CN117202243A - Test system, method, electronic equipment and medium of rail transit signal system - Google Patents
Test system, method, electronic equipment and medium of rail transit signal system Download PDFInfo
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Abstract
The embodiment of the invention discloses a test system, a test method, electronic equipment and a test medium of a rail transit signal system. The system comprises: the control server is used for running a first test case, wherein the first test case comprises a first sub-test case, a second sub-test case and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system; the wireless simulation server is used for establishing a wireless communication dynamic simulation environment based on the dynamic description information; the first test subsystem is used for testing the vehicle-mounted signal system in an interaction scene of the wireless communication dynamic simulation environment in the running process of the first test sub-case; and the second testing subsystem is used for testing the trackside signal system in the scene of the running process of the second sub-testing case. The comprehensive test platform is provided, the simulation environment is close to a real scene, the accuracy of the test is improved, and the test platform can be suitable for the test of the T/CAMET standard.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a test system, a test method, electronic equipment and a test medium of a rail transit signal system.
Background
Common rail transit generally comprises traditional railways (common railways, inter-urban railways and urban railways), subways, light rails and trams, and also novel rail transit such as magnetic levitation track systems, monorail systems and the like.
Rail traffic signal systems typically include an on-board signal system and a trackside signal system. The rail traffic signal system is a software and hardware system with high requirements on safety, reliability and usability, the whole development period and the whole process involve a testing process of a plurality of links, and perfect testing is a necessary guarantee for ensuring the design requirements.
Disclosure of Invention
The embodiment of the invention provides a test system, a test method, electronic equipment and a test medium of a rail transit signal system.
A test system for a rail transit signal system, comprising:
the control server is used for running a first test case, wherein the first test case comprises a first sub-test case of a vehicle-mounted signal system, a second sub-test case of a trackside signal system and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system;
the wireless simulation server is used for establishing a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system based on the dynamic description information;
The first test subsystem is used for testing the vehicle-mounted signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact with each other through the wireless communication dynamic simulation environment in the running process of the first test sub-case;
and the second testing subsystem is used for testing the trackside signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact with each other through the wireless communication dynamic simulation environment in the running process of the second testing sub-case.
Therefore, the embodiment of the invention provides the comprehensive test platform of the rail transit signal system, and the interaction under the wireless communication dynamic simulation environment is close to the real scene, so that the accuracy of the test is improved. And based on the description information, various wireless communication scenes can be simulated, so that various practical application scenes are simulated, and the test applicability is improved.
In one embodiment, the control server is configured to execute a static test case of the vehicle-mounted signal system;
the first test subsystem is used for statically testing the vehicle-mounted signal system in the running process of the static test case of the vehicle-mounted signal system.
It can be seen that the first test subsystem according to the embodiment of the present invention may also perform a static test of the vehicle signal system.
In one embodiment, the control server is configured to execute a static test case of the trackside signal system;
and the second test subsystem is used for statically testing the trackside signal system in the running process of the static test case of the trackside signal system.
It can be seen that the second test subsystem of an embodiment of the present invention may also perform a static test of the trackside signal system.
In one embodiment, the first test subsystem includes:
the signal simulator is used for simulating sensor signals in train operation and sending the sensor signals to the vehicle-mounted signal system;
the transponder is used for providing train position information for the vehicle-mounted signal system;
and the vehicle-mounted test server is used for receiving a state update message from the vehicle-mounted signal system, wherein the state update message is generated by the vehicle-mounted signal system based on the sensor signal, the position information and the mobile authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and the vehicle-mounted signal system is detected based on the state update message.
Thus, embodiments of the present invention propose a first test subsystem adapted to a dynamic simulation environment.
In one embodiment, the first test subsystem further comprises:
the signal format converter is used for executing format conversion of analog signals/hard-wire signals and messages between the vehicle-mounted signal system and the vehicle-mounted test server;
and the vehicle-mounted test server is used for executing test on the analog signals, the hard wire signals and the messages.
Therefore, based on the signal format converter, the test can be performed on the analog signal, the hard wire signal and the message, and the test content is enriched.
In one embodiment, the first test subsystem further comprises:
and the input/output module is used for realizing the voltage conversion of the hard-wire signal between the signal format converter and the vehicle-mounted signal system.
Therefore, based on the input/output module, the voltage conversion of the hard-wire signal can be realized, and the test universality is improved.
In one embodiment, the second test subsystem includes:
the interlocking simulation system is used for generating track state simulation information;
an automatic train monitoring system (ATS) dual-network for transmitting the track status simulation information to the trackside signal system;
A control dual-network for receiving position information of a train from the trackside signal system, wherein the position information is generated by the trackside signal system in the wireless communication dynamic simulation environment;
wherein the trackside signal system generates movement authorization information based on the location information and the track state simulation information, the trackside signal system being tested based on the movement authorization information.
It can be seen that the embodiment of the present invention proposes a second test subsystem adapted to a dynamic simulation environment.
