Test system and test method for rail transit signal system

Abstract

The application discloses a test system and a test method of a rail transit signal system. The test system is used for testing a first rail transit signal system, and comprises a second rail transit signal system and a virtual trackside simulation device. The virtual trackside simulation device is used for simulating the state of a trackside device. In a first test mode, the first rail transit signal system sends a device operation instruction to the virtual trackside simulation device, receives a first simulated trackside device state fed back by the virtual trackside simulation device, and obtains train position information of a first train in a real line. In a second test mode, the first rail transit signal system runs in parallel with the second rail transit signal system based on a running plan of the second rail transit signal system, drives the virtual trackside simulation device to simulate the running of a real trackside device, obtains a second simulated trackside device state, and collects train running data of a second train and real state information of the real line.

Description

Technical Field

[0001] This application belongs to the field of rail transit technology, and in particular relates to a test system and test method for rail transit signaling systems. Background Technology

[0002] The rail transit signaling system is the core control system in urban rail transit, used to ensure train operation safety, automate train control, and improve transportation efficiency. With technological advancements and increasing operational demands, the signaling systems of existing rail transit lines often require upgrades or modifications, such as replacing outdated onboard control systems, adding automatic monitoring functions, or introducing higher-performance train control technologies. In rail transit renovation projects, the new system needs to undergo on-site testing before being officially put into operation to verify its correct linkage with actual trackside equipment and its compatibility with existing operating systems.

[0003] In related technologies, the new system is mainly tested on existing rail transit lines that are already in passenger service. In order to ensure that normal daytime operation is not affected, on-site commissioning work can usually only be arranged during non-operational hours at night. Therefore, the available commissioning time is limited. Moreover, the new system needs to share trackside equipment with the existing system. During the commissioning process, the existing trackside equipment needs to be switched frequently, which can easily interfere with the stable state of the existing system and poses a high safety risk.

[0004] Therefore, how to safely and efficiently verify the functions and performance of the upgraded signaling system without interfering with the normal operation of existing rail transit lines has become a pressing technical problem in this field. Summary of the Invention

[0005] This application provides a testing system and method for a rail transit signaling system, which can improve testing time and reduce safety risks.

[0006] In a first aspect, embodiments of this application provide a test system for a rail transit signaling system, used to test a first rail transit signaling system, the test system comprising: a second rail transit signaling system and a virtual trackside simulation device; The first rail transit signaling system is communicatively connected to the second rail transit signaling system and the virtual trackside simulation device, respectively; The virtual trackside simulation device is used to simulate the state of trackside equipment. The testing system has a first testing mode and a second testing mode; In the first test mode, the first rail transit signaling system sends equipment operation instructions to the virtual trackside simulation device and receives the status of the first simulated trackside device fed back by the virtual trackside simulation device. The first rail transit signaling system also obtains the train position information of the first train on the real line to perform functional testing on the first rail transit signaling system. The first train is controlled by the first rail transit signaling system. In the second test mode, the first rail transit signaling system operates in parallel with the second rail transit signaling system based on the second rail transit signaling system's operation plan, driving the virtual trackside simulation equipment to mimic the operation of real trackside equipment and obtain the state of the second simulated trackside equipment. The first rail transit signaling system also collects the train operation data of the second train in operation and the real state information of the real line where the second train is located, in order to perform performance testing on the first rail transit signaling system. The second train is controlled by the second rail transit signaling system.

[0007] Secondly, embodiments of this application provide a testing method for a rail transit signaling system, applied to a testing system for a rail transit signaling system as described in the first aspect, the method comprising: Determine the test mode in which the test system is operating; When the test system is in the first test mode, the first rail transit signaling system sends equipment operation commands to the virtual trackside simulation device; the virtual trackside simulation device generates a first simulated trackside device status based on the equipment operation commands and feeds back the first simulated trackside device status to the first rail transit signaling system; the first rail transit signaling system obtains the train position information of the first train on the real line; and the first rail transit signaling system performs functional tests based on the first simulated trackside device status and the train position information. When the test system is in the second test mode, the virtual trackside simulation equipment is driven to mimic the operation of real trackside equipment by running in parallel with the second trackside signal system based on the operation plan of the first trackside signal system, thereby obtaining the state of the second simulated trackside equipment. The real state information of the real line and the train operation data of the second train in operation on the real line are collected by the first trackside signal system. Based on the second simulation information, the real state information and the train operation data, the performance of the first trackside signal system is verified.

[0008] Thirdly, embodiments of this application provide an electronic device including a processor and a memory, wherein the memory stores programs or instructions executable on the processor and programs or instructions stored in the memory and executable on the processor, wherein when the programs or instructions are executed by the processor, they implement the steps of the method described in the second aspect.

[0009] Fourthly, embodiments of this application provide a readable storage medium on which a program or instructions are stored, which, when executed by a processor, implement the steps of the method described in the second aspect.

[0010] Fifthly, embodiments of this application provide a computer program product stored in a storage medium, which is executed by at least one processor to implement the method described in the second aspect.

