Testing system, method, equipment and medium for rail transit SATC system

Abstract

The invention relates to a test system, method, equipment and medium for a rail transit SATC system, and the test system comprises a simulation locomotive which is used for simulating a coding speedometer, a beacon and input and output code bit information of a real train and inputting the information to a vehicle-mounted controller in a main train control subsystem; the simulation standby autonomous positioning system is used for simulating a coding speedometer, a beacon and input and output code bit information in a real train and inputting the information to the vehicle-mounted subsystem of the standby train control subsystem; the simulation radar is used for simulating obstacle information, collected by the radar, in front of the line; the train line simulator is used for simulating a turnout, an annunciator and axle counting equipment in a line and sending the states of the turnout and the annunciator to the RS-SIM and the BLS-SIM; the train simulation console is used for simulating a console on a real train. Compared with the prior art, the system has the advantages of being compatible with an original main control system, supporting simulation testing of a standby train control system and the like.

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a test system, method, equipment, and medium for a rail transit SATC system. Background Technology

[0002] In recent years, rail transit train control systems have undergone rapid evolution from fixed block (BM) to moving block (CBTC) and train-to-train communication (TACS). However, the train-to-ground wireless communication upon which CBTC and TACS rely is subject to uncertainty, and its instability or interference may affect the operation of the entire rail network. To address this issue, the industry has proposed the Autonomous Train Control System (SATC) based on autonomous positioning and sensing.

[0003] In addition to the traditional primary control system, the SATC system adds a backup Autonomous Positioning System (BLS) and an Autonomous Sensing System (TARS), thus forming a more complex system architecture. This increases the challenges during indoor testing: the test platform needs to simulate not only the primary control system but also the two backup systems, BLS and TARS. Furthermore, since the primary and backup systems control the same train, seamless switching and state synchronization between the two systems must be fully considered during testing.

[0004] A search of Chinese Patent Publication No. CN110928197A reveals a simulation testing method and system for train automatic control. This method provides at least two virtual devices related to train automatic control, wherein the virtual devices can be selected and have virtual interfaces that meet interoperability specifications. An interoperability connection is established between at least one selected virtual device and the target under test to form a simulation testing environment for train automatic control. The target under test is tested within this simulation testing environment. This method utilizes virtual devices to test the target under test in train automatic control, effectively reducing the cost of train automatic control testing. The existing patent's testing system includes ATP, ATO, or ATS, but does not include BLS or TARS.

[0005] In summary, how to build an indoor test platform capable of simulating multiple primary and backup systems in parallel and effectively verifying their switching and synchronization mechanisms has become a pressing technical challenge in the development and application of the SATC system. Summary of the Invention

[0006] The purpose of this invention is to overcome the shortcomings of the prior art by providing a testing system, method, equipment, and medium for the SATC (Self-Controlled Transit) system of rail transit.

[0007] The objective of this invention can be achieved through the following technical solutions: According to a first aspect of the present invention, a test system for a railway transportation SATC system is provided, the SATC system comprising a primary train control subsystem and a backup train control subsystem, the primary train control subsystem comprising onboard controllers CC1 and CC2, a train dispatching system ATS, trackside subsystems ZC and LC, and an interlocking subsystem CI, the backup train control subsystem comprising onboard controllers OBS1 and OBS2, and a target controller OC, the test system comprising: The RS-SIM train simulator is used to simulate the coded odometer, beacon, and input / output code information of a real train, and inputs it to the onboard controllers CC1 and CC2 in the main train control subsystem. The simulated backup autonomous positioning system BLS-SIM is used to simulate the coded odometer, beacon and input / output code information in a real train, and inputs it to the on-board controllers OBS1 and OBS2 of the backup train control subsystem. Radar-Sim is used to simulate radar information about obstacles ahead of the road, which is then input into the TARS in the vehicle controllers OBS1 and OBS2. LineSim, a train line simulator, is used to simulate turnouts, signals, and axle counting equipment on a train line, and sends the status of turnouts and signals to RS-SIM and BLS-SIM. The DriverConsole is a train simulation control panel used to simulate the control panel on a real train.