In one embodiment, the dynamic description information of the wireless communication environment includes at least one of:
establishing descriptive information about unidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined first point in time;
establishing descriptive information about two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined second point in time;
description information regarding interruption of unidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined third point in time;
description information regarding interruption of bidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined fourth point in time;
Setting descriptive information about a potential delay of two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined fifth point in time;
with respect to the packet loss rate of the bidirectional wireless communication between the in-vehicle signal system and the trackside signal system at the predetermined sixth point in time, description information is set.
Therefore, based on the plurality of types of description information, a plurality of types of wireless communication environments can be emulated.
In one embodiment, the first test case is generated based on the T/CAMET standard.
It can be seen that the embodiments of the present invention can be used to test whether a rail transit signal system meets the T/CAMET standard.
A method of testing a rail transit signal system, comprising:
running a first test case, wherein the first test case comprises a first sub-test case of a vehicle-mounted signal system, a second sub-test case of a trackside signal system and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system;
based on the dynamic description information, establishing a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system;
In the running process of the first sub-test case, testing the vehicle-mounted signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact in the wireless communication dynamic simulation environment;
and in the running process of the second sub-test case, testing the trackside signal system in the scene that the vehicle-mounted signal system and the trackside signal system interact in the wireless communication dynamic simulation environment.
Therefore, the embodiment of the invention provides the comprehensive test platform of the rail transit signal system, and the interaction under the wireless communication dynamic simulation environment is close to the real scene, so that the accuracy of the test is improved. And based on the description information, various wireless communication scenes can be simulated, various practical application scenes can be simulated, and the test applicability is improved.
In one embodiment, the testing the on-board signal system includes:
simulating a sensor signal in train operation, and sending the sensor signal to the vehicle-mounted signal system;
providing train position information for the vehicle-mounted signal system;
and receiving a state update message from the vehicle-mounted signal system, wherein the state update message is generated by the vehicle-mounted signal system based on the sensor signal, the position information and the mobile authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and detecting the vehicle-mounted signal system based on the state update message.
The embodiment of the invention can test the vehicle-mounted signal system in a dynamic simulation environment.
In one embodiment, the test trackside signal system includes;
generating track state simulation information;
transmitting the track state simulation information to the trackside signal system;
receiving location information of a train from the wayside signal system, wherein the location information is generated by the wayside signal system in the wireless communication dynamic simulation environment; the trackside signal system generates movement authorization information based on the position information and the track state simulation information;
and testing the trackside signal system based on the movement authorization information.
The embodiment of the invention can test the trackside signal system in a dynamic simulation environment.
An electronic device, comprising:
a processor;
a memory for storing executable instructions of the processor;
the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the method of testing a rail transit signal system as described in any one of the above.
A computer readable storage medium having stored thereon computer instructions which when executed by a processor implement a method of testing a rail transit signal system as claimed in any one of the preceding claims.
A computer program product comprising a computer program which, when executed by a processor, implements a method of testing a rail transit signal system as claimed in any one of the preceding claims.
Drawings
The above and other features and advantages of the present invention will become more apparent to those of ordinary skill in the art by describing in detail preferred embodiments thereof with reference to the attached drawings in which:
fig. 1 is an exemplary block diagram of a test system of a rail transit signal system according to an embodiment of the present invention.
FIG. 2 is an exemplary block diagram of a first test subsystem according to an embodiment of the present invention.
FIG. 3 is a first exemplary block diagram of a second test subsystem according to an embodiment of the present invention.
FIG. 4 is a second exemplary block diagram of a second test subsystem according to an embodiment of the present invention.
Fig. 5 is a flowchart of a test method of a rail transit signal system according to an embodiment of the present invention.
Fig. 6 is a structural diagram of an electronic device according to an embodiment of the present invention.
Wherein, the reference numerals are as follows:
Detailed Description
The present invention will be further described in detail with reference to the following examples, in order to make the objects, technical solutions and advantages of the present invention more apparent.
For simplicity and clarity of description, the following description sets forth aspects of the invention by describing several exemplary embodiments. Numerous details in the embodiments are provided solely to aid in the understanding of the invention. It will be apparent, however, that the embodiments of the invention may be practiced without limitation to these specific details. Some embodiments are not described in detail in order to avoid unnecessarily obscuring aspects of the present invention, but rather only to present a framework. Hereinafter, "comprising" means "including but not limited to", "according to … …" means "according to at least … …, but not limited to only … …". The term "a" or "an" is used herein to refer to a number of components, either one or more, or at least one, unless otherwise specified.
Fig. 1 is an exemplary block diagram of a test system of a rail transit signal system according to an embodiment of the present invention.
As shown in fig. 1, the test system includes:
the control server 10 is configured to run a first test case, where the first test case includes a first sub-test case of the vehicle-mounted signal system, a second sub-test case of the trackside signal system, and dynamic description information for a wireless communication environment between the vehicle-mounted signal system and the trackside signal system; the wireless simulation server 11 is used for establishing a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system based on the dynamic description information; the first test subsystem 12 is configured to test the vehicle-mounted signal system in a scenario in which the vehicle-mounted signal system and the trackside signal system interact with each other via a wireless communication dynamic simulation environment during an operation process of the first test case; the second testing subsystem 13 is configured to test the trackside signal system in a scenario where the vehicle-mounted signal system and the trackside signal system interact with each other via a wireless communication dynamic simulation environment during an operation process of the second testing subsystem.