[0011] In this embodiment, by introducing a virtual trackside simulation device, in the first test mode, the first rail transit signaling system sends equipment operation commands to the virtual trackside simulation device and receives feedback on the status of the simulated trackside device, without touching any real trackside equipment. In the second test mode, the first rail transit signaling system only collects the operating data of the second train and the status information of the real track, without outputting any control commands. In both test modes, there is no need to control the real trackside equipment for reversal, reducing interference with the existing operating system and lowering the safety risks associated with reversal operations. Furthermore, since the first rail transit signaling system does not output any control commands in the second test mode, it can be conducted during train operation hours, thereby extending the test time. Attached Figure Description

[0012] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0013] Figure 1 This is a schematic diagram of the architecture of a test system for a rail transit signaling system provided in some embodiments of this application; Figure 2 This is a schematic diagram of the data flow under the first test mode provided in some embodiments of this application; Figure 3 This is a schematic diagram comparing the first test mode provided by some embodiments of this application with the traditional test mode; Figure 4 This is a schematic diagram of the data flow under the second test mode provided in some embodiments of this application; Figure 5These are schematic diagrams of the layer design under the second test mode provided in some embodiments of this application; Figure 6 This is a flowchart illustrating a testing method for a rail transit signaling system provided in some embodiments of this application; Figure 7 These are schematic diagrams of the structure of electronic devices provided in some embodiments of this application. Detailed Implementation

[0014] The features and exemplary embodiments of various aspects of this application will be described in detail below. To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only intended to explain this application and not to limit it. For those skilled in the art, this application can be implemented without some of these specific details. The following description of the embodiments is merely to provide a better understanding of this application by illustrating examples.

[0015] It should be noted that, in this document, relational terms such as "first" and "second" are used merely 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..." does not exclude the presence of additional identical elements in the process, method, article, or apparatus that includes said element.

[0016] Before providing a further detailed description of the embodiments of this application, the nouns and terms involved in the embodiments of this application will be explained, and the nouns and terms involved in the embodiments of this application shall be interpreted as follows.

[0017] ATS: Automatic Train Supervision is a ground subsystem used to realize functions such as train operation planning, train tracking, route management, timetable display, and human-machine interaction.

[0018] ZC: Zone Controller is a safety computer platform responsible for calculating movement authorization (MA) for trains based on their location and the status of trackside equipment.

[0019] DSU: Data Storage Unit, is a subsystem that stores static and dynamic data such as route maps and temporary speed limits.

[0020] CI: Computer Interlocking is a ground subsystem used to implement interlocking logic control between switches, signals, and routes to ensure safe train operation.

[0021] RC: Railside Controller, a unit responsible for the control and status acquisition of railside equipment in some signaling system architectures, often working in conjunction with CI.

[0022] VOBC: Vehicle On-Board Controller, a signal control unit installed on the train, responsible for train positioning, speed monitoring, movement authorization management, and ATP / ATO functions. ATP (Automatic Train Protection) represents automatic train protection, and ATO (Automatic Train Operation) represents automatic train operation.

[0023] TCMS: Train Control and Management System, which is responsible for monitoring and managing the train's internal equipment such as traction, braking, doors, and air conditioning, and can interact with the signaling system.

[0024] BTM: Balise Transmission Module. It is a key onboard device in the rail transit train control system, and is known as the nerve connecting the ground transponder and the Automatic Train Protection (ATP) system.

[0025] OC: Object Controller, is an execution unit used to control specific trackside equipment (such as switches, signals, and platform screen doors). It can receive interlocking commands and drive the equipment.

[0026] IO: Input / Output, refers to a hardwired interface used to acquire device status and output control commands.

[0027] ITE: Intelligent Train Eyes is a train autonomous perception system based on multi-sensor fusion (LiDAR, cameras, etc.), which can achieve centimeter-level positioning and obstacle detection.

[0028] CM mode: Code Train Operation Mode, refers to the manual driving mode under ATP supervision. In this mode, the driver manually drives the train, while the ATP system monitors the entire process to prevent speeding and running red lights, and the train doors open and close automatically.

[0029] MMI: Man-Machine Interface, refers to the operating display screen installed on the driver's console, used to display information such as train speed, mode, and route to the driver, and can accept input from the driver.

[0030] CBTC: Communication Based Train Control System, is a core technology for train operation control widely used in modern urban rail transit.

[0031] Before providing a further detailed description of the embodiments of this application, the testing method for the rail transit signaling system in the relevant application will be introduced. As mentioned earlier, in the renovation projects of urban rail transit signaling systems, since the renovation work usually needs to be carried out on existing lines and it is necessary to ensure that normal daytime operation is not affected, on-site commissioning work is strictly limited to the very short "maintenance window" at night. This traditional on-site commissioning mode has the following obvious technical defects and limitations: First, the effective debugging time is severely insufficient, making it difficult to complete comprehensive testing.

[0032] The available debugging time at night is typically only 2-3 hours, a very limited window. For newly added signaling systems, stability and reliability need to be verified through extended stress testing and scenario traversal. In such a short time, it is impossible to simulate complex operational scenarios, let alone conduct long-term stability testing, making it difficult to fully expose potential software defects and performance bottlenecks in the new system.

[0033] Second, the debugging process requires frequent switching of existing equipment, which poses high safety risks and is inefficient.

[0034] During commissioning, the new system needs to share trackside equipment with the existing system, such as turnouts, signals, and platform screen doors. Each functional test requires a complex switchover operation to transfer control of the equipment between the existing and new systems. This not only consumes valuable commissioning time, but more importantly, if the switchover operation fails or the new system's logic malfunctions, it could potentially disrupt the stability of the existing system, even leading to serious consequences such as turnout malfunctions or abnormal signal opening, directly threatening the operational safety of the following day.

[0035] Therefore, how to safely and efficiently complete the comprehensive verification of the functions and performance of the new signaling system without interfering with the normal operation of existing lines, while making full use of limited debugging resources (including nighttime and daily operating hours), is a technical problem that urgently needs to be solved by those skilled in the art.

[0036] In view of this, and to address the deficiencies in related technologies, this application provides a testing system and method for a rail transit signaling system, aiming to solve the following technical problems: The problem of insufficient debugging time: Overcome the limitation that rail transit renovation projects can only rely on short nighttime non-operational hours for on-site debugging, and resolve the contradiction that equipment switching and post-restoration operational scenario testing further squeeze the already limited nighttime debugging time.

