing device for a rail transit signaling system, comprising:

[0052] The first acquisition module is used to acquire multiple devices in the rail transit signaling system, and to identify the multiple devices as interference sources and sensitive devices respectively, so as to obtain the relationship between interference sources and sensitive devices;

[0053] The second acquisition module is used to acquire the actual installation location of the plurality of devices;

[0054] The first determining module is used to determine the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track.

[0055] The third acquisition module is used to acquire electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path;

[0056] The second determining module is used to determine the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information.

[0057] To address the aforementioned technical problems, the present invention also provides an electronic device, comprising:

[0058] Memory, used to store computer programs;

[0059] A processor is used to execute the computer program to implement the steps of the electromagnetic compatibility detection method for a rail transit signaling system as described above.

[0060] To address the aforementioned technical problems, the present invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the electromagnetic compatibility detection method for the rail transit signaling system described above.

[0061] The electromagnetic compatibility (EMC) testing method for rail transit signaling systems provided by this invention involves: acquiring the actual installation locations of multiple devices in the rail transit signaling system; determining the actual EMC region corresponding to the device based on the actual distance between the actual installation location of the device and the target reference line on the track; and acquiring the electromagnetic interference information of the actual EMC region corresponding to the device. Multiple devices are respectively treated as interference sources and sensitive devices to obtain pairs of interference source-sensitive device relationships. Finally, the EMC risk between these pairs is determined based on the EMC information. In other words, by analyzing the EMC scenarios of the actual rail transit signaling system, this method covers random and coexisting combinations of EMC in the field, greatly improving the confidence of the risk assessment results in complex electromagnetic environments and ensuring that the analysis can cover random and complex scenarios that standard tests cannot reproduce. Furthermore, by treating multiple devices in the rail transit signaling system as interference sources and sensitive devices to obtain pairs of interference source-sensitive device relationships, and determining the EMC risk between these pairs based on the EMC information of the actual EMC region mapped to the device locations, this method achieves system-level analysis, replacing the traditional single-device, single-interference-source testing approach, and realizing a systematic assessment of complex electromagnetic interactions. This enables the system design to be hardened for the most severe and likely complex interference scenarios, achieving a leap from "passing the test" to "adapting to the environment" and significantly improving the online operational reliability of the system.

[0062] In addition, the present invention also provides an electromagnetic compatibility testing device, electronic device, and computer-readable storage medium for a rail transit signaling system, which have the same or corresponding technical features as the electromagnetic compatibility testing method for the rail transit signaling system mentioned above, and have the same effects. Attached Figure Description

[0063] To more clearly illustrate the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0064] Figure 1 A flowchart of an electromagnetic compatibility testing method for a rail transit signaling system provided in an embodiment of the present invention;

[0065] Figure 2 This is an overall flowchart of an electromagnetic compatibility testing method for a rail transit signaling system provided in an embodiment of the present invention;

[0066] Figure 3 A schematic diagram of an electromagnetic compatibility location and region provided in an embodiment of the present invention;

[0067] Figure 4This invention provides a location and identification map of electromagnetic interference sources and sensitive devices in a signal system, as provided in an embodiment of the invention.

[0068] Figure 5 This is a structural diagram of an electronic device provided in an embodiment of the present invention. Detailed Implementation

[0069] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present invention.

[0070] The core of this invention is to provide an electromagnetic compatibility (EMC) testing method, apparatus, and electronic device for rail transit signaling systems, in order to solve the technical problem of low accuracy in EMC testing of rail transit signaling systems.

[0071] To enable those skilled in the art to better understand the present invention, the present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments. Figure 1 A flowchart of an electromagnetic compatibility testing method for a rail transit signaling system provided in an embodiment of the present invention is shown below. Figure 1 As shown, the method includes:

[0072] S10: Acquire multiple devices in the rail transit signaling system, and identify each device as an interference source and a sensitive device, in order to obtain the relationship between the interference source and the sensitive device;

[0073] S11: Obtain the actual installation locations of multiple devices;

[0074] S12: Determine the actual electromagnetic compatibility zone of the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track;

[0075] S13: Obtain electromagnetic interference information for the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path;

[0076] S14: Determine the electromagnetic interference risk between the relationship pairs based on electromagnetic interference information.

[0077] Multiple devices in a rail transit signaling system may include Vehicle Automatic Transit Control (VATC), Access Points (APs), and Zone Controllers (ZCs). When the target reference line is the track centerline, before determining the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track, the following steps are also included:

[0078] A first region is identified that is less than or equal to a first distance value from the centerline of the track, and this first region is designated as the first electromagnetic compatibility region.

[0079] A second region is obtained that is greater than a first distance value and less than or equal to a second distance value from the center line of the track, and this second region is designated as the second electromagnetic compatibility region.