[0008] As a preferred technical solution, the simulated locomotive RS-SIM calculates the kinematic information of the train based on the acceleration information obtained from the train simulation cab or the on-board controller, converts it into odometer information, and sends it to the on-board controller CC; at the same time, the simulated locomotive RS-SIM also sends the kinematic information calculated in this cycle to BLS-SIM, and BLS-SIM converts the received kinematic information into odometer information and sends it to the on-board controller OBS.

[0009] As a preferred technical solution, the RS-SIM and BLS-SIM contain independent route maps. During train movement, the RS-SIM and BLS-SIM calculate whether the train passes a beacon in the current cycle based on the route map and the antenna installation position. If the train passes a beacon, the RS-SIM calculates the beacon information that is compatible with itself and sends it to the corresponding CC and BLS. After receiving the beacon information, the CC and BLS update their own position information.

[0010] As a preferred technical solution, the simulated odometer module in RS-SIM and BLS-SIM adopts a programmable high-speed digital I / O card, which generates speed sensor information with arbitrary characteristics through programming and inputs it to the corresponding vehicle controller.

[0011] As a preferred technical solution, the simulation beacon module in RS-SIM and BLS-SIM adopts a programmable arbitrary waveform generator, which generates beacon information with arbitrary characteristics through programming and inputs it to the corresponding vehicle controller.

[0012] As a preferred technical solution, during indoor simulation testing, the RS-SIM sends the current train's location information to Radar-Sim in real time. Radar-Sim then extracts the radar dot matrix data recorded on-site based on the location information and plays back the data, thereby achieving accurate simulation of indoor radar.

[0013] As a preferred technical solution, the RS-SIM and BLS-SIM control the train operation line and send the correct beacon information based on the information sent by LineSim. At the same time, the RS-SIM sends its own position information to LineSim, and LineSim uses the received position information to calculate axle occupancy information and sends it to the interlocking subsystem CI.

[0014] As a preferred technical solution, the train simulation driver console is equipped with a mode switching knob for switching between CBTC mode and SATC mode; When the DriverConsole switches to CBTC mode, the DriverConsole collects the output code information of the main train control subsystem and calculates the input code information for the on-board controller CC and BLS. When the DriverConsole switches to SATC mode, it collects the output code information of the standby train control subsystem and calculates the input code information for the onboard controllers OBS and BLS.

[0015] As a preferred technical solution, the test system is equipped with a fault injection module to simulate a fault in the primary train controller. When the backup positioning system (BLS) detects a fault in the primary onboard controller (CC), it prompts the driver to enter the degraded SATC mode. The SATC indicator light on the DriverConsole flashes, and the driver manually switches from CBTC mode to SATC mode on the DriverConsole.

[0016] According to a second aspect of the present invention, a test method using the aforementioned test system for a rail transit SATC system is provided, comprising the following steps: Step S1: Select CBTC or SATC mode on the train simulation driver's console. If CBTC is selected, proceed to step S2. If SATC mode is selected, proceed to step S3. In step S2, the RS-SIM periodically collects the code position information output by the on-board controller CC and periodically sends the collected code position information to the train simulation driver's console. The train simulation driver's console uses the output code position information sent by the RS-SIM to perform the corresponding code position logic calculation and executes step S4. In step S3, the BLS-SIM periodically collects the code position information output by the on-board controller OBS, and then periodically sends the collected code position information to the train simulation driver's console. The train simulation driver's console uses the output code position information sent by the BLS-SIM to perform the corresponding code position logic calculation and executes step S4. Step S4: The train simulation driver's console periodically receives the output code information of the on-board controller from RS-SIM or BLS-SIM, calculates the input code information through script logic, and sends it to RS-SIM and BLS-SIM simultaneously. Step S5: The RS-SIM calculates kinematic information and updates its own position information and sends it to LineSim. LineSim calculates the axis occupancy information SDD based on the received position information and sends it to the corresponding interlocking subsystem CI. Step S6: The RS-SIM converts the kinematic information into odometer information and sends it to the vehicle controller CC. Step S7: The RS-SIM sends beacon information to the vehicle controller CC; Step S8: The RS-SIM synchronously sends the kinematic information to the BLS-SIM; In step S9, the BLS-SIM converts the kinematic information into odometer information and sends it to the on-board controller OBS. In step S10, the BLS-SIM sends beacon information to the vehicle controller OBS.