[0037] High operational safety risks: This addresses issues such as equipment failures and inconsistent statuses that may result from frequent switching of existing operational equipment during traditional field testing, and reduces the safety hazards that could affect the normal operation of the line the following day due to improper commissioning operations.

[0038] Addressing the issue of incomplete scenario coverage: Solving the problem that relying solely on the limited time available at night cannot complete full coverage testing of a large number of operational scenarios.

[0039] The testing system and testing method for the rail transit signaling system provided in this application can be applied to the testing scenarios of rail transit renovation projects. The testing system and testing method for the rail transit signaling system provided in the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0040] Figure 1 The diagram shows an architecture schematic of a test system for a rail transit signaling system provided in some embodiments of this application. This test system can be used to test a first rail transit signaling system, which can be a new rail transit signaling system obtained by modification in a rail transit renovation project.

[0041] like Figure 1 As shown, the rail transit signal testing system may include a second rail transit signal system and a virtual trackside simulation device, and the first rail transit signal system is communicatively connected to the second rail transit signal system and the virtual trackside simulation device.

[0042] Virtual trackside simulation equipment is used to simulate the status of trackside equipment. For example, trackside equipment may include one or more of signals, switches, platform screen doors, and emergency stop buttons. Of course, in addition to signals, switches, platform screen doors, and emergency stop buttons, virtual trackside simulation equipment can also simulate the status of other trackside equipment on the line, which will not be listed here.

[0043] In some embodiments of this application, the first rail transit signaling system includes actual core equipment. The first rail transit signaling system retains a hierarchy of actual equipment, including a central layer, station layer, on-board layer, and trackside layer, with each layer employing actual physical equipment.

[0044] For example, the central layer of the first rail transit signaling system includes a first ATS central device, the station layer may include a first ATS station device, a first area controller (ZC), a first data storage unit (DSU), and a first interlocking controller (CI / RC), the on-board layer may include a first on-board controller (VOBC) and a first TCMS, and the trackside layer may include a first axle counting device and a first transponder. Hereinafter, for ease of description, the first ATS central device will be referred to as the first ATS.

[0045] In some embodiments of this application, the second rail transit signaling system is an existing, operational signaling system on the line that continuously controls the actual trackside equipment and ensures daily train operation safety. The second rail transit signaling system may include actual physical equipment necessary for normal operation, such as a second ATS, a second interlocking controller, a second axle counter, a second transponder, and a second ZC, all of which are located at the actual operation site.

[0046] In some embodiments of this application, the virtual trackside simulation device may include a simulated trackside device, a simulated I / O device, and a standalone object controller (OC). The simulated I / O device is communicatively connected to both the simulated trackside device and the standalone OC. The standalone OC receives device operation commands sent by the first interlocking controller and transmits these commands to the simulated trackside device via the simulated I / O device. The simulated trackside device then simulates the actions of trackside devices such as signals and turnouts based on the commands, generating a simulated trackside device status, which is then fed back to the first interlocking controller via the simulated I / O device and the standalone OC. This structure enables the first interlocking controller to control and acquire the status of trackside devices such as signals, emergency stop buttons, turnouts, and platform screen doors, allowing the first rail transit signaling system to complete closed-loop verification of the trackside device control and acquisition logic without touching any real physical trackside devices. The testing system provided in this application has two switchable operating modes: a first test mode and a second test mode. In the first test mode, the first rail transit signaling system controls the train operation, and the test system uses a combination of virtual and real methods to perform functional tests on the first rail transit signaling system. In the second test mode, the second rail transit signaling system controls the train operation, and the test system uses a method where the first rail transit signaling system only monitors and does not control the first rail transit signaling system to perform performance tests.

[0047] In some embodiments of this application, to facilitate the switching of control between the first and second rail transit signaling systems, the test system may include an on-board reversing switch. This reversing switch is used to switch control between the first and second rail transit signaling systems. When the reversing switch is in the "first rail transit signaling system position," the first rail transit signaling system controls the vehicle; when the reversing switch is in the "second rail transit signaling system position," the second rail transit signaling system controls the vehicle.

[0048] The two testing modes will be introduced below.

[0049] First, let's introduce the first test mode.

[0050] The first test mode is mainly used during nighttime maintenance windows or non-operational periods to test the core logic functions of the first rail transit signaling system. This includes tests such as movement authorization, overspeed protection, daily inspection, and rollback.

[0051] In the first test mode, the first rail transit signaling system sends equipment operation commands to the virtual trackside simulation equipment and receives feedback on the status of the simulated trackside equipment from the virtual trackside simulation equipment. The first rail transit signaling system also obtains the train position information of the first train on the real line to perform functional testing on the first rail transit signaling system; the real line refers to the line where the second rail transit signaling system is deployed. The first train is controlled by the first rail transit signaling system.

[0052] In some embodiments of this application, during route processing tests, since the ground equipment does not switch back, the control of the trackside equipment remains under the second rail transit signaling system. Therefore, it is necessary to process the route using the second rail transit signaling system. Specifically, during route processing tests, the second ATS processes route instructions in the second rail transit signaling system that include routes with a length greater than or equal to that of the first rail transit signaling system. For example, if the first rail transit signaling system needs to test a route from station A to station B, which passes through station B, the second ATS can process a route from station A to station C or even longer, where the route from station A to station C passes through station B. The purpose of this is to allow the second rail transit signaling system to control the actual turnouts to lock to the specified positions, ensuring that the state of the actual trackside equipment subsequently relied upon by the first rail transit signaling system, such as turnout positions and signal displays, completely covers the trackside range required for its test, thereby guaranteeing the consistency between the simulation and the actual state.