[0080] A third region is obtained that is farther from the center line of the track than a second distance value, and this third region is designated as the third electromagnetic compatibility region. Among them, the equipment located in the first region, the equipment located in the second region, and the equipment located in the third region meet different electromagnetic compatibility standards.

[0081] The process of obtaining multiple electromagnetic compatibility (EMC) zones described above is referred to as an EMC zone model based on spatial distance. There are no limitations on the first and second distance values; for example, the first distance value could be 3 meters and the second distance value 10 meters. To help those skilled in the art better understand the above-described EMC zone model based on spatial distance, the following description will continue with examples. To achieve a systematic EMC risk assessment, a fixed-installation equipment area model is first constructed based on the "centerline of the nearest railway track." This model divides the area according to the significant differences in the severity of the electromagnetic environment at different distances, aiming to provide a spatial framework for the classification and risk analysis of electromagnetic interference (EMI) sources. The specific area definitions are as follows:

[0082] Zone A (Railway Zone): The area within 3 meters of the nearest rail centerline. This area is directly exposed to the strongest railway electromagnetic environment (such as track return current and traction power cables), resulting in the most severe electromagnetic interference. Trackside signaling equipment that directly serves railway operations is typically located in this area.

[0083] Zone B (Industrial Zone): The area within 3 to 10 meters of the nearest rail centerline. The electromagnetic environment in this area is less severe than in Zone A, and is classified as an industrial environment. Station platforms, trackside equipment rooms, etc., are typically located in this area.

[0084] Zone C (Commercial / Light Industrial Zone): This area is located at least 10 meters from the nearest railway centerline. It experiences minimal electromagnetic interference from railway tracks, resulting in a relatively quiet electromagnetic environment, equivalent to a commercial or light industrial environment. The operations control center, equipment control center, and office buildings are located in this area.

[0085] It should be noted that "onboard" equipment installed on trains is considered as an independent mobile unit, and its electromagnetic compatibility environment is considered separately. It is subject to onboard equipment-specific standards (such as EN50121-3-2) and is not included in this fixed location area model.

[0086] After constructing an electromagnetic compatibility (EMC) zone model based on spatial distance and obtaining the actual installation location of the equipment, the actual EMC zone corresponding to the equipment is determined based on the actual distance between the actual installation location of the equipment and the target reference line on the track.

[0087] Based on the relationship between the actual distance, the first distance value, and the second distance value, the actual electromagnetic compatibility zone corresponding to the device is determined.

[0088] If the actual distance is less than or equal to 3 meters, the actual electromagnetic compatibility zone corresponding to the equipment is determined to be Zone A; if the actual distance is greater than 3 meters and less than or equal to 10 meters, the actual electromagnetic compatibility zone corresponding to the equipment is determined to be Zone B; if the actual distance is greater than 10 meters, the actual electromagnetic compatibility zone corresponding to the equipment is determined to be Zone C.

[0089] Traditional methods focus on device-level compliance, lacking a systematic approach to identifying the complex mutual interference between devices within the signal system and its interactions with external systems such as vehicles and traction systems. To systematize scattered interference phenomena, the implementation process includes, before obtaining electromagnetic interference information for the actual electromagnetic compatibility area corresponding to the equipment, the following steps:

[0090] Obtain the functions of historical devices in each electromagnetic compatibility zone, and the impact of historical devices on the electromagnetic compatibility zone;

[0091] Based on the functions of historical equipment and the impact of historical equipment on the electromagnetic compatibility area, a list of interference sources for each electromagnetic compatibility area is determined.

[0092] Determine the interference type and coupling path corresponding to the interference source based on the working principle and signal characteristics of the interference source in the interference source list;

[0093] Establish a mapping table that includes the electromagnetic compatibility area, the installation area of ​​the interference source, the interference source, the interference type, and the coupling path.

[0094] The process of obtaining the mapping table described above is called the process of establishing a regional electromagnetic interference source and interference type database. Through system function analysis and historical data survey, a systematic list of typical electromagnetic interference sources in each region is constructed, and the dominant interference types and coupling paths are identified.

[0095] 1) Criteria for classifying electromagnetic interference sources: The principle of "physical affiliation and functional proximity" is adopted. That is, a device or natural phenomenon is classified as an electromagnetic interference source in a certain area based on its inherent and normal existence in that area and the performance of its core function (for example, track current belongs to area A, and station server belongs to area B or C). For widely existing phenomena (such as lightning strikes and handheld devices), multiple classifications are made based on their typical intensity and probability of impact in different areas.

[0096] 2) Interference type identification method: By analyzing the working principle and signal characteristics of electromagnetic interference sources (including time domain characteristics such as continuous and transient, and frequency domain characteristics such as low frequency and high frequency), the dominant interference type (such as conduction, radiation, and induction) and potential coupling path are determined.