Wherein: the first test case may be edited at the control server 10, or may be edited at a third party terminal, and then the first test case is transmitted to the control server 10. The first test case contains dynamic description information for a wireless communication environment between the vehicle-mounted signal system and the trackside signal system, and the wireless simulation server 11 establishes the wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system based on the dynamic description information. The first test case also comprises a first sub-test case for testing the vehicle-mounted signal system and a second sub-test case for testing the trackside signal system.
In one embodiment, the dynamic description information of the wireless communication environment includes at least one of:
(1) Establishing descriptive information about unidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined first point in time;
(2) Establishing descriptive information about two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined second point in time;
(3) Description information about interrupting one-way wireless communication between the on-vehicle signal system and the trackside signal system at a predetermined third point in time;
(4) Description information about interrupting bidirectional wireless communication between the on-vehicle signal system and the trackside signal system at a predetermined fourth point in time;
(5) Setting description information of potential delay of two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined fifth point in time;
(6) Regarding the description information of the packet loss rate of the bidirectional wireless communication between the in-vehicle signal system and the trackside signal system at the predetermined sixth point in time, it is set.
Correspondingly, the wireless simulation server 11 realizes active dynamic control of bidirectional wireless communication between the vehicle-mounted signal system and the trackside signal system based on the description information. And interaction between the vehicle-mounted signal system and the trackside signal system under the wireless communication dynamic simulation environment is close to a real scene, so that the accuracy of the test is improved. In addition, the description information is adjusted in the first test case, so that the scene can be changed, various practical application scenes can be simulated, and the test applicability is improved.
In fig. 1, the test system includes a test system (first test subsystem) of the on-vehicle signal system, a test system (second test subsystem) of the trackside signal system, and a wireless simulation server. The testing focus of the vehicle-mounted signal system is a vehicle-mounted interface. The first test subsystem may not only be part of the overall test system, but may also be used alone to test the on-board signaling system when not interacting with the trackside signaling system. The trackside signal system mainly comprises trackside equipment and comprises ZC, interlocking and automatic train monitoring systems. The wireless emulation server 11 may also be used to route vehicle-to-ground communications. Based on the description in the first test case, the wireless simulation server 11 may simulate many possible situations in the wireless communication process, such as potential delays, packet loss, connection, disconnection, etc.
In one embodiment, the first test case is generated based on the T/CAMET standard. The T/CAMET standard is a unified standard formulated by the China urban rail transit society. When the car-mounted and trackside equipment of different lines use the CAMET communication standard, the same train can run on different lines, and the same line can also run on different trains. T/CAMET plays a good role in promoting further informatization and intellectualization of urban rail transit.
The tester can design and write test cases according to different operation scenes. The control server may provide basic framework templates and compilation tools for test cases. The test cases can be operated manually alone or in batches automatically. Whether the test case runs successfully or not, the control server can collect important operation process evidences such as log information of each module, message information communicated between devices, control verification information of the test case and the like in the test case execution process. According to the requirements of the calet standard, the communication between the vehicle and the trackside needs to be performed according to the RSSP-II communication protocol. To better maintain and maintain test independence, the test system may package RSSP-I and RSSP-II communication protocols into one library. This library may be different from the library used by the test object, which will disclose more interfaces to output detailed messages of the communication, and the test system decides which log should be displayed in the log file based on the test log level.
In one embodiment, the control server 10 is configured to execute a static test case of the vehicle-mounted signal system; the first test subsystem 12 is configured to statically test the on-board signal system during operation of the static test case of the on-board signal system.
Therefore, the embodiment of the invention can be separated from the wireless communication environment between the vehicle-mounted signal system and the trackside signal system, and realize the static test of the vehicle-mounted signal system.
In one embodiment, the control server 10 is configured to execute static test cases of the trackside signal system; the second test subsystem 13 is used for statically testing the trackside signal system in the running process of the static test cases of the trackside signal system.
Therefore, the embodiment of the invention can be separated from the wireless communication environment between the vehicle-mounted signal system and the trackside signal system, and realize the static test of the trackside signal system.
FIG. 2 is an exemplary block diagram of a first test subsystem according to an embodiment of the present invention. The on-board signaling system 30 belongs to the test object of the first test subsystem 12.
The first test subsystem 12 includes: a signal simulator 15 for simulating sensor signals during train operation and transmitting the sensor signals to the on-board signal system 30; a transponder 19 for providing train position information to the on-board signaling system 30; the vehicle-mounted test server 20 is configured to receive a status update message from the vehicle-mounted signal system 30, where the status update message is generated by the vehicle-mounted signal system 30 based on the sensor signal, the location information, and the movement authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and detect the vehicle-mounted signal system 30 based on the status update message. For example, when the status update message meets the expected requirement in the first subtest case, the on-board signal system 30 is determined to be qualified; and when the state update message does not meet the expected requirement in the first sub-test case, determining that the vehicle-mounted signal system 30 is not qualified.