[0053] After the second ATS processes the route instruction, the first ATS receives the route instruction from the second ATS and transmits it to the first interlocking controller. Then, the first interlocking controller generates equipment operation instructions based on the route instruction and sends these instructions to the virtual trackside simulation equipment. In this way, the virtual trackside simulation equipment can send the equipment operation instructions to the simulated trackside equipment via a standalone OC and simulated I / O devices, driving the simulated trackside equipment to operate and thus obtaining the status of the first simulated trackside equipment. The simulated trackside equipment then feeds back its status to the first interlocking controller, forming a closed loop of "instruction issuance—execution—status feedback." This design ensures that the simulated trackside equipment in the virtual trackside simulation equipment maintains the same status as the real trackside equipment.

[0054] In some embodiments of this application, the first ATS can obtain the route instructions processed by the second ATS by means such as interface listening or active reading.

[0055] In some embodiments of this application, the equipment operation instructions are instructions used to control the operation of trackside equipment. For example, the equipment operation instructions may be "move turnout No. 1 to the position" or "turn on the green light of signal No. X".

[0056] In some embodiments of this application, the first train is a train on a real track, and the first train is equipped with a first VOBC, which communicates with a first interlocking controller and a first ZC. In the first test mode, while the virtual trackside simulation equipment is controlled based on the route command to perform state simulation, the first VOBC collects the train position information of the first train in order to track the position of the first train.

[0057] In some embodiments of this application, the train position information of the first train can be determined jointly by a first axle counter, a first transponder, a second axle counter, and a second transponder installed on a real track. Both the first and second axle counters can detect train axles, and both the first and second transponders can read transponder information. The first VOBC can obtain the precise position information of the first train by receiving the actual axle counting status of the first and second axle counters and the transponder messages from the first and second transponders. Thus, by using real axle counters and transponders to obtain the train position, a closed-loop logical verification flow of "real positioning + virtual control" is formed.

[0058] In some embodiments of this application, the first VOBC can send the train position information of the first train to the first ZC and the first ATS. The first ZC can calculate the movement authorization for the first train based on the train position information and the simulation status of the first trackside facility. The first ATS can perform train tracking and automatic route management based on the train position information and the loaded timetable. By comparing the calculation results of the first VOBC with the expected behavior, the functional verification of the first rail transit signaling system can be completed.

[0059] See Figure 2 This is a schematic diagram of the data flow in the first test mode. Figure 2 The diagram primarily shows the data flow between the first rail transit signaling system and the virtual trackside simulation equipment. Specifically, the first BTM is the BTM corresponding to the first transponder in the first rail transit signaling system.

[0060] See Figure 3 This is a diagram comparing the first test mode with the traditional test method. Figure 3 The new onboard equipment in this context refers to the onboard equipment in the primary rail transit signaling system, such as VOBC and TCMS. Figure 3 As shown, in the traditional test mode on the left, the turnout is controlled by the existing signal system, namely the second rail transit signal system. In the first test mode on the right, the existing signal system locks the turnout, that is, controls the turnout to be in the specified position, and the first rail transit signal system simulates the trackside equipment through a virtual trackside simulation device.

[0061] In the first test mode, since the actual trackside equipment such as turnouts is controlled by the second rail transit signaling system and not directly driven by the first rail transit signaling system, a closed-loop interaction between the first rail transit signaling system and the simulation environment is achieved without changing the control of existing equipment, thereby verifying the core logical functions of the first VOBC and the first ATS. The entire test process does not require any physical switching operations, thus eliminating the risk of interference with operating equipment.

[0062] The second test mode will be introduced below.

[0063] The second testing mode is primarily used during normal daytime operating hours to conduct long-term stability tests, stress tests, and operational scenario verifications on the first rail transit signaling system using real operating trains and operational data. In this mode, the first and second rail transit signaling systems are deployed in parallel, but the first rail transit signaling system only collects status data on the actual line equipment without outputting any control commands; that is, it only monitors and does not control.

[0064] In the second test mode, the first rail transit signaling system operates in parallel with the second rail transit signaling system based on the latter's operational plan. This drives virtual trackside simulation equipment to mimic the operation of real trackside equipment, obtaining the status of the simulated trackside equipment. The first rail transit signaling system also collects real-world status information of the actual railway line and train operation data of a second train operating on the actual line to perform performance testing. The second train is controlled by the second rail transit signaling system. Thus, in the second test mode, although the first rail transit signaling system does not control the train, its internal logical operation is synchronized with the state of the actually operating second rail transit signaling system. This ensures that the collected performance data and logical verification results have high authenticity and reference value, allowing for performance testing of the first rail transit signaling system even during operational periods.

[0065] In the second test mode, the second ATS and the first ATS are powered on and operating normally, both loading the same train timetable. The second ATS sends an operation plan to the second interlocking controller according to the timetable to drive the actual trackside equipment such as turnouts and signals. The first ATS sends an operation plan to the first interlocking controller according to the same timetable. The first interlocking controller drives the simulated trackside equipment through simulated I / O devices, thereby obtaining the status of the simulated trackside equipment. In this way, the status of the simulated trackside equipment is kept consistent with the status of the actual trackside equipment, keeping the internal logic operating environment of the first rail transit signaling system synchronized with the actual operating environment.

[0066] In some embodiments of this application, the first VOBC can determine whether it is in the second test mode by identifying the position of the reversing switch. When it is determined that the reversing switch is in the "second rail transit signal system position", the first VOBC can determine that it is in the second test mode.

[0067] In other embodiments of this application, considering that the second test mode is more suitable for operation during operating hours, while the first test mode is more suitable for operation during off-peak hours, the first VOBC can also determine the test mode of the test system by identifying whether the actual line deploying the second rail transit signaling system is in operation. If the actual line is in operation, the test system is determined to be in the second test mode; if the actual line is not in operation, the test system is determined to be in the first test mode. This allows for intelligent switching between modes. Specifically, the first VOBC can determine whether the actual line is in operation by obtaining the current time and the actual line's operating schedule. Specifically, if the current time falls within any operating period in the operating schedule, the actual line is determined to be in operation.