[0097] Using the methods described above, a structured electromagnetic interference source library (i.e., interference source list) is constructed, as shown in Table 1 below. Table 1 is a library table of typical regional electromagnetic interference sources and interference types.

[0098] Table 1

[0099]

[0100] After obtaining the mapping table, the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device is obtained, including: determining the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device based on the mapping table.

[0101] After obtaining the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the equipment, and before determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information, the following steps are also included:

[0102] The names of multiple devices are used as horizontal and vertical entries, respectively; where horizontal entries represent sensitive devices and vertical entries represent interference sources.

[0103] Devices whose electromagnetic interference information is determined to be within the actual electromagnetic compatibility zone are classified as sensitive devices.

[0104] The cell obtained after the intersection of interference sources in sensitive equipment and electromagnetic interference information;

[0105] The interference types in the electromagnetic interference information are used to fill the cells to obtain an interference information mapping table between interference sources and sensitive sources. In the interference information mapping table, the same interference type has a unique identifier in the target cell, and the information in the target cell represents the risk item.

[0106] Determining the electromagnetic interference risk between relational pairs based on electromagnetic interference information includes: determining the electromagnetic interference risk between relational pairs based on electromagnetic interference information in the interference information mapping table.

[0107] The process of determining the electromagnetic interference risk between the aforementioned relationship pairs is called the location-mapping-based electromagnetic interference risk identification process. By mapping all devices in the signal system to their installation locations and cross-correlating them with an electromagnetic interference source database, a location-mapping-based electromagnetic interference risk identification system is systematically constructed. By traversing all devices within the system, treating them as both potential interference sources and potential sensitive devices, all possible "interference source-sensitive device" relationship pairs are established. For each identified relationship pair, based on the electromagnetic interference source database mentioned above, its coupling path is determined, and the causes of harm and potential consequences are analyzed.

[0108] After identifying electromagnetic interference risks, risk analysis is performed. This includes determining the electromagnetic interference risk between related pairs based on electromagnetic interference information, and further analysis.

[0109] Obtain the severity and frequency of occurrence of the target risk item;

[0110] The initial risk level of the target risk item is determined based on its severity and frequency of occurrence.

[0111] Based on electromagnetic interference risk identification, a standard risk matrix based on EN 50126-1:2017 is used to qualitatively assess the severity (S) and frequency of occurrence (F) of each risk item, thereby determining the initial risk level (R). A quantitative analysis is then performed on each hazard scenario. The frequency of occurrence analysis comprehensively considers the strength of the interference source, the efficiency of the coupling path, and the immunity of sensitive equipment; the severity analysis assesses the ultimate impact of the hazard on the functional safety and operational reliability of the signal system should it occur. Based on this, the initial risk level is determined through the risk matrix, thereby accurately identifying high-risk items that require priority handling.

[0112] Following risk analysis, risks can be controlled based on the risk assessment results. Specifically, after determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the following steps are also included:

[0113] The electromagnetic interference characteristics and coupling path of each device in the system are obtained; wherein, the coupling path is related to the area where the system operates, and the area includes the vehicle area, the first area, the second area and the third area;

[0114] Based on the characteristics of electromagnetic interference and / or the coupling path, a systematic pre-set strategy is adopted for risk control in different areas from three dimensions: interference source, propagation path and sensitive equipment.

[0115] Risk control based on electromagnetic interference characteristics from the perspective of interference sources includes:

[0116] Electromagnetic shielding or filtering is used to suppress the source of interference identified;

[0117] Risk control based on the coupling path and from the perspective of the propagation path includes:

[0118] When the coupling path is space radiation, measures such as space isolation or the addition of shielding barriers should be taken.

[0119] When the coupling path is cable conduction, measures such as interface filtering or using shielded cables should be taken.

[0120] When the coupling path is near-field induction, measures such as optimizing wiring, increasing spacing, or changing cable type should be taken.

[0121] When the coupled path faces transient surges, measures such as deploying surge protectors should be taken.

[0122] Risk control from the perspective of sensitive equipment includes:

[0123] Improve the port immunity level of sensitive devices or enhance their circuit-level noise suppression capabilities.

[0124] Based on the risk assessment results, targeted control measures are implemented for unacceptably high-risk items. This process follows the principle of combining source suppression, path interruption, and sensitive equipment protection. Specifically, at the equipment design level, interference emissions are reduced or immunity is improved at the source by optimizing printed circuit board (PCB) layout and applying shielding and filtering circuits. At the system integration level, interference coupling paths are interrupted through standardized cable laying, grounding, and isolation installation requirements. The effectiveness of all control measures must be verified through closed-loop testing to ensure that system-level electromagnetic compatibility requirements are fully met.

[0125] To provide a clear understanding of the risk assessment results, after determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the following steps are also included:

[0126] Obtain all risk items and corresponding risk information for each risk item in the rail transit signaling system; the risk information includes at least the interference boundary, interference source, sensitive equipment corresponding to the interference source, coupling path, cause of hazard, consequences, initial risk level information, and risk control measures; the initial risk level information includes severity, frequency of occurrence, and initial risk level.