[0017] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0018] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0019] Compared with the prior art, the present invention has the following advantages: 1) This invention, while being compatible with the original primary control subsystem, also supports simulation testing of the backup train control subsystem, and solves the switching and synchronization problems between the primary and backup control subsystems. 2) This invention has strong versatility. For different manufacturers, the vehicle interface speed sensor, beacon antenna, and IO code information may not be exactly the same, and the implementation of the main and backup control systems may also be different. However, this architecture can still be used to test the SATC system, and this architecture can still be used to synchronize and switch between the main control subsystem and the backup control subsystem. 3) This invention features high cohesion and low coupling. It separates the CBTC test platform and the OBS test platform and achieves synchronization and switching between them through mutual communication. It has strong cohesion and low coupling. Theoretically, the CBTC test platform and the OBS test platform can also be integrated into one program, but this would cause them to affect each other. Any change to any part would require modification of the entire program. After separating the two, changes to individual parts only require modification of the corresponding part of the program. 4) This invention is highly scalable. The architecture of this invention is based on the previous CBTC testing system. While retaining the normal testing functions of the previous CBTC system, it adds simulation of the OBS part and realizes the synchronization and switching between the two by adding an interface. The entire architecture divides different device simulations into different independent modules. Changes to individual modules only require upgrading the corresponding modules. Different manufacturers' SATC systems may contain different modules, and it is also very convenient to add or change the corresponding device simulations to adapt to SATC systems of different manufacturers, which is highly scalable. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the test system of the present invention used in the SATC system for rail transit; Figure 2 This is a flowchart illustrating the testing method of the present invention for the SATC (Standardized Intercity Railway) system for rail transit. Detailed Implementation

[0021] 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0022] Example 1 like Figure 1As shown, a test system for a rail transit SATC system is disclosed. The SATC system includes a primary train control subsystem and a backup train control subsystem. The primary train control subsystem includes onboard controllers CC1 and CC2, a train dispatching system (ATS), trackside subsystems ZC and LC, and an interlocking subsystem CI. The backup train control subsystem includes onboard controllers OBS1 and OBS2 and a target controller OC. The onboard controllers OBS include an autonomous positioning system (BLS) and an autonomous sensing system (TARS). The test system includes: The RS-SIM train simulator is used to simulate the coded odometer, beacon, and input / output code information of a real train, and inputs it to the onboard controllers CC1 and CC2 in the main train control subsystem. The simulated backup autonomous positioning system BLS-SIM is used to simulate the coded odometer, beacon and input / output code information in a real train, and inputs it to the on-board controllers OBS1 and OBS2 of the backup train control subsystem. Radar-Sim is used to simulate radar information about obstacles ahead of the road, which is then input into the TARS in the vehicle controllers OBS1 and OBS2. LineSim, a train line simulator, is used to simulate turnouts, signals, and axle counting equipment on a train line, and sends the status of turnouts and signals to RS-SIM and BLS-SIM. The DriverConsole is a train simulation control panel used to simulate the control panel on a real train.