[0068] In some embodiments of this application, both the first VOBC and the second VOBC are deployed on the second train. The first VOBC is connected to the first human-machine interface (MMI), and the second VOBC is connected to the second MMI. The first MMI and the second MMI are independent display devices or independent display channels of the same display device. In the second test mode, the first MMI can maintain its display, and its displayed content remains synchronized with the displayed content of the second MMI. Specifically, since the first VOBC follows the second train controlled by the second VOBC and collects the same train speed and position information, and the first ATS and the second ATS load the same timetable, the train position, movement authorization, and other information calculated by the first rail transit signaling system are highly consistent with the actual output of the second rail transit signaling system. Therefore, the information displayed by the first MMI is basically consistent with that of the second MMI, and will not cause confusion or interference to the driver. When driving, the driver still uses the second MMI as the primary driving reference, while the first MMI can be used by onboard commissioning personnel to monitor the operating status of the first system.

[0069] In some other embodiments of this application, in the second test mode, the first MMI can also be set to a non-display state, i.e., a black screen, to reduce visual interference to the driver.

[0070] In some embodiments of this application, in the second test mode, when acquiring the train operation data of the second train, the first VOBC can utilize the automatic sensing system on the second train, such as ITE, for initial positioning. The automatic sensing system can fuse data from multiple sensors, including lidar and cameras, to obtain centimeter-level absolute position when the second train starts, thus completing the initial positioning without relying on a ground transponder. After initial positioning, the first VOBC can adopt a manual driving mode, i.e., CM mode, to synchronously run alongside the second train controlled by the second rail transit signaling system. In this mode, the first VOBC can continuously collect real-time speed, displacement, and position information of the second train using its onboard speed sensors, accelerometers, and automatic sensing system, thereby obtaining the position and speed information of the second train.

[0071] In some embodiments of this application, under the second test mode, the first interlocking controller can also directly collect the actual axle occupancy status output by the axle counting equipment on the actual line. For example, when the second train passes through a certain axle counting section, the first interlocking controller can obtain the change in the section's status from "cleared" to "occupied". The first interlocking controller can map this actual axle occupancy status to the first ATS, and the first ATS can then display the real-time position of the second train on the interface, thereby realizing the display of the second train's position. This allows the first rail transit signaling system to see the actual position of the second train without relying on the information transmission of the second rail transit signaling system, thus independently completing logical verifications such as train tracking and route unlocking.

[0072] In some embodiments of this application, under the second test mode, the first rail transit signaling system can undergo performance testing based on information such as the timetable loaded by the first ATS, train operation data collected by the first VOBC, the actual axle occupancy status collected by the first interlocking controller, and the status of the second simulated trackside equipment. The performance testing may include operational timetable stability testing, stress testing, and operational scenario testing.

[0073] For example, referring to Table 1, performance testing can support the following test cases: Table 1 In some embodiments of this application, during operational stability testing, the first rail transit signaling system can run continuously for several days or even weeks with the second train in operation, continuously recording indicators such as CPU utilization, memory usage, task execution time, and number of abnormal interruptions, thereby assessing its long-term operational stability.

[0074] In some embodiments of this application, during stress testing, real high-density traffic scenarios during morning and evening rush hours can be used, such as a minimum train tracking interval of 90 seconds, to measure stress indicators such as the route processing success rate, mobile authorization update latency, and communication throughput of the first rail transit signaling system.

[0075] In some embodiments of this application, during operational scenario testing, the first rail transit signaling system follows various events that occur during the actual operation of the second train, such as train entering and leaving the station, turning back, temporary speed limits, and switch actions, to verify whether its logical response to these scenarios is correct.

[0076] See Figure 4 This is a schematic diagram of the data flow under the second test mode.

[0077] See Figure 5 This is a schematic diagram of the design of each layer in the second test mode. For example... Figure 5As shown, the central layer design includes: the second ATS and the first ATS are powered on and working normally, loading the same operating plan to ensure that the actual train controlled by the second rail transit signaling system, i.e., the operating plan of the second train and the virtual train controlled by the first rail transit signaling system, are consistent. The on-board layer design mainly includes: when the first VOBC is determined to be in the second test mode, it uses the ITE on the second train for initial positioning, and then follows the second rail transit signaling system in CM mode. The first MMI follows the operation and display. In addition, the first VOBC also collects information such as the speed and position of the second train, but does not control the train. The ground layer design mainly includes: the second interlocking controller of the second rail transit signaling system is working normally. After receiving the operating plan of the second ATS, it drives the actual trackside equipment to act. After receiving the same operating plan, the first interlocking controller of the first rail transit signaling system drives the simulated trackside equipment to act through the simulation IO device, ensuring that the simulated equipment and the actual equipment are consistent. The first interlocking controller also collects the actual axle occupancy status to feed back the train position to the first ATS for train position display.

[0078] Since the first rail transit signaling system does not output any control commands in the second test mode, the test in the entire second test mode has almost no impact on actual operation, thus it can be carried out during operating hours, increasing the time available for testing.

[0079] In some embodiments of this application, to further enhance testing capabilities and safety, a fault injection engine can be integrated within the virtual trackside simulation device in either the first or second test mode. The fault injection engine can dynamically simulate various anomalies or fault modes of the trackside equipment, such as: broken red light wires on signal controllers, inconsistent turnout indications, lost axle counting section occupancy, and ZC communication timeouts. Based on this, during testing, faults can be injected through the fault injection engine to test the first rail transit signaling system's response capability to trackside faults and its robustness to sensor data anomalies.