[0127] Establish a risk assessment table based on all risk items and the risk information corresponding to each risk item;

[0128] Output a risk assessment form for the rail transit signaling system.

[0129] To enable those skilled in the art to better understand the entire process of the electromagnetic compatibility testing method for rail transit signaling systems described above, a specific application scenario is used as an example to illustrate this, namely, applying the method of this invention to various devices within a rail transit signaling system. Those skilled in the art will understand that this example is for illustrative purposes only and does not constitute a limitation on the scope of protection of this invention. This invention can also be applied to assessing the electromagnetic interference risk between the signaling system and other systems such as vehicle systems and traction systems. Figure 2 This is an overall flowchart of an electromagnetic compatibility testing method for a rail transit signaling system provided in an embodiment of the present invention, as shown below. Figure 2 As shown, the method includes:

[0130] S15: Construct an electromagnetic compatibility region model based on spatial distance;

[0131] S16: Systematically identify and construct a library of regional electromagnetic interference sources and interference types;

[0132] S17: Electromagnetic interference risk identification based on location mapping;

[0133] S18: Risk Analysis;

[0134] S19: Risk control.

[0135] This invention provides a method for assessing electromagnetic compatibility (EMC) safety risks in railway signaling systems, which improves the accuracy and practicality of EMC risk assessment and provides a more systematic and comprehensive reflection of the risks faced by railway signaling control systems. The steps are described in detail below.

[0136] The construction of the electromagnetic compatibility region model based on spatial distance in step S15 is described in detail below:

[0137] Figure 3 This is a schematic diagram illustrating an electromagnetic compatibility location and region provided in an embodiment of the present invention. (See diagram below.) Figure 3As shown, railway signaling system equipment can be divided into the following zones based on its installation location: Onboard train equipment is installed on the train, requiring higher immunity to interference, and is subject to EN50121-3-2 standard. Zone A (Railway Zone): The area within 3 meters of the nearest rail centerline, containing multiple high-power electromagnetic interference sources and shielding doors for electromagnetically sensitive equipment. Equipment in this zone complies with EN50121-4 railway standard. Zone B (Industrial Zone): The area within 3 to 10 meters of the nearest rail centerline. The electromagnetic environment is quieter than Zone A. Platform and dedicated equipment room equipment are located in this zone, generally complying at least with EN61000-6-2 and EN61000-6-4 industrial standards, except for specific equipment with stricter requirements. Zone C (Commercial / Light Industrial Zone): The area beyond 10 meters of the nearest rail centerline. The electromagnetic environment is quieter than zones A and B. This zone primarily houses information technology and media equipment, as well as the lobby and signal control room. Equipment generally meets at least EN61000-6-1 and EN61000-6-3 standards for residential, commercial, and light industrial use, unless there are stricter requirements. The signal control system used, depending on its installation location, includes VATC, AP, onboard switches, beacon readers, speed sensors, and DMI installed on the vehicle. Trackside subsystems, including beacons, primarily perform train position correction. Station equipment includes Zone Controllers (ZCs) and Computer Interlocking (CI) systems. Equipment installed in the OCC (Operations Control Center) / BCC (Backup Operations Control Center) mainly includes network management workstations and ATS (Automatic Train Monitoring System) servers.

[0138] Taking VATC cabinets as an example, the "onboard" equipment installed on the train is an independent mobile unit, and its electromagnetic compatibility environment is considered separately, which is subject to the special standards for onboard equipment (such as EN50121-3-2).

[0139] The systematic identification and construction of the regional electromagnetic interference source and interference type library in step S16 are described in detail below:

[0140] Based on the regional model in step S15, this step systematically constructs a list of typical electromagnetic interference sources in each region through system function analysis and historical data survey, and identifies the dominant interference types and coupling paths.

[0141] The classification of electromagnetic interference sources is based on the principle of "physical affiliation and functional proximity." That is, a device or natural phenomenon is classified as an electromagnetic interference source in a certain area based on its inherent and routine presence in that area and the performance of its core function (e.g., track current belongs to area A, station servers belong to area B or C). For widely existing phenomena (such as lightning strikes or handheld devices), multiple classifications are made based on their typical intensity and probability of impact in different areas.

[0142] Interference type identification method: By analyzing the working principle and signal characteristics of electromagnetic interference sources (including time domain characteristics such as continuous and transient, and frequency domain characteristics such as low frequency and high frequency), the dominant interference type (such as conduction, radiation, and induction) and potential coupling path are determined.

[0143] Taking the VATC cabinet as an example, when it acts as a source of electromagnetic interference, the dominant interference type and potential coupling path can be obtained based on the installation area of ​​the VATC cabinet. Table 2 is a database of typical electromagnetic interference sources and interference types in the region.