The first test subsystem 12 further includes: a signal format converter 17 for performing format conversion of analog/hard-wire signals and messages between the vehicle-mounted signal system 30 and the vehicle-mounted test server 20; the vehicle-mounted test server 20 is used for testing the analog signals, the hard-wire signals and the messages. The first test subsystem 12 further includes: an input/output module 16 for effecting voltage conversion of the hard-wired signal between the signal format converter 17 and the on-board signal system 30.
The key to the testing system is to provide all inputs to the test object and to process all outputs. On-board signaling systems (e.g., VOBC) vary widely from signaling system provider to signaling system provider, but typically contain ATO, ATP, and equipment responsible for interfacing input and output information with the vehicle. In general, the input and output signals of the on-board signal system may include: (1) Hard-wired inputs and outputs for the vehicle, including power, safety I/O, and normal I/O; (2) Speed sensor signals, radar signals and transponder signals; when the train passes through the transponder beacon, the ATP should receive the transponder message; (3) The vehicle-mounted signal system sends a position report to the trackside signal system and receives the movement authorization of the trackside signal system. The on-board signaling system may output serial data packets that may be modified to network packets using some additional equipment.
In the implementation of fig. 2, two sets of signal format converters may be employed for input and output of hardwired signals. Such as: one set of signal format converters may be embodied as the WAGO 750 family for converting between hard-wired signals and network packets. The WAGO 750 series should use 24V signal voltage. However, the vehicle hard-wired signal voltage is different, and sometimes the input may be a special circuit loop. Thus, the WAGO 859 series relay may be additionally employed as another set of signal format converters to solve the problem. The WAGO 859 series relay can easily adapt to the various voltages and circuit loops of the train.
The signal simulator 15 is a special hardware device whose function is to parse the network data packets into OPG, radar and transponder signals. The signal simulator 15 is directly connected to the in-vehicle test server 20. The in-vehicle test server 20 sends commands to the signal simulator 15 according to the current vehicle state, and the signal simulator 15 then transmits reference OPG, radar and transponder signals to the in-vehicle signaling system. These analog signals are identical to the actual devices.
Three types of messages of the vehicle-mounted signal system are defined in the CAMET standard, namely a VOBC-ZC message, a VOBC-ATS message and a VOBC-CI message. These telegrams will be sent to the trackside signalling system via the wireless emulation server 11. Otherwise, the on-board signaling system 30 may send diagnostic telegrams or other types of messages that may be managed by the on-board control server 20. Overline operation is an important feature of interoperability. Based on the first test subsystem, an overline operation of the vehicle may be achieved. The train may obtain a change route message if the track dataset is configured with a reference track unit, e.g. a specific change transponder for informing the vehicle of a change to another subway line. The on-board control server 20 will read the data from the relevant track data set and then convert the data into corresponding transponder messages via the signal simulator 15. The on-board signal system 30 will receive the transponder message using the antenna 18 and the on-board signal system 30 may then perform a wire change operation. This process may be automatically completed by the first sub-test case. The first test subsystem 12 may be part of an overall test system or may be a stand-alone subsystem test platform. When the first test subsystem 12 is independent of the entire test system, the network connection should be changed from the wireless simulation server 11 to the in-vehicle test server 20, and the in-vehicle test server 20 may set an additional model to solve the message interaction between the in-vehicle signal system 30 and the trackside signal system 40. The first test subsystem 12 may reduce test costs, which will focus on interfaces of the on-board signal system 30, such a layered deployment reduces coverage of system level testing and facilitates early detection of potential errors.
Specific test examples of the first test subsystem 12 are described below.
(one), regarding the testing of the first test subsystem 12 for hardwired signals: such as a test for whether the cab is active.
Step 1, the first sub-test case sends a power-on command message to a signal format converter, and the signal format converter converts a message signal into a hard wire signal to be sent to an input/output module, so as to control a relay to power on a test object.
Step 2, after power-on, the vehicle-mounted signal system performs self-checking, such as checking the integrity and the brake of the train; these are also hard-wired signals which are output via the input/output module to the signal format converter, which generates messages of the hard-wired signal changes and sends the messages to the vehicle-mounted test server.
Step 3, the activation of the subway train cab is a safe input signal for the vehicle-mounted signal system, so that one control has two hard wire signal inputs, the two signals are basically triggered at the same time), one of the signals can be triggered firstly according to the arrangement combination by the first sub-test case, and the cab is deactivated.
And 4, checking whether the cab is activated, and if so, outputting cab signals by the vehicle-mounted signal system through the input/output module and the signal format converter, wherein the first sub-test case can judge whether the cab is activated or not by checking the cab signals.
And 5, activating another cab activation signal by the first sub-test case to judge whether the cab is activated.