[0080] For example, in the first test mode, the fault injection engine can forcibly set the status of a virtual turnout in the simulated trackside equipment to a fault state. For instance, it can command the turnout to be activated but indicate that the feedback remains in the unlocked state, and then feed this fault state back to the first interlocking controller. The first interlocking controller should, according to safety design logic, prohibit the opening of routes through that turnout and trigger the corresponding alarm. In this way, the correctness of the first rail transit signaling system's response to trackside faults can be verified with zero risk without damaging any real equipment, particularly its fault-tolerant safety capabilities.

[0081] For example, in the second test mode, the fault injection engine can superimpose virtual faults onto the actual axle occupancy status data to test the robustness of the first rail transit signaling system in the event of sensor data anomalies. For instance, when the actual axle occupancy status is "cleared," the fault injection engine can send an "occupancy" signal to the first interlocking controller, thus testing the robustness of the first rail transit signaling system in the event of axle misjudgment. Since the first rail transit signaling system does not control the train, this test will not cause real safety problems, but it can fully expose the system's defects under non-ideal inputs.

[0082] In some embodiments of this application, in the first test mode, since the first train is controlled by the first rail transit signaling system, it does not report any information to the ground control (ZC) in the existing second rail transit signaling system. Therefore, in the second rail transit signaling system, the first train is identified as a UT (Uncommunicative Train). From the perspective of the second rail transit signaling system, the UT train is like a moving obstacle; it is known to exist, but its precise location, speed, intention, or identity is unknown. This means that in the first test mode, only one UT train is allowed on the line, making it impossible to complete multi-train test scenarios such as dual-train tracking, minimum operating interval stress testing, and line turnaround capability verification. Therefore, to achieve multi-train collaborative testing, a virtual train generator can be added inside the first rail transit signaling system based on the second test mode. This virtual train generator can insert several shadow virtual trains into the real line. These shadow virtual trains exist only in the logical model of the first rail transit system, do not occupy real physical space, and do not collide with real trains. The first rail transit signaling system can calculate movement authorizations, process routes, and track trains for these virtual trains, with all outputs suppressed—that is, not sent to the actual implementing agencies. By allowing the virtual trains to operate in mixed formations with real, operational trains, complex multi-train scenarios such as high-density traffic, minimum tracking intervals, and line turnaround capabilities can be simulated without adding any real rolling stock, thus completing a comprehensive verification of the multi-train collaborative logic of the first rail transit signaling system.

[0083] Corresponding to the aforementioned test system, this application also provides a test method applied to the test system. The method flow is as follows: Figure 6 As shown, it mainly includes the following steps 610-630.

[0084] 610. Determine the test mode of the test system.

[0085] In some embodiments of this application, the test mode can be determined by determining the position of the reversing switch. When the reversing switch is in the "first rail transit signal system position", it is determined to be in the first test mode. When the reversing switch is in the "second rail transit signal system position", it is determined to be in the second test mode.

[0086] In other embodiments of this application, the test mode can also be determined by whether the actual line where the second rail transit signaling system is deployed is in operation. If the actual line is in operation, the test system is determined to be in the second test mode; if the actual line is not in operation, the test system is determined to be in the first test mode.

[0087] 620. When the test system is in the first test mode, the first rail transit signaling system sends equipment operation commands to the virtual trackside simulation device; the virtual trackside simulation device generates the first simulated trackside device status based on the equipment operation commands and feeds back the first simulated trackside device status to the first rail transit signaling system; the first rail transit signaling system obtains the train position information of the first train on the real line; based on the first simulated trackside device status and the train position information, the first rail transit signaling system is functionally tested.

[0088] In some embodiments of this application, in the first test mode, the first ATS can obtain the route instruction processed by the second ATS. The first interlocking controller can generate equipment operation instructions based on the route instructions, and then send the equipment operation instructions to the simulated trackside equipment through the standalone OC and simulated IO devices, so that the simulated trackside equipment can operate in accordance with the equipment operation instructions, thereby obtaining the status of the first simulated trackside equipment. Finally, the simulated trackside equipment feeds back the status of the first simulated trackside equipment to the first interlocking controller, thereby forming a closed loop.

[0089] In some embodiments of this application, the first VOBC can obtain the real-time position of the first train through axle counting equipment and transponders set on the actual line, thereby obtaining the train position information of the first train.

[0090] In some embodiments of this application, the first VOBC, the first ZC, and the first ATS can execute functional logic based on the information obtained above and compare it with the expected result to complete the functional verification.

[0091] 630. When the test system is in the second test mode, the virtual trackside simulation equipment is driven to mimic the operation of the real trackside equipment by running in parallel with the first track traffic signal system based on the operation plan of the second track traffic signal system, thereby obtaining the status of the second simulated trackside equipment; the real status information of the real line and the train operation data of the second train in operation on the real line are collected by the first track traffic signal system; the performance of the first track traffic signal system is verified based on the second simulation information, the real status information and the train operation data.

[0092] In some embodiments of this application, in the second test mode, the first ATS and the second ATS are loaded with the same running chart and run synchronously. When the first VOBC determines that it is in the second test mode, it uses the automatic sensing system on the second train to perform initial positioning, and then follows the second train in CM mode to collect information such as the speed and position of the second train. However, during this process, the first VOBC does not output any train control commands.

[0093] In some embodiments of this application, in the second test mode, the first interlocking controller drives the simulated trackside equipment to run according to the operation plan output by the first ATS, so that the state of the simulated trackside equipment is consistent with that of the real trackside equipment driven by the second interlocking controller, thereby obtaining the second simulated trackside equipment state fed back by the simulated trackside equipment.

[0094] In some embodiments of this application, under the second test, the first interlocking controller can also collect the actual axle occupancy status to obtain the actual position of the second train and feed it back to the first ATS for display.