[0144] Table 2

[0145]

[0146] The electromagnetic interference risk identification based on location mapping in step S17 is described in detail below:

[0147] Figure 4 This invention provides a location and identification diagram for electromagnetic interference sources and sensitive devices in a signal system. Figure 4 As a systematic analysis tool, the system first categorizes equipment into four main location types (vehicle-mounted, trackside, depot / station, and control center) based on their actual physical deployment. Then, through cross-location, it clarifies the potential "interference source-sensitive equipment" relationship between any two devices and determines the type of interference transmission (e.g., conducted C, radiated R). The markings "X[Y]" in the diagram standardize and record this relationship, where X represents the interference type and Y is a unique risk number. This systematizes scattered electromagnetic interference issues, providing clear targets and inputs for subsequent quantitative risk assessment, design improvement, and testing verification, ensuring that control measures are targeted and effective.

[0148] Taking a VATC cabinet as an example, based on the installation area of ​​the VATC cabinet, the electromagnetic interference generated by different subsystems within the signal system is obtained. For example... Figure 4 As shown in the figure. This figure illustrates the electromagnetic interference correlation when devices in different areas of the signal system act as interference sources or sensitive devices. In the labels X[Y], X represents the interference type (e.g., R represents radiated interference), and Y represents the risk assessment ID. For example, R[1] indicates the radiated interference risk of the VATC cabinet to the vehicle-mounted AP, which will be the focus of subsequent assessment. Figure 4R[1], R[2] to R

[17] represent risk items with radiation risk in sequence.

[0149] The risk analysis of step S18 is described in detail:

[0150] Based on the identification of electromagnetic interference risks, the standard risk matrix based on EN50126-1:2017 is used to qualitatively assess the severity (S) and frequency of occurrence (F) of each risk item, thereby determining the initial risk level (R). Quantitative analysis is performed on each hazard scenario. Taking R[1] as an example, based on the risk identification, the possible causes, consequences and mitigation measures of the risk are further analyzed. For the evaluation of the initial risk level, in order to ensure the standardization and industry acceptance of the risk assessment, this invention adopts the risk matrix method that has been widely accepted in the field of rail transit. Its core definitions (including the classification and definition of frequency of occurrence level and severity level) are all derived from the international standard EN50126-1:2017. This standard defines the severity level (S1 to S4) and frequency of occurrence level (F1 to F6). For specific level definitions, please refer to the original text of this standard. This standard provides a mature qualitative analysis framework to solve the problem of difficulty in quantitative analysis due to complex operation and rare safety accidents.

[0151] Table 3 is the risk matrix.

[0152] Table 3

[0153]

[0154] Through the Figure 4 For the identified electromagnetic interference risks, this invention employs a standardized risk assessment process. First, based on the potential consequences of the interference, its severity level is defined. Then, based on the characteristics of the interference source, coupling path efficiency, and the immunity of sensitive equipment, its probability of occurrence is comprehensively judged. The final risk level is determined using Table 3.

[0155] To assess and make decisions regarding the electromagnetic interference risks identified in this invention, the risk acceptability criteria specified in EN 50126-1:2017 are used as the basis for judgment. These criteria classify risks into four categories and specify corresponding handling measures, as shown in Table 4, which is the risk acceptability criteria table.

[0156] Table 4

[0157]

[0158] A detailed explanation of the risk control for step S19 is provided below:

[0159] By conducting an electromagnetic compatibility (EMC) risk assessment, electromagnetic interference risks in the system are identified, and risk control is implemented based on a systematic strategy of "interference source suppression, propagation path blocking, and sensitive equipment protection." First, source suppression designs such as electromagnetic shielding or filtering are implemented to suppress interference sources. Second, precise blocking is carried out according to the coupling path type, including shielding and isolating spatial radiation, implementing interface filtering and shielding for cable conduction, optimizing wiring and cable selection for near-field induction, and deploying surge protectors for transient surges. Simultaneously, the port and circuit immunity of sensitive equipment is improved to enhance its inherent immunity. Finally, targeted EMC testing verifies the effectiveness of all control measures, ensuring that system risks are reduced to an acceptable level.

[0160] Taking risk item R[1] as an example, its initial risk level is rated as "R2" according to the assessed risk level. Therefore, according to the requirements of Table 4, effective risk mitigation measures must be taken to reduce the risk to an acceptable level of "R3" or even "R4" to meet the standard requirements and ensure driving safety. Corresponding mitigation measures are proposed for risk item R[1], and the risk assessment table shown in Table 5 is finally formed. The output of this table is the direct input for formulating the project's electromagnetic compatibility specifications. The electromagnetic compatibility specifications transform these technical measures into two types of mandatory requirements: one is equipment compliance requirements, which stipulate the international standards that the equipment must meet (such as the EN50121 series) according to the zoning principle; the other is design and installation requirements, which further refine the measures into specifications for the inherent design of the equipment (such as specifying the shielding effectiveness of the VATC cabinet and the immunity level of the vehicle-mounted AP) and control measures for field integration (such as cable spacing and grounding method). Finally, the implementation of all requirements is systematically verified through electromagnetic compatibility testing, forming a complete closed-loop management from risk identification to measure implementation. Table 5 is the risk assessment table provided by the embodiment of the present invention.