[0023] This invention's testing system, while maintaining compatibility with the original primary control system, also supports simulation testing of the backup train control system, simultaneously resolving the switching and synchronization issues between the primary and backup control systems. The following is a detailed description of each module: 1) The RS-SIM, a simulated locomotive, is mainly used to simulate the coded odometer, beacon, and input / output code information of a real train, which is then input to the two onboard CC1 and CC2 in the main train controller. Simultaneously, as the primary vehicle control object, the RS-SIM also needs to periodically send its own motion information to the BLS-SIM for vehicle control.

[0024] 2) The simulated backup autonomous positioning system (BLS-SIM) is mainly used to simulate the coded odometer, beacon, and input / output code information in a real train, which is then input to the onboard OBS1 and OBS2 of the backup train controller. In the SATC system, the backup train controller has its own independent coded odometer and beacon antenna to obtain the necessary speed and position information. Therefore, the coded odometer, beacon, and input / output code information here are not exactly the same as those input to the primary train controller.

[0025] 3) Since the CC and OBS are installed in different locations on the same train, they have a strict synchronization relationship. The RS-SIM and BLS-SIM of the simulated locomotive in the test platform also need to be synchronized. The RS-SIM calculates the train's kinematic information based on the acceleration information obtained from the simulated driver's cab or the on-board controller, converts it into odometer information, and sends it to the on-board controller CC. At the same time, the RS-SIM also sends the kinematic information calculated in this cycle to the BLS-SIM. The BLS-SIM converts the received kinematic information into odometer information and sends it to the BLS in the on-board controller OBS, thus achieving strict synchronization between the CC and BLS.

[0026] 4) RS-SIM and BLS-SIM contain independent route maps. During train movement, RS-SIM and BLS-SIM calculate whether the train passes a beacon in this cycle based on the route map and the antenna installation position. If it passes a beacon, it calculates the beacon information that is compatible with itself and sends it to the corresponding CC and BLS. After receiving the beacon information, CC and BLS update their own position information.

[0027] 5) The simulated odometer module in RS-SIM and BLS-SIM uses a universal programmable high-speed digital I / O card, which can be programmed to generate speed sensor information with arbitrary characteristics and input it to the corresponding vehicle controller. This allows for compatibility with vehicle controllers from different manufacturers.

[0028] 6) The simulated beacon modules in RS-SIM and BLS-SIM use a general-purpose programmable arbitrary waveform generator, which can be programmed to generate beacon information with arbitrary characteristics and input it to the corresponding vehicle controller. This allows for compatibility with vehicle controllers from different manufacturers.

[0029] 7) The simulated radar Radar-Sim is mainly used to simulate obstacle information ahead of the track collected by the radar on the train, and input it into the TARS in the OBS. In backup SATC mode, the TARS system calculates the EOA information based on the radar input information and sends it to the BLS for train control.

[0030] 8) During indoor simulation, the radar data on-site is unordered dot matrix data, making it difficult to simulate in the laboratory. To achieve the same effect as on-site, radar dot matrix data is recorded on-site, with position information added. During indoor simulation, the RS-SIM simulator sends the current train position information to Radar-Sim in real time. Radar-Sim then extracts the recorded radar dot matrix data based on the position information and plays it back, thus achieving accurate indoor radar simulation.

[0031] 9) The LineSim train line simulator is used to simulate equipment such as turnouts, signals, and axle counters on the track. It sends the status of turnouts and signals to RS-SIM and BLS-SIM, which use the received information to control train operation and send correct beacon information. At the same time, RS-SIM sends its own position information to LineSim, which uses the received position information to calculate axle occupancy and send it to the interlocking subsystem CI.

[0032] 10) The train simulation driver's console (DriverConsole) simulates the driver's console on a real train. Besides providing driving mode selection, door control buttons, and operating handles, it also features a mode switching knob that allows switching between CBTC and SATC modes. When the console is switched to CBTC mode, it acquires the output code information of the primary control system and calculates the input code information for the controllers CC and BLS. When the console is switched to SATC mode, it acquires the output code information of the backup control system and calculates the input code information for the onboard controllers OBS and BLS.