And 6, the first sub-test case simultaneously controls two cab activation signals and judges whether the vehicle-mounted signal system activates the cab or not.
(II) regarding quick-break sensors, transponder-related testing:
the subway train is tested from positioning to running to platform (background: after the train starts, the train does not know the position of the train itself, when the train passes through the first transponder beacon, the train knows the position of the train itself, and when the train passes through the second transponder beacon, the train judges the running direction).
Step 1: the first sub-test case sends a power-on command to start the train and checks whether the self-check of the train is normal.
Step 2: the first sub-test case selects a route that contains a plurality of transponders and has a station, and then places the train in a location on the route. And sending the route information to the signal simulator based on the message of the transponder.
Step 3: the first sub-test case activates the cab, then sets a train running speed, the speed information set by the first sub-test case is transmitted to the signal simulator in real time, and the signal simulator simulates a speed sensor (OPG) to output a speed simulation signal of the train to the vehicle-mounted signal system.
Step 4: when the train runs to a certain transponder, the signal simulator sends the transponder message (comprising the transponder number, the position and the like) to the train according to the synchronous route information, the synchronous train position information, the synchronous speed information and the synchronous transponder message content, and the train antenna acquires the transponder message.
Step 5: the first sub-test case detects the log information of the vehicle-mounted signal system, and after the train receives the transponder message, the corresponding transponder number can be searched through the log content.
Step 6: when the train passes through the two transponders, the first sub-test case judges whether the train is positioned (determines the position and the running direction) in the state log sent by the vehicle-mounted signal system.
Step 7: when the train in the vehicle-mounted test server runs to the station, the first sub-test case detects whether the train in the log of the vehicle-mounted signal system reaches the station, and if so, the position information and the station number information of the train can be read from the log.
FIG. 3 is a first exemplary block diagram of a second test subsystem according to an embodiment of the present invention.
The second test subsystem 13 comprises: an interlock simulation system 21 for generating track state simulation information; the train automatic monitoring system double network 23 is used for sending the rail state simulation information to the trackside signal system 40; a control dual network 22 for receiving position information of the train from the trackside signal system 40, wherein the position information is generated by the trackside signal system 40 in a wireless communication dynamic simulation environment; wherein the trackside signal system generates movement authorization information based on the position information and the track state simulation information, and the trackside signal system 40 is tested based on the movement authorization information. Wherein: when the movement authorization information meets the expected requirements in the second sub-test case, the trackside signal system 40 is deemed to pass the test, otherwise the trackside signal system 40 is deemed to fail the test.
Here, it may be checked in the second test subsystem 13 whether the movement authorization information meets the expected requirements, in which case a control element (e.g. a server) performing this checking step needs to be added to the second test subsystem 13. Alternatively, the check may also be performed in the wireless emulation server 11.
FIG. 4 is a second exemplary block diagram of a second test subsystem according to an embodiment of the present invention. In fig. 4, n trackside signal systems 401 to be tested … n are illustrated, and each single network 231/232 in the dual network of the train automatic monitoring system and each single network 221/222 in the control dual network are illustrated.
Each of the trackside signal systems 401 … n may include ZCs and interlocks CI as test objects. The interlocks are directly connected to track equipment such as switches, track sections, LEUs, etc. In the embodiment of the invention, the interlocking simulation system is used instead of a real interlocking system, so that the construction cost of the platform can be reduced, and flexible simulation is provided. The trainline may be divided into a plurality of interlocking zones, each of which will contain a ZC. Each ZC is responsible for controlling and managing the operation of vehicles within a respective zone. Therefore, the ZCs need to communicate in real time with the current interlocks, zone vehicles, and connected ZCs. And the second test subsystem adopts a double-network test according to the actually deployed signal system. The ATS-oriented network 231/232 is mainly used to transmit the state of the track element: such as a set route. With the network 231/232, transmission and interlocking between ZCs, such as movement rights, router settings, or communication with a connecting ZC, are implemented. The wireless emulation server is also connected to the control network 221/222. A routing table may be maintained in the wireless emulation server to store the source address and the destination address. When the wireless emulation server receives a message from the ZC to the vehicle, the message is routed to the train. The trackside signal system may use both RSSP-I and RSSP-II types of communication protocols. The VOBC-ZC messages, VOBC-CI messages and VOBC-ATS messages will use RSSP-II protocols and these messages will be sent to the train through the wireless emulation server. The ZC-ZC message and the ZC-CI message will use the RSSP-I protocol. Most of the work of the overline operation is communication between two ZCs or two CIs. The second test subsystem captures communications through the wireless emulation server and automatically analyzes the messages. The second sub-test case may determine whether the line change operation is normal by automatically checking the messages.
Test examples of the test trackside signal system are described below. Take the example of generating a mobile authorization (WMA: wayside movement authority).
Step 1: the train can be matched with the ID of the current trackside area according to the vehicle-mounted electronic map and the current position of the train, so that communication is established with the trackside signal system, and in the test environment, connection is established with the trackside signal system directly through the Ethernet.