[0161] Table 5

[0162]

[0163] The mitigation measures in Table 5 are as follows:

[0164] 1) Design improvements for electromagnetic interference sources: Electromagnetic shielding design is adopted for VATC cabinets, including the use of a chassis with specific shielding effectiveness and interface processing methods that ensure shielding continuity (such as the use of electromagnetic sealing gaskets) to suppress the radiation emission of radio frequency interference energy from the source.

[0165] 2) Tolerance design for sensitive devices: In the design of vehicle-mounted APs, improve the immunity level of their RF ports to ensure normal operation under expected interference field strengths. The design verification standards should be based on the stringency levels specified in EN 50121-3-2.

[0166] 3) Measures to block radiation coupling paths: Optimize the layout design of the VATC cabinet and vehicle AP in the vehicle equipment compartment to ensure that the installation distance between them is not less than 1.5 meters, and use the metal shell of the equipment compartment to form a natural shielding barrier; at the same time, add a grounded metal isolation plate (thickness ≥1.5mm) between the VATC cabinet and the vehicle AP to further reduce the spatial radiation propagation of radio frequency interference; standardize the laying path of the signal cable of the vehicle AP, avoid the cable from the radiation source area of ​​the VATC cabinet (such as the cabinet heat dissipation port, interface panel), and the outer layer of the cable adopts a double-layer shielding structure and is reliably grounded to reduce interference from entering sensitive equipment through cable coupling.

[0167] The electromagnetic compatibility (EMC) testing method for rail transit signaling systems provided by this invention establishes an EMC matrix of electromagnetic interference sources and electromagnetically sensitive devices in the signaling system. Combined with the operating scenario and EMC location and area, the radiation type (coupling path) is identified, and mitigation measures are proposed to address the weak links in EMC. This study presents a method for assessing electromagnetic compatibility (EMC) risks in railway signaling systems, enhancing the accuracy and practicality of EMC risk assessment. It provides a more systematic and comprehensive reflection of the risks faced by railway signaling control systems. A dynamic and complex interference scenario library is constructed, creating an EMC scenario library based on actual operational data that surpasses standard testing. This library simulates random, coexisting, and dynamically changing combinations of EMC in real-world environments, significantly improving the confidence level of risk assessment results in complex electromagnetic environments. It ensures that the analysis covers random and complex scenarios that standard testing cannot reproduce, enhancing both confidence and coverage. A system-level analysis method based on location mapping and functional association replaces the traditional single-device, single-interference-source testing approach, enabling a systematic assessment of complex electromagnetic interactions. This allows system design to be hardened for the most severe and likely complex interference scenarios, achieving a leap from "passing the test" to "adapting to the environment," significantly improving the online operational reliability of the system and enabling accurate prediction and protection. Clear boundary definitions for "intra-system interference" and "inter-system interference" are proposed, and a systematic identification process is established to ensure accurate prediction and protection. Comprehensive coverage of internal and external interference sources overcomes the limitations of traditional methods that focus solely on the device level or inter-system aspects. For the first time, it achieves systematic identification and control of the intricate coupling relationships within signal systems. A physical location-based electromagnetic interference source library is established: a structured electromagnetic interference source library bound to a regional model is constructed, systematizing scattered interference phenomena and providing standardized input for comprehensive identification of "interference source-sensitive equipment" pairs. This provides system integrators and equipment suppliers with clear, global electromagnetic compatibility design inputs, enabling collaborative design measures from all parties and avoiding compatibility vulnerabilities. A front-end loaded electromagnetic compatibility risk assessment process: system-level electromagnetic compatibility risk assessment is moved forward to the scheme design and detailed design stages, making it part of the design input rather than a post-hoc verification method. A direct risk-to-design conversion mechanism is established: a mechanism is established to directly convert risk assessment results into specific, executable design specifications and installation requirements (such as PCB layout rules, shielding effectiveness, and filtering parameters). Through forward-looking design and tolerance planning, the first-time success rate of electromagnetic compatibility design for products and systems is significantly improved, ensuring project progress and enhancing the inherent reliability of products.