[0033] 11) This invention provides a fault injection function to simulate a failure of the primary train controller. When the backup positioning system (BLS) detects a failure in the primary onboard controller (CC), it prompts the driver to enter degraded SATC mode. The SATC indicator light on the driver's console will flash, and the driver can manually switch from CBTC mode to SATC mode. In CBTC mode, the backup train control system (BLS) also continuously acquires its own coded odometer and beacon information and remains in a positioning state. Therefore, when switching from CBTC mode to SATC mode, combined with the EOA information calculated by TARS, the train can still operate in ATO mode.

[0034] Example 2 This embodiment, based on Embodiment 1, provides a testing method for a rail transit SATC system, specifically including the following steps: Step S1) Select CBTC / SATC mode on the driver's cab. CBTC / SATC are two mutually exclusive primary and backup operating modes. When the train is operating normally in CBTC mode, the onboard controller (CC) and the backup positioning system (BLS) maintain communication connections with the area controller (ZC) and the dispatch center (ATS). When the backup positioning system (BLS) detects a fault in the onboard controller (CC), it prompts the driver to enter the degraded SATC mode. The driver can manually switch from CBTC mode to SATC mode on the driver's cab. A similar mode switching knob is provided during laboratory simulations to switch between CBTC and SATC modes.

[0035] Step S2) Output code processing in CBTC mode. Regardless of the mode, RS-SIM periodically collects the code information output by the onboard controller CC and then periodically sends the collected code information to the train simulation driver's console. In CBTC mode, since the main control system CC controls the vehicle, the simulation driver's console only uses the output code information sent by RS-SIM to perform the corresponding code logic calculations.

[0036] Step S3) Output code processing in SATC mode. Regardless of the mode, BLS-SIM periodically collects the code information output by BLS in the on-board controller OBS, and then periodically sends the collected code information to the train simulation driver's console. In SATC mode, since the backup control system BLS controls the vehicle, the simulation driver's console will only use the output code information sent by BLS-SIM to perform the corresponding code logic calculations.

[0037] Step S4) Input code processing. The driver simulator periodically receives output code information from the vehicle controller from RS-SIM and BLS-SIM. In CBTC mode, the output code information from RS-SIM is selected; in SATC mode, the output code information from BLS-SIM is selected. Then, the input code information is calculated through script logic and sent to both RS-SIM and BLS-SIM. RS-SIM and BLS-SIM then send the corresponding input code information to the vehicle controllers CC and BLS.

[0038] Step S5) RS-SIM calculates kinematic information. In manual driving mode, RS-SIM obtains acceleration information from the train simulation driver's console. In automatic driving mode, RS-SIM obtains acceleration information from the onboard controller CC (CBTC mode) or BLS (SATC mode), and then periodically calculates information such as speed and displacement. It then updates its position information and sends it to LineSim. LineSim calculates the axle occupancy information SDD based on the received position information and sends it to the corresponding interlocking device CI.

[0039] Step S6) RS-SIM converts kinematic information into odometer information and sends it to the vehicle controller CC. RS-SIM converts displacement information into speed sensor information adapted to the vehicle controller and sends it to the vehicle controller. The speed sensor information adapted to different manufacturers' vehicle controllers may differ. Here, a general-purpose programmable high-speed digital I / O card is used, which can edit speed sensor waveforms with arbitrary characteristics to adapt to the needs of different manufacturers.

[0040] Step S7) The RS-SIM sends beacon information to the vehicle controller CC. The RS-SIM stores a route map. Based on its location, the RS-SIM determines whether it has passed a beacon in the current cycle. If it has, it sends the beacon information to the vehicle controller CC. The beacon information adapted to different manufacturers' vehicle controllers may vary. Here, a general-purpose programmable arbitrary waveform generator is used, which can edit beacon waveforms with arbitrary characteristics to adapt to the needs of different manufacturers.