Step 2: the trackside signal system acquires all vehicle information (vehicle position, type, operation grade and the like) in the area in real time, and state information (whether a track section is occupied, the position of a turnout, the lamp position of a signal machine and the like) of track equipment, wherein the track equipment information is acquired from the interlocking simulation system in a test environment. The interlocking simulation system may be implemented as a simulation system that simulates rail elements exclusively.
Step 3: the track side signal system is provided with a route, and a route setting command is issued to the interlocking simulation system through the double network of the automatic train monitoring system. In the process, the information such as the position of the turnout and the lamp position of the annunciator is set according to the configuration of the approach. The trackside signal system detects whether the approach setting is normal.
Step 4: the track side signal system can know the track occupation condition in the current area according to the position information transmitted by all the trains in the area, and obtains the distance that any one of the trains can travel. The trackside signal system sends corresponding movement authorizations to each vehicle according to the information and the state information of the vehicle.
Step 5: the trackside signal system monitors the line conditions and the position information of all vehicles in real time according to the principle of fault safety and periodically sends corresponding movement authorization to the vehicles.
Step 6: the vehicle can run safely according to the mobile authorization, and the second sub-test case can determine whether the trackside signal system sends an accurate message according to the expected response by analyzing the message information on the network in real time.
The following describes a test procedure for a rail transit signal system comprising an on-board signal system and a trackside signal system. Test purpose: and testing that a subway train is lost in a wireless signal in the running process, and recovering wireless connection after the wireless signal is lost for a period of time.
Step 1: the test system of the track traffic signal system is initialized (comprising a first test subsystem initialization, a second test subsystem initialization, a wireless simulation server start and a control server start)
Step 2: the test case (the test case runs on the control server) sets a route, and the command is sent to the trackside signal system for execution in a message mode.
Step 3: the test cases place the tested train in the track, and the vehicle placement and operation are performed in the vehicle-mounted signal system, and when the vehicle is placed in the track, the trackside signal system can detect that the corresponding track section occupies.
Step 4: the test case sets a speed (typically less than 20Km/h, where the train is not aware of the forward situation and is running at a lower controllable speed) for the train and the train begins to run. After the train passes the two transponders, the train completes the positioning and establishes a connection with the trackside signal system.
Step 5: and the trackside signal system sends movement authorization to the train through the wireless simulation server according to the track condition, and the train operates according to the movement authorization. At this time, the train can automatically determine the running speed according to the vehicle-mounted electronic map, the movement authorized distance, the power of the vehicle, the energy-saving requirement and the like.
Step 6: the test case sends a command for interrupting the communication between the train and the ground to the wireless simulation server, the wireless simulation server directly discards the command after receiving the position report of the vehicle and does not transmit the command to the trackside signal system, and meanwhile, the movement authorization sent by the trackside signal system is not sent to the vehicle.
Step 7: and waiting for the overtime of the movement authorization, namely that the train does not receive the movement authorization within a specified time after receiving the movement authorization, and prompting the wireless signal loss by the train at the moment, and checking whether the wireless signal is lost or not by the test case. Meanwhile, the test case can detect the position of the train in the track, and the position of the train on the track is unchanged because the position report information of the train is not updated.
Step 8: if the train runs to the end point of last sending of the movement authorization, the train should stop running, and the train should prompt to switch driving modes. The test cases can be detected according to the requirements.
Step 9: after a predetermined time, the test case may send a command to the wireless emulation server to resume communication between the vehicle signaling system and the trackside signaling system. The trackside signaling system will then receive the latest position report for the train, and the trackside signaling system should be able to generate a new movement authorization from the latest position report and send the new movement authorization to the train. The test case can determine whether the process is as expected through the message.
Step 10: after the vehicle receives the new movement authorization, if the driving mode is still in the automatic driving mode, the train automatically moves forward. The test case can detect the state of the train through the log information of the vehicle.
Fig. 5 is a flowchart of a test method of a rail transit signal system according to an embodiment of the present invention. The method comprises the following steps:
step 501: the method comprises the steps of running a first test case, wherein the first test case comprises a first sub-test case of a vehicle-mounted signal system, a second sub-test case of a trackside signal system and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system;
Step 502: based on the dynamic description information, establishing a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system;
step 503: in the running process of the first sub-test case, testing the vehicle-mounted signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact in a wireless communication dynamic simulation environment;
step 504: and in the running process of the second sub-test case, testing the trackside signal system in the scene that the vehicle-mounted signal system and the trackside signal system interact in the wireless communication dynamic simulation environment.
In one embodiment, step 503 includes: simulating sensor signals in train operation, and sending the sensor signals to a vehicle-mounted signal system; providing train position information for a vehicle-mounted signal system; and receiving a state update message from the vehicle-mounted signal system, wherein the state update message is generated by the vehicle-mounted signal system based on the sensor signal, the position information and the movement authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and detecting the vehicle-mounted signal system based on the state update message.