[0095] In some embodiments of this application, the stability, stress, and operational scenario performance of the first rail transit signaling system can ultimately be evaluated based on the real operational data collected above, such as train speed, position, axle count status, and the status of the second simulated trackside equipment.

[0096] Through the above embodiments, this application achieves the following beneficial effects compared to the prior art: In the first test mode, the first rail transit signal does not switch physical equipment; in the second test mode, the first rail transit signal does not send control commands. Both test modes can reduce interference with the existing operating system and lower operational risks. Furthermore, since the first rail transit signal does not send control commands in the second test mode, testing can be conducted during the operating period, thereby increasing the test duration and enabling stability testing for several consecutive days.

[0097] Figure 7 A schematic diagram of the hardware structure of the electronic device provided in an embodiment of this application is shown.

[0098] Electronic device 700 may include processor 701 and memory 702 storing computer program instructions.

[0099] Specifically, the processor 701 may include a central processing unit (CPU), an application-specific integrated circuit (ASIC), or one or more integrated circuits that can be configured to implement the embodiments of this application.

[0100] Memory 702 may include mass storage for data or instructions. For example, and not limitingly, memory 702 may include a hard disk drive (HDD), floppy disk drive, flash memory, optical disk, magneto-optical disk, magnetic tape, or Universal Serial Bus (USB) drive, or a combination of two or more of these. Where appropriate, memory 702 may include removable or non-removable (or fixed) media. Where appropriate, memory 702 may be internal or external to electronic device 700. In a particular embodiment, memory 702 is non-volatile solid-state memory. Memory 702 may include read-only memory (ROM), random access memory (RAM), disk storage media device, optical storage media device, flash memory device, electrical, optical, or other physical / tangible memory storage device. Thus, generally, memory 702 includes one or more tangible (non-transitory) computer-readable storage media (e.g., memory devices) encoded with software including computer-executable instructions, and when the software is executed (e.g., by one or more processors), it performs the operations described in any of the test methods in the above embodiments.

[0101] The processor 701 implements any of the testing methods described in the above embodiments by reading and executing computer program instructions stored in the memory 702.

[0102] In one example, the electronic device 700 may also include a communication interface 703 and a bus 710. Wherein, as... Figure 7 As shown, the processor 701, memory 702, and communication interface 703 are connected through bus 710 and complete communication with each other.

[0103] The communication interface 703 is mainly used to realize communication between various modules, devices, units and / or equipment in the embodiments of this application.

[0104] Bus 710 includes hardware, software, or both, that couples components of electronic device 700 together. For example, and not limitingly, the bus may include Accelerated Graphics Port (AGP) or other graphics buses, Enhanced Industry Standard Architecture (EISA) buses, Front Side Bus (FSB), HyperTransport (HT) interconnects, Industry Standard Architecture (ISA) buses, Infinite Bandwidth Interconnects, Low Pin Count (LPC) buses, memory buses, Microchannel Architecture (MCA) buses, Peripheral Component Interconnect (PCI) buses, PCI-Express (PCI-X) buses, Serial Advanced Technology Attachment (SATA) buses, Video Electronics Standards Association Local (VLB) buses, or other suitable buses, or combinations of two or more of these. Where appropriate, bus 710 may include one or more buses. Although specific buses are described and illustrated in embodiments of this application, any suitable bus or interconnect is contemplated herein.

[0105] Furthermore, in conjunction with the testing methods in the above embodiments, this application embodiment can provide a computer storage medium for implementation. This computer storage medium stores computer program instructions; when these computer program instructions are executed by a processor, they implement any of the testing methods in the above embodiments.

[0106] This application also provides a computer program product, including a computer program, which, when executed, implements any of the testing methods described in the above embodiments.

[0107] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0108] The functional blocks shown in the above-described structural diagram can be implemented as hardware, software, firmware, or a combination thereof. When implemented in hardware, they can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. Programs or code segments can be stored on a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave. "Machine-readable medium" can include any medium capable of storing or transmitting information. Examples of machine-readable media include electronic circuits, semiconductor memory devices, ROM, flash memory, erasable ROM (EROM), floppy disks, CD-ROMs, optical disks, hard disks, fiber optic media, radio frequency (RF) links, etc. Code segments can be downloaded via computer networks such as the Internet, intranets, etc.

[0109] It should also be noted that the exemplary embodiments mentioned in this application describe methods or systems based on a series of steps or apparatus. However, this application is not limited to the order of the above steps; that is, the steps can be performed in the order mentioned in the embodiments, or in a different order, or several steps can be performed simultaneously.

[0110] The aspects of this disclosure have been described above with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this disclosure. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine such that these instructions, executable via the processor of the computer or other programmable data processing apparatus, enable the implementation of the functions / actions specified in one or more blocks of the flowchart illustrations and / or block diagrams. Such a processor can be, but is not limited to, a general-purpose processor, a special-purpose processor, a special application processor, or a field-programmable logic circuit. It is also understood that each block in the block diagrams and / or flowcharts, and combinations of blocks in the block diagrams and / or flowcharts, can also be implemented by special-purpose hardware performing the specified functions or actions, or can be implemented by a combination of special-purpose hardware and computer instructions.

[0111] The above description is merely a specific implementation of this application. Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, modules, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here. It should be understood that the protection scope of this application 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 this application, and these modifications or substitutions should all be covered within the protection scope of this application.