[0041] Step S8) RS-SIM synchronously sends kinematic information to BLS-SIM. Since the primary onboard controller and the backup onboard controller control the same train, the speed sensor and beacon information between the two have a strict synchronization relationship. In laboratory simulations, whether in CBTC mode or SATC mode, RS-SIM is the primary controller. RS-SIM first calculates the train's kinematic information and synchronously sends it to BLS-SIM. The information sent includes the acceleration, velocity, displacement, and total displacement of the current cycle, thereby achieving strict synchronization between the two.

[0042] Step S9) The BLS-SIM converts the kinematic information into odometer information and sends it to the BLS in the vehicle controller OBS. The BLS-SIM converts the displacement information received in real time from the RS-SIM into speed sensor information adapted to the vehicle controller and sends it to the vehicle controller. The speed sensor information adapted to different manufacturers' vehicle controllers may be different. Here, a general-purpose programmable high-speed digital I / O card is used, which can edit the speed sensor waveform with arbitrary characteristics to adapt to the needs of different manufacturers.

[0043] Step S10) The BLS-SIM sends the beacon information to the BLS in the vehicle controller OBS. The BLS-SIM also stores a route map. Based on its location, the BLS-SIM determines whether it has passed a beacon in the current cycle. If it has, it sends the beacon information to the BLS in the vehicle controller OBS. The beacon information adapted to different manufacturers' vehicle controllers may vary. Here, a general-purpose programmable arbitrary waveform generator is used, which can edit any beacon waveform to adapt to the needs of different manufacturers.

[0044] Example 3 This invention also provides an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0045] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0046] The processing unit executes the various methods and processes described above, such as methods S1 to S10. For example, in some embodiments, methods S1 to S10 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S10 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S10 by any other suitable means (e.g., by means of firmware).

[0047] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0048] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0049] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0050] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A test system for a rail traffic SATC system, the SATC system comprising a primary train control subsystem and a backup train control subsystem, the primary train control subsystem comprising onboard controllers CC1 and CC2, a train dispatch system ATS, trackside subsystems ZC and LC, and an interlocking subsystem CI, the backup train control subsystem comprising onboard controllers OBS1 and OBS2 and an objective controller OC, characterized in that, The test system comprises: a simulation locomotive RS-SIM for simulating a coded range meter, a beacon and input and output code bit information of a real train and inputting the same to on-board controllers CC1 and CC2 in a main train control subsystem; a simulation backup autonomous positioning system BLS-SIM for simulating a coded range meter, a beacon and input and output code bit information in a real train and inputting the same to on-board controllers OBS1 and OBS2 in a backup train control subsystem; a simulation radar Radar-Sim for simulating obstacle information in front of a line collected by a radar and inputting the same to TARS in the on-board controllers OBS1 and OBS2 for use; a train line simulator LineSim for simulating a turnout, a signal and an axle counting device in a line and sending a state of the turnout and the signal to the RS-SIM and the BLS-SIM; a train simulation driver console DriverConsole for simulating a driver console on a real train.

2. The test system for a rail transit SATC system of claim 1, wherein, The simulation locomotive RS-SIM calculates kinematic information of a train according to acceleration information obtained by the train simulation driver console or the on-board controllers, converts the kinematic information into range meter information and sends the same to the on-board controllers CC; meanwhile, the simulation locomotive RS-SIM also sends the kinematic information calculated in the current period to the BLS-SIM, and the BLS-SIM converts the received kinematic information into range meter information and sends the same to the on-board controllers OBS.

3. The test system for a rail transit SATC system of claim 1, wherein, Independent line maps are stored in the RS-SIM and the BLS-SIM, and in the process of train movement, the RS-SIM and the BLS-SIM calculate whether the train passes a beacon in the current period according to the line maps and installation positions of antennas, and if the train passes the beacon, calculate and send beacon information adapted to itself to corresponding CC and BLS, and the CC and the BLS update their own position information after receiving the beacon information.