In one embodiment, step 504 includes; generating track state simulation information; transmitting the track state simulation information to a trackside signal system; receiving position information of a train from a trackside signal system, wherein the position information is generated by the trackside signal system in a wireless communication dynamic simulation environment; the track side signal system generates movement authorization information based on the position information and the track state simulation information; the trackside signal system is tested based on the movement authorization information.
Instead of relying on communication between the on-board signal system and the trackside signal system, a common data set may be employed. The data set provides a detailed description of all elements on the track, as well as all possible states of the track element states, such as points, signals, and override segments. The trajectory data set has different representations in different devices. On a vehicle, the trajectory data set is called an in-vehicle electronic map and is saved as a binary file. On the ATS local station or OCC, it will be displayed as an image. In the test system of an embodiment of the present invention, it will be saved as an xml file. The smallest data set of the track data set is the in-vehicle electronic map. The test system of the embodiment of the invention also provides a tool for mutually converting the vehicle-mounted electronic map, the xml format station map and the graphic electronic map. The tester can use the tool to modify the track data set so that problems that may occur in actual track operation are more easily reproduced. The testing system of the embodiment of the invention creates a universal circular site map and provides various forms of map files for vehicle-mounted, ZC and testing platforms. The general circular station map is drawn based on various conditions that may occur during the operation of the train.
In summary, the test system of embodiments of the present invention provides a complete solution for automated testing. The basic framework of the test case is defined, so that the design and the writing of the test case are facilitated, and the automatic control of the test case is also facilitated. The test system of the embodiment of the invention also provides a unified compiling tool so as to ensure the correct compiling and executing of the test cases. The test system of the embodiment of the invention discloses a system test platform conforming to the T/CAMET standard, which not only can provide service for specific signal system products, but also can test other subway signal systems conforming to the CAMET standard. The test system of the embodiment of the invention also develops a separate RSSP-I and RSSP-II library which is only used for the test system. This library has more interfaces for testing requirements. The independence of RSSP-I and RSSP-II is completely independent of the development of the test object. Helping to identify potential problems, the library also adds more interfaces to control communications, such as outputting log messages according to log levels in the configuration. The test system of the embodiment of the invention solves the input and output problems of the hard wire signals by using two series of WAGO relays, is beneficial to more flexibly adapting to the hard wire input and output of the test object, and can also easily adapt to the voltage or other requirements of the test object.
The embodiment of the invention also provides an electronic device with the processor-memory architecture. Fig. 6 is a structural diagram of an electronic device according to an embodiment of the present invention. As shown in fig. 6, the electronic device 600 includes a processor 601, a memory 602, and a computer program stored on the memory 602 and executable on the processor 601, which when executed by the processor 601 implements a method of testing a rail transit signal system as any one of the above. The memory 602 may be implemented as a variety of storage media such as an electrically erasable programmable read-only memory (EEPROM), a Flash memory (Flash memory), a programmable read-only memory (PROM), and the like. Processor 601 may be implemented to include one or more central processors or one or more field programmable gate arrays that integrate one or more central processor cores. In particular, the central processor or central processor core can be implemented as a CPU, MCU or DSP, etc.
It should be noted that not all the steps and modules in the above processes and the structure diagrams are necessary, and some steps or modules may be omitted according to actual needs. The execution sequence of the steps is not fixed and can be adjusted as required. The division of the modules is merely for convenience of description and the division of functions adopted in the embodiments, and in actual implementation, one module may be implemented by a plurality of modules, and functions of a plurality of modules may be implemented by the same module, and the modules may be located in the same device or different devices.
The hardware modules in the various embodiments may be implemented mechanically or electronically. For example, a hardware module may include specially designed permanent circuits or logic devices (e.g., special purpose processors such as FPGAs or ASICs) for performing certain operations. A hardware module may also include programmable logic devices or circuits (e.g., including a general purpose processor or other programmable processor) temporarily configured by software for performing particular operations. As regards implementation of the hardware modules in a mechanical manner, either by dedicated permanent circuits or by circuits that are temporarily configured (e.g. by software), this may be determined by cost and time considerations.
The foregoing is merely a preferred embodiment of the present invention, and is not intended to limit the scope of the present invention. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (15)
1. A test system for a rail transit signal system, comprising:
the control server (10) is used for running a first test case, wherein the first test case comprises a first sub-test case of a vehicle-mounted signal system, a second sub-test case of a trackside signal system and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system;
The wireless simulation server (11) is used for establishing a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system based on the dynamic description information;
the first test subsystem (12) is used for testing the vehicle-mounted signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact with each other through the wireless communication dynamic simulation environment in the running process of the first test sub-case;
and the second testing subsystem (13) is used for testing the trackside signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact with each other through the wireless communication dynamic simulation environment in the running process of the second testing sub-case.
2. The test system of claim 1, wherein the test system comprises a plurality of test cells,
the control server (10) is used for executing static test cases of the vehicle-mounted signal system;
and the first test subsystem (12) is used for statically testing the vehicle-mounted signal system in the running process of the static test case of the vehicle-mounted signal system.