[0168] This invention systematically identifies electromagnetic interference risks across the entire range of rail transit signaling systems (including both internal and inter-system aspects) by establishing a regional model based on the physical location of equipment and a mapping relationship between "interference source-sensitive equipment." This method clarifies the coupling paths and types of various interferences and moves the assessment process forward to the design stage. By translating risk results into specific design and installation specifications, it achieves closed-loop management from risk identification and level determination to design improvement. This process provides a new, comprehensive approach to electromagnetic safety risk assessment for rail transit signaling systems.

[0169] In the above embodiments, the electromagnetic compatibility (EMC) testing method for rail transit signaling systems has been described in detail. This invention also provides embodiments of EMC testing devices and electronic equipment for rail transit signaling systems. It should be noted that this invention describes the device embodiments from two perspectives: one based on functional modules, and the other based on hardware.

[0170] This invention provides an electromagnetic compatibility testing device for a rail transit signaling system. This embodiment, based on functional modules, includes:

[0171] The first acquisition module is used to acquire multiple devices in the rail transit signaling system and to identify the multiple devices as interference sources and sensitive devices respectively, so as to obtain the relationship between interference sources and sensitive devices.

[0172] The second acquisition module is used to acquire the actual installation locations of multiple devices;

[0173] The first determining module is used to determine the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track.

[0174] The third acquisition module is used to acquire electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path;

[0175] The second determining module is used to determine the electromagnetic interference risk between the relationship pairs based on electromagnetic interference information.

[0176] Since the embodiments of the apparatus and the embodiments of the method correspond to each other, please refer to the description of the embodiments of the method for the embodiments of the apparatus, which will not be repeated here.

[0177] Figure 5 This is a structural diagram of an electronic device provided in an embodiment of the present invention. This embodiment is based on a hardware perspective, such as... Figure 5 As shown, the electronic device includes:

[0178] Memory 20 is used to store computer programs;

[0179] The processor 21 is used to execute a computer program to implement the steps of the method for electromagnetic compatibility testing of a rail transit signaling system as described in the above embodiments.

[0180] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one of the following hardware forms: Digital Signal Processor (DSP), Field-Programmable Gate Array (FPGA), or Programmable Logic Array (PLA). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as the Central Processing Unit (CPU), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a Graphics Processing Unit (GPU), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an Artificial Intelligence (AI) processor, which handles computational operations related to machine learning.

[0181] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, is capable of implementing the relevant steps of the electromagnetic compatibility testing method for the rail transit signaling system disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, and the storage method may be temporary or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, the data involved in the electromagnetic compatibility testing method for the rail transit signaling system mentioned above.

[0182] In some embodiments, the electronic device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0183] Those skilled in the art will understand that Figure 5 The structures shown do not constitute a limitation on electronic devices and may include more or fewer components than those shown.

[0184] The electronic device provided in this embodiment of the invention includes a memory and a processor. When the processor executes the program stored in the memory, it can implement the following method: an electromagnetic compatibility detection method for a rail transit signaling system, with the same effect as above.

[0185] Finally, the present invention also provides an embodiment corresponding to a computer-readable storage medium. The computer-readable storage medium stores a computer program, which, when executed by a processor, performs the steps described in the above method embodiments.

[0186] It is understood that if the methods in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and executes all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0187] The computer-readable storage medium provided by this invention includes the electromagnetic compatibility testing method for rail transit signaling systems mentioned above, and has the same effect.

[0188] The electromagnetic compatibility testing method, apparatus, and electronic equipment for a rail transit signaling system provided by this invention have been described in detail above. The various embodiments in the specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since it corresponds to the method disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to in the method section. It should be noted that those skilled in the art can make several improvements and modifications to this invention without departing from the principles of this invention, and these improvements and modifications also fall within the protection scope of this invention.

[0189] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, 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 a process, method, article, or apparatus. Without further limitations, 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 said element.

Claims

1. An electromagnetic compatibility testing method for a rail transit signaling system, characterized in that, include: Multiple devices in the rail transit signaling system are acquired, and these devices are respectively identified as interference sources and sensitive devices to obtain the relationship pairs between interference sources and sensitive devices; Obtain the actual installation locations of the multiple devices; The actual electromagnetic compatibility zone corresponding to the equipment is determined based on the actual distance between the actual installation location of the equipment and the target reference line on the track. Obtain electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path; The electromagnetic interference risk between the relationship pairs is determined based on the electromagnetic interference information.

2. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 1, characterized in that, The target reference line is the track centerline; before determining the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track, the following steps are also included: A first region is obtained that is less than or equal to a first distance value from the center line of the track, and the first region is used as the first electromagnetic compatibility region; A second region is obtained that is greater than the first distance value and less than or equal to the second distance value from the center line of the track, and the second region is designated as the second electromagnetic compatibility region. A third region is obtained that is farther from the centerline of the track than the second distance value, and this third region is designated as the third electromagnetic compatibility region; wherein, the devices located in the first region, the devices located in the second region, and the devices located in the third region comply with different electromagnetic compatibility standards. The determination of the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track includes: Based on the relationship between the actual distance, the first distance value, and the second distance value, the actual electromagnetic compatibility zone corresponding to the device is determined.

3. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 2, characterized in that, Before obtaining electromagnetic interference information for the actual electromagnetic compatibility zone corresponding to the device, the following steps are also included: Obtain the functions of historical devices in each electromagnetic compatibility zone, and the impact of historical devices on the electromagnetic compatibility zone; Based on the functions of historical equipment and the impact of historical equipment on the electromagnetic compatibility area, a list of interference sources for each electromagnetic compatibility area is determined. Determine the interference type and coupling path corresponding to the interference source based on the working principle and signal characteristics of the interference source in the interference source list; Establish a mapping table that includes the electromagnetic compatibility area, the installation area of ​​the interference source, the interference source, the interference type, and the coupling path; Obtaining electromagnetic interference information for the actual electromagnetic compatibility zone corresponding to the device includes: The electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device is determined based on the mapping table.

4. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 2 or 3, characterized in that, After obtaining the electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device, and before determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information, the process further includes: The names of multiple devices are used as horizontal and vertical entries, respectively; wherein, the horizontal entries represent sensitive devices and the vertical entries represent interference sources; Devices whose electromagnetic interference information is determined to be within the actual electromagnetic compatibility zone are classified as sensitive devices. The cell obtained by intersecting the sensitive device and the interference source in the electromagnetic interference information; The interference types in the electromagnetic interference information are used to fill the cells to obtain an interference information mapping table between interference sources and sensitive sources; wherein, in the interference information mapping table, the same interference type has a unique identifier in the target cell, and the information in the target cell represents a risk item; The step of determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information includes: The electromagnetic interference risk between the relationship pairs is determined based on the electromagnetic interference information in the interference information mapping table.

5. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 4, characterized in that, After determining the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information, the method further includes: Obtain the severity and frequency of occurrence of the target risk item; The initial risk level of the target risk item is determined based on its severity and frequency of occurrence.

6. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 5, characterized in that, After determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the following steps are also included: The electromagnetic interference characteristics and coupling path of each device in the system are obtained; wherein, the coupling path is related to the area where the system operates, and the area includes the vehicle area, the first area, the second area and the third area; Based on the electromagnetic interference characteristics and / or coupling path conditions, a systematic preset strategy is adopted for risk control in different areas from three dimensions: interference source, propagation path, and sensitive equipment. Risk control based on electromagnetic interference characteristics from the perspective of interference sources includes: Electromagnetic shielding or filtering is used to suppress the source of interference identified; Risk control based on the aforementioned coupling path situation, from the perspective of propagation path, includes: When the coupling path is space radiation, measures such as space isolation or the addition of shielding barriers should be taken. When the coupling path is cable conduction, measures such as interface filtering or using shielded cables should be taken. When the coupling path is near-field induction, measures such as optimizing wiring, increasing spacing, or changing cable type should be taken. When the coupled path faces transient surges, measures such as deploying surge protectors should be taken. Risk control from the perspective of sensitive equipment includes: Improve the port immunity level of sensitive devices or enhance their circuit-level noise suppression capabilities.

7. The electromagnetic compatibility testing method for a rail transit signaling system according to claim 5, characterized in that, After determining the initial risk level of the target risk item based on its severity and frequency of occurrence, the following steps are also included: Acquire all risk items and corresponding risk information in the rail transit signaling system; wherein, the risk information includes at least the interference boundary, interference source, sensitive equipment corresponding to the interference source, coupling path, cause of hazard, consequences, initial risk level information, and risk control measures; the initial risk level information includes severity, frequency of occurrence, and initial risk level; Establish a risk assessment table based on all risk items and the risk information corresponding to each risk item; Output the risk assessment table for the rail transit signaling system.

8. An electromagnetic compatibility testing device for a rail transit signaling system, characterized in that, include: The first acquisition module is used to acquire multiple devices in the rail transit signaling system, and to identify the multiple devices as interference sources and sensitive devices respectively, so as to obtain the relationship between interference sources and sensitive devices; The second acquisition module is used to acquire the actual installation location of the plurality of devices; The first determining module is used to determine the actual electromagnetic compatibility zone corresponding to the equipment based on the actual distance between the actual installation location of the equipment and the target reference line on the track. The third acquisition module is used to acquire electromagnetic interference information of the actual electromagnetic compatibility area corresponding to the device; wherein, the electromagnetic interference information includes at least the interference source, interference type and coupling path; The second determining module is used to determine the electromagnetic interference risk between the relationship pairs based on the electromagnetic interference information.

9. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to execute the computer program to implement the steps of the electromagnetic compatibility detection method for a rail transit signaling system as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the electromagnetic compatibility testing method for a rail transit signaling system as described in any one of claims 1 to 7.

Images