4. The test system for a rail transit SATC system of claim 1, wherein, Simulation range meter modules in the RS-SIM and the BLS-SIM adopt programmable high-speed digital IO cards, and through programming, input arbitrary characteristic speed sensor information to corresponding on-board controllers.

5. The test system for a rail transit SATC system of claim 1, wherein, Simulation beacon modules in the RS-SIM and the BLS-SIM adopt programmable arbitrary waveform generators, and through programming, input arbitrary characteristic beacon information to corresponding on-board controllers.

6. The test system for a rail transit SATC system of claim 1, wherein, In indoor simulation testing of the test system, the RS-SIM sends position information of a current train to the Radar-Sim in real time, the Radar-Sim extracts radar dot matrix data recorded on site according to the position information to play back data, thereby realizing accurate simulation of an indoor radar.

7. The test system for a rail transit SATC system of claim 1, wherein, The RS-SIM and the BLS-SIM control a train running line and send correct beacon information according to information sent by the LineSim, and the RS-SIM sends its own position information to the LineSim, and the LineSim calculates axle counting occupation information by using the received position information and sends the same to a interlocking subsystem CI.

8. The test system for a rail transit SATC system of claim 1, wherein, The train simulation driver console DriverConsole is provided with a mode switching knob for switching between a CBTC mode and a SATC mode. When the DriverConsole switches to CBTC mode, the DriverConsole collects the output code bit information of the main train control subsystem and calculates the input code bit information to the onboard controller CC and BLS; When the DriverConsole switches to SATC mode, the DriverConsole collects the output code bit information of the standby train control subsystem and calculates the input code bit information to the onboard controller OBS and BLS.

9. The test system for a rail transit SATC system of claim 1, wherein, The test system is provided with a fault injection module for simulating a fault of the main train controller, and when the backup positioning system BLS detects that the main onboard controller CC has a fault, the driver is prompted to enter the degraded mode SATC operation, and the SATC indicator light on the DriverConsole flickers, and the driver manually switches from the CBTC mode to the SATC mode on the DriverConsole.

10. A test method for testing the test system for rail transit SATC system according to any one of claims 1-9, characterized in that, The method comprises the following steps: Step S1, the train simulation cab selects CBTC or SATC mode, if CBTC is selected, step S2 is executed, if SATC mode is selected, step S3 is executed; Step S2, the RS-SIM periodically collects the code bit information output by the onboard controller CC, and periodically sends the collected code bit information to the train simulation cab, and the train simulation cab uses the output code bit information sent by the RS-SIM to perform corresponding code bit logic calculation, and executes step S4; Step S3, the BLS-SIM periodically collects the code bit information output by the onboard controller OBS, and then periodically sends the collected code bit information to the train simulation cab, and the train simulation cab uses the output code bit information sent by the BLS-SIM to perform corresponding code bit logic calculation, and executes step S4; Step S4, the train simulation cab periodically receives the output code bit information of the onboard controller from the RS-SIM or the BLS-SIM, and calculates the input code bit information through script logic, and sends it to the RS-SIM and the BLS-SIM; Step S5, the RS-SIM calculates kinematic information and updates its own position information and sends it to the LineSim, and the LineSim calculates the axle occupation information SDD according to the received position information and sends it to the corresponding interlocking subsystem CI; Step S6, the RS-SIM converts the kinematic information into odometer information and sends it to the onboard controller CC; Step S7, the RS-SIM sends beacon information to the onboard controller CC; Step S8, the RS-SIM synchronously sends kinematic information to the BLS-SIM; Step S9, the BLS-SIM converts the kinematic information into odometer information and sends it to the onboard controller OBS; Step S10, the BLS-SIM sends beacon information to the onboard controller OBS. 11.An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that, The processor executes the program to realize the method of claim 10.

12. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to realize the method of claim 10.

Images