3. The test system of claim 1, wherein the test system comprises a plurality of test cells,
the control server (10) is used for executing static test cases of the trackside signal system;
And the second testing subsystem (13) is used for statically testing the trackside signal system in the running process of the static test cases of the trackside signal system.
4. A test system according to any one of claims 1-3, characterized in that the first test subsystem (12) comprises:
a signal simulator (15) for simulating sensor signals during train operation and transmitting the sensor signals to the vehicle-mounted signal system (30);
a transponder (19) for providing the vehicle-mounted signalling system (30) with position information of the train;
and the vehicle-mounted test server (20) is used for receiving a state update message from the vehicle-mounted signal system (30), wherein the state update message is generated by the vehicle-mounted signal system (30) based on the sensor signal, the position information and the movement authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and the vehicle-mounted signal system (30) is detected based on the state update message.
5. The test system of claim 4, wherein the first test subsystem (12) further comprises:
a signal format converter (17) for performing format conversion of analog/hard-wired signals and messages between the vehicle-mounted signal system (30) and the vehicle-mounted test server (20);
The vehicle-mounted test server (20) is used for executing test on the analog signals, the hard wire signals and the messages.
6. The test system of claim 5, wherein the first test subsystem (12) further comprises:
an input/output module (16) for effecting voltage conversion of the hard-wired signal between the signal format converter (17) and the on-board signal system (30).
7. The test system according to claim 1, wherein the second test subsystem (13) comprises:
an interlock simulation system (21) for generating track state simulation information;
-a train automatic monitoring system dual network (23) for transmitting said track status simulation information to said trackside signal system (40);
-a control dual network (22) for receiving position information of a train from the trackside signal system (40), wherein the position information is generated by the trackside signal system (40) in the wireless communication dynamic simulation environment;
wherein the trackside signal system generates movement authorization information based on the location information and the track state simulation information, the trackside signal system (40) being tested based on the movement authorization information.
8. The test system of claim 1, wherein the dynamic descriptive information of the wireless communication environment includes at least one of:
Establishing descriptive information about unidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined first point in time;
establishing descriptive information about two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined second point in time;
description information regarding interruption of unidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined third point in time;
description information regarding interruption of bidirectional wireless communication between the on-board signal system and the trackside signal system at a predetermined fourth point in time;
setting descriptive information about a potential delay of two-way wireless communication between the on-board signal system and the trackside signal system at a predetermined fifth point in time;
with respect to the packet loss rate of the bidirectional wireless communication between the in-vehicle signal system and the trackside signal system at the predetermined sixth point in time, description information is set.
9. The test system of claim 1, wherein the first test case is generated based on a T/CAMET standard.
10. A method for testing a rail transit signal system, comprising:
Running (501) a first test case, wherein the first test case comprises a first sub-test case of a vehicle-mounted signal system, a second sub-test case of a trackside signal system and dynamic description information aiming at a wireless communication environment between the vehicle-mounted signal system and the trackside signal system;
establishing (502) a wireless communication dynamic simulation environment between the vehicle-mounted signal system and the trackside signal system based on the dynamic description information;
testing (503) the vehicle-mounted signal system in a scene of interaction between the vehicle-mounted signal system and the trackside signal system in the wireless communication dynamic simulation environment in the running process of the first sub-test case;
and testing (504) the trackside signal system in a scene that the vehicle-mounted signal system and the trackside signal system interact in the wireless communication dynamic simulation environment in the running process of the second sub-test case.
11. The method according to claim 10, wherein the testing (503) the on-board signal system comprises:
simulating a sensor signal in train operation, and sending the sensor signal to the vehicle-mounted signal system;
providing train position information for the vehicle-mounted signal system;
And receiving a state update message from the vehicle-mounted signal system, wherein the state update message is generated by the vehicle-mounted signal system based on the sensor signal, the position information and the mobile authorization information received from the trackside signal system based on the wireless communication dynamic simulation environment, and detecting the vehicle-mounted signal system based on the state update message.
12. The method of claim 10, wherein the testing (504) of the trackside signal system includes;
generating track state simulation information;
transmitting the track state simulation information to the trackside signal system;
receiving location information of a train from the wayside signal system, wherein the location information is generated by the wayside signal system in the wireless communication dynamic simulation environment; the trackside signal system generates movement authorization information based on the position information and the track state simulation information;
and testing the trackside signal system based on the movement authorization information.
13. An electronic device, comprising:
a processor (601);
a memory (602) for storing executable instructions of the processor (601);
the processor (601) for reading the executable instructions from the memory (602) and executing the executable instructions to implement the method of testing a rail transit signal system of any of claims 10-12.
14. A computer readable storage medium having stored thereon computer instructions, which when executed by a processor, implement the method of testing a rail transit signal system of any of claims 10-12.
15. A computer program product comprising a computer program which, when executed by a processor, implements the method of testing a rail transit signal system as claimed in any one of claims 10 to 12.
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| CN202311092415.1A CN117202243A (en) | 2023-08-28 | 2023-08-28 | Test system, method, electronic equipment and medium of rail transit signal system |
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