Claims

1. A test system for a rail transit signaling system, characterized in that, The test system is used to test a first rail transit signaling system, and the test system includes: a second rail transit signaling system and a virtual trackside simulation device; The first rail transit signaling system is communicatively connected to the second rail transit signaling system and the virtual trackside simulation device, respectively; The virtual trackside simulation device is used to simulate the state of trackside equipment. The testing system has a first testing mode and a second testing mode; In the first test mode, the first rail transit signaling system sends equipment operation instructions to the virtual trackside simulation device and receives the first simulated trackside device status fed back by the virtual trackside simulation device. The first rail transit signaling system also obtains the train position information of the first train on the real line to perform functional testing on the first rail transit signaling system. The first train is controlled by the first rail transit signaling system. In the second test mode, the first rail transit signaling system operates in parallel with the second rail transit signaling system based on the second rail transit signaling system's operation plan, driving the virtual trackside simulation equipment to mimic the operation of real trackside equipment and obtain the state of the second simulated trackside equipment. The first rail transit signaling system also collects the train operation data of the second train in operation and the real state information of the real line where the second train is located, in order to perform performance testing on the first rail transit signaling system. The second train is controlled by the second rail transit signaling system.

2. The testing system according to claim 1, characterized in that, The first rail transit signaling system includes a first interlocking controller; the virtual trackside simulation equipment includes simulated trackside equipment, simulated input / output devices, and a standalone object controller; The simulation input / output device is communicatively connected to the simulation trackside device and the standalone object controller, respectively. The first interlocking controller is used to send equipment operation commands to the virtual trackside simulation equipment; The standalone object controller is used to receive equipment operation instructions sent by the first interlocking controller, and transmit the equipment operation instructions to the simulation trackside equipment through the simulation input / output device; The simulated trackside device is used to simulate the actions of the trackside device based on the device operation instructions to obtain the simulated trackside device status. The simulated trackside device is also used to feed back the status of the simulated trackside device to the first interlocking controller via the simulated input / output device and the standalone object controller.

3. The testing system according to claim 1 or 2, characterized in that, The first rail transit signaling system includes a first automatic monitoring unit (ATS) and a first interlocking controller; The second rail transit signaling system includes a second ATS; The second ATS is used in the first test mode to process route instructions that include routes with a length greater than or equal to that of the first rail transit signaling system; The first ATS is used to obtain the route instruction processed by the second ATS in the first test mode; The first interlocking controller is used to generate the equipment operation command based on the route command in the first test mode, send the equipment operation command to the virtual trackside simulation device, and receive the status of the first simulated trackside device fed back by the virtual trackside simulation device.

4. The testing system according to claim 1, characterized in that, The first rail transit signaling system includes a first onboard controller (VOBC), a first axle counter, and a first transponder; The second rail transit signaling system includes a second axle counter and a second transponder; The first VOBC is installed on the first train; The first axle counting device, the first transponder, the second axle counting device, and the second transponder are installed on the actual line; The first VOBC is used to determine the train position information of the first train based on the data collected by the first axle counting device, the first transponder, the second axle counting device, and the second transponder in the first test mode.

5. The testing system according to claim 1, characterized in that, The train operation data includes the train's location information and speed information; the first rail transit signaling system includes a first VOBC; The first VOBC is used to perform initial positioning of the second train through the automatic sensing system of the second train in the second test mode. After the initial positioning is completed, it operates in manual driving mode and collects the position and speed information of the second train under the control of the second rail transit signal system.

6. The testing system according to claim 1, characterized in that, The first rail transit signaling system includes a first interlocking controller and a first ATS; The second rail transit signaling system includes a second ATS and a second interlocking controller; The first ATS is used to run synchronously with the second ATS in the second test mode, loading the same run graph. The second interlocking controller is used to drive the actual trackside equipment on the actual line to operate based on the operation plan output by the second ATS in the second test mode; The first interlocking controller is used to drive the virtual trackside simulation equipment to operate based on the operation plan output by the first ATS in the second test mode, so as to obtain the status of the second simulated trackside equipment.

7. The testing system according to claim 6, characterized in that, The first interlocking controller is also used to obtain the actual axle occupancy status of the actual line in the second test mode, so as to obtain the train position information of the second train based on the actual axle occupancy status, and provide the train position information to the first ATS; The first ATS is used to display the train position based on the train position information in the second test mode.

8. A test method for a rail transit signaling system, characterized in that, The test system applied to the rail transit signaling system according to any one of claims 1 to 7, the method comprising: Determine the test mode in which the test system is operating; When the test system is in the first test mode, the first rail transit signaling system sends equipment operation commands to the virtual trackside simulation device; the virtual trackside simulation device generates a first simulated trackside device status based on the equipment operation commands and feeds back the first simulated trackside device status to the first rail transit signaling system; the first rail transit signaling system obtains the train position information of the first train on the real line; and the first rail transit signaling system performs functional tests based on the first simulated trackside device status and the train position information. When the test system is in the second test mode, the virtual trackside simulation equipment is driven to mimic the operation of real trackside equipment by running in parallel with the second trackside signal system based on the operation plan of the first trackside signal system, thereby obtaining the state of the second simulated trackside equipment. The real state information of the real line and the train operation data of the second train in operation on the real line are collected by the first trackside signal system. Based on the second simulation information, the real state information and the train operation data, the performance of the first trackside signal system is verified.

9. The method according to claim 8, characterized in that, The first rail transit signaling system includes a first ATS and a first interlocking controller; the second rail transit signaling system includes a second ATS; The step of sending equipment operation commands to the virtual trackside simulation equipment through the first rail transit signaling system includes: The second ATS processes route instructions that include routes with a length greater than or equal to that of the first rail transit signaling system. The first ATS is used to obtain the route instructions processed by the second ATS; The first interlocking controller generates the equipment operation command based on the route command and sends the equipment operation command to the virtual trackside simulation device.

10. The method according to claim 8, characterized in that, Determining the test mode of the test system includes: Determine whether the actual rail transit signaling system deployed on the second rail transit signaling system is in operation. When the actual line is in operation, the test system is determined to be in the second test mode; When the actual line is not in operation, the test system is determined to be in the first test mode.